A general aviation airport scene anti-intrusion method and system based on video images

Abstract

The present invention discloses a method and system for preventing intrusion at a general aviation airport based on video images. The method comprises the following steps: obtaining information on airborne target units in a target airspace; screening out aircraft that meet the flight takeoff and landing schedule as civil flights, and treating non-civil flights as aircraft to be screened; photographing to form a first image and a second image; classifying the aircraft to be screened into special aircraft and intrusion aircraft based on the first image, the second image, and the airborne target unit information of the aircraft to be screened; obtaining the flight areas of the civil flights, special aircraft, and intrusion aircraft as intrusion areas for notification, and communicating with the intrusion aircraft to drive the intrusion aircraft away. The present invention can effectively classify aircraft approaching a general aviation airport into civil flights, special aircraft, and intrusion aircraft without involving confidential data, thereby making different responses and treatments, ensuring the safety of the general aviation airport, and planning corresponding intrusion areas to facilitate flight control by the tower.

Description

Technical Field

[0001] The present invention relates to the technical field of general aviation airport anti-intrusion, and in particular to a general aviation airport scene anti-intrusion method and system based on video images. Background Art

[0002] A general aviation airport is an airport that can be used for both special and civil purposes. This type of airport offers flexibility in design, construction, and operation, meeting the needs of both special and civil aviation. General aviation airports exist to improve resource utilization efficiency while ensuring the smooth operation of both special and civil aviation activities. Due to confidentiality restrictions, special aircraft are generally unable to obtain timely information when flying over general aviation airports. This makes it difficult to identify whether an airborne entity is an inadvertent civil aircraft during the anti-intrusion process at general aviation airports, impacting the safe use of general aviation airports. Summary of the Invention

[0003] In order to solve the above problems, the present application provides a general aviation airport scene anti-intrusion method and system based on video images.

[0004] The present invention is achieved through the following technical solutions:

[0005] In a first aspect, an embodiment of the present application provides a general aviation airport scene anti-intrusion method based on video images, comprising:

[0006] monitoring the target airspace above the general aviation airport through radar and obtaining information on airborne target units in the target airspace; the airborne target unit information includes target position, target heading, and target speed;

[0007] According to the flight takeoff and landing table of the general aviation airport, the aircraft that meet the flight takeoff and landing table are screened from the air target unit information as civil flights, and non-civil flights are screened as aircraft to be screened;

[0008] The aircraft to be screened is photographed by a visible light camera to form a first image, and the aircraft to be screened is photographed by a thermal imaging camera to form a second image; the visible light camera and the infrared camera are arranged at the same point;

[0009] classifying the aircraft to be screened into a special aircraft and an intrusion aircraft according to the first image, the second image and the air target unit information of the aircraft to be screened;

[0010] The flight areas of the civil flights, special aircraft and intruding aircraft are obtained and announced as intrusion areas, and the intruding aircraft are communicated to drive them away.

[0011] During implementation of the present application, since information related to special aircraft is not reported, the anti-intrusion process at a general aviation airport requires first obtaining information about airborne target units in the target airspace via radar. This information may correspond to three types of aircraft: civil aircraft taking off and landing at the airport, special aircraft, and other civil aircraft that have inadvertently intruded into the airport. Different anti-intrusion methods are generally required for these three types of aircraft. For civil aircraft, since their relevant data is pre-planned, it is sufficient to simply map their flight area as the intrusion area for notification. For special aircraft, since their relevant information is unknown, the intrusion area must be calculated based on the airborne target unit information for notification. This calculation can be done using their current position, heading, and speed. For other civil aircraft that inadvertently intrude into the airport, the danger is difficult to predict, so on the one hand, the intrusion area must be calculated based on their current flight status for notification, and on the other hand, timely communication is required to repel them.

[0012] In an embodiment of the present application, civil flights can be screened out through the flight takeoff and landing table, while non-civil flights are classified as aircraft to be screened. An important purpose of the embodiment of the present application is to distinguish special aircraft from intrusion aircraft among the aircraft to be screened. Its main technical solution is to obtain a first image and a second image, and the aircraft to be screened can be classified into special aircraft and intrusion aircraft through the first image, the second image and the air target unit information, and then subsequent corresponding processing can be carried out. Through the above technical solution, the embodiment of the present application can effectively classify aircraft flying to general aviation airports into civil flights, special aircraft and intrusion aircraft without involving confidential data, so as to make different response treatments, ensure the safety of general aviation airports, and plan corresponding intrusion areas to facilitate flight control by the tower.

[0013] In a more specific implementation, classifying the aircraft to be screened into a special aircraft and an intrusion aircraft according to the first image, the second image, and the air target unit information of the aircraft to be screened includes:

[0014] Acquire the aspect ratio and slenderness ratio of the aircraft to be screened based on the first image and the aerial target unit information, and acquire the engine position of the aircraft to be screened based on the first image and the second image;

[0015] The aircraft to be screened are classified into special aircraft and intrusion aircraft according to the aspect ratio, the slenderness ratio and the engine position.

[0016] In a more specific implementation, obtaining the aspect ratio and slenderness ratio of the aircraft to be screened according to the first image and the aerial target unit information includes:

[0017] Performing edge recognition on the first image to obtain an aircraft region, a wing region area, a wing span, a fuselage length, and a fuselage width as image aircraft parameters;

[0018] Calculating the distance between the aircraft to be screened and the visible light camera according to the target position;

[0019] The image aircraft parameters are corrected by using the distance and the target heading to form correction parameters, and the aspect ratio and the slenderness ratio are calculated according to the correction parameters.

[0020] In a more specific implementation, correcting the aircraft parameters by using the distance and the target heading to form correction parameters, and calculating the aspect ratio and the slenderness ratio according to the correction parameters includes:

[0021] Correcting the image aircraft parameters to actual aircraft parameters according to the distance; the actual aircraft parameters include actual wing area, actual wing span, actual fuselage length, and actual fuselage width;

[0022] Calculating the direction from the visible light camera to the aircraft to be screened as a reference direction;

[0023] Calculating the angle between the projection of the reference direction on the plane where the aircraft to be screened is located and the target heading as a reference angle;

[0024] Calculating the product of the actual fuselage length and the sine value of the reference angle as a corrected fuselage length;

[0025] The ratio of the corrected fuselage length to the actual fuselage width is calculated as the slenderness ratio, and the ratio of the actual wing area to the actual wing span is calculated and multiplied by the sine of the reference angle as the aspect ratio.

[0026] In a more specific implementation, obtaining the engine position of the aircraft to be screened according to the first image and the second image includes:

[0027] The point in the second image where the pixel value exceeds a threshold and is located in the aircraft area is used as the engine position of the aircraft to be screened.

[0028] In a more specific implementation, classifying the aircraft to be screened into special aircraft and intrusion aircraft according to the aspect ratio, the slenderness ratio, and the engine position includes:

[0029] When the aspect ratio is less than or equal to a first preset value, the aircraft to be screened is regarded as a special aircraft;

[0030] When the aspect ratio is greater than a first preset value and the engine is located at the tail of the aircraft to be screened, the aircraft to be screened is regarded as an intruding aircraft;

[0031] When the aspect ratio is greater than a first preset value and the engine is located on the wing of the aircraft to be screened, the aircraft to be screened with a slenderness ratio greater than a second preset value is regarded as an intruding aircraft;

[0032] When the aspect ratio is greater than a first preset value and the engine is located on the wing of the aircraft to be screened, the aircraft to be screened whose slenderness ratio is less than or equal to a second preset value is regarded as a special aircraft.

[0033] In a second aspect, the present application also provides a general aviation airport scene anti-intrusion system based on video images, including:

[0034] an acquisition unit configured to monitor a target airspace above a general aviation airport through a radar and acquire air target unit information in the target airspace; the air target unit information includes a target position, a target heading, and a target speed;

[0035] a screening unit configured to screen out aircraft that meet the flight takeoff and landing schedule of the general aviation airport from the air target unit information as civil flights, and to select non-civil flights as aircraft to be screened;

[0036] an imaging unit configured to photograph the aircraft to be screened by a visible light camera to form a first image, and to photograph the aircraft to be screened by a thermal imaging camera to form a second image; the visible light camera and the infrared camera are arranged at the same point;

[0037] a classification unit configured to classify the aircraft to be screened into a special aircraft and an intrusion aircraft based on the first image, the second image, and the air target unit information of the aircraft to be screened;

[0038] The intrusion unit is configured to obtain the flight areas of the civil flights, special aircraft and intrusion aircraft as intrusion areas for notification, and communicate with the intrusion aircraft to drive the intrusion aircraft away.

[0039] In a more specific implementation, the classification unit is further configured to:

[0040] Acquire the aspect ratio and slenderness ratio of the aircraft to be screened based on the first image and the aerial target unit information, and acquire the engine position of the aircraft to be screened based on the first image and the second image;

[0041] The aircraft to be screened are classified into special aircraft and intrusion aircraft according to the aspect ratio, the slenderness ratio and the engine position.

[0042] In a more specific implementation, the classification unit is further configured to:

[0043] Performing edge recognition on the first image to obtain an aircraft region, a wing region area, a wing span, a fuselage length, and a fuselage width as image aircraft parameters;

[0044] Calculating the distance between the aircraft to be screened and the visible light camera according to the target position;

[0045] The image aircraft parameters are corrected by using the distance and the target heading to form correction parameters, and the aspect ratio and the slenderness ratio are calculated according to the correction parameters.

[0046] In a more specific implementation, the classification unit is further configured to:

[0047] Correcting the image aircraft parameters to actual aircraft parameters according to the distance; the actual aircraft parameters include actual wing area, actual wing span, actual fuselage length, and actual fuselage width;

[0048] Calculating the direction from the visible light camera to the aircraft to be screened as a reference direction;

[0049] Calculating the angle between the projection of the reference direction on the plane where the aircraft to be screened is located and the target heading as a reference angle;

[0050] Calculating the product of the actual fuselage length and the sine value of the reference angle as a corrected fuselage length;

[0051] The ratio of the corrected fuselage length to the actual fuselage width is calculated as the slenderness ratio, and the ratio of the actual wing area to the actual wing span is calculated and multiplied by the sine of the reference angle as the aspect ratio.

[0052] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0053] Through the above technical solution, the present invention can effectively classify aircraft flying into general aviation airports into civil flights, special aircraft and intrusion aircraft without involving confidential data, so as to make different responses, ensure the safety of general aviation airports, and plan corresponding intrusion areas to facilitate flight control by the tower. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] The drawings described herein are used to provide a further understanding of the embodiments of the present invention, constitute a part of this application, and do not constitute a limitation of the embodiments of the present invention. In the drawings:

[0055] Figure 1Schematic diagram of the method steps of an embodiment of the present invention. DETAILED DESCRIPTION

[0056] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with examples and drawings. The exemplary embodiments of the present invention and their descriptions are only used to explain the present invention and are not intended to limit the present invention.

[0057] Example

[0058] See also Figure 1 , which is a flow chart of a general aviation airport scene anti-intrusion method based on video images provided by an embodiment of the present invention. Furthermore, the general aviation airport scene anti-intrusion method based on video images may specifically include the contents described in the following steps S1 to S5.

[0059] S1: monitoring the target airspace above the general aviation airport through radar and obtaining air target unit information in the target airspace; the air target unit information includes target position, target heading and target speed;

[0060] S2: According to the flight takeoff and landing table of the general aviation airport, the aircraft that meet the flight takeoff and landing table are screened from the air target unit information as civil flights, and non-civil flights are screened as aircraft to be screened;

[0061] S3: photographing the aircraft to be screened by a visible light camera to form a first image, and photographing the aircraft to be screened by a thermal imaging camera to form a second image; the visible light camera and the infrared camera are arranged at the same point;

[0062] S4: Classifying the aircraft to be screened into a special aircraft and an intrusion aircraft according to the first image, the second image, and the air target unit information of the aircraft to be screened;

[0063] S5: Acquire the flight areas of the civil flights, special aircraft and intruding aircraft as intrusion areas for notification, and communicate with the intruding aircraft to drive them away.

[0064] During implementation of the present application, since information related to special aircraft is not reported, the anti-intrusion process at a general aviation airport requires first obtaining information about airborne target units in the target airspace via radar. This information may correspond to three types of aircraft: civil aircraft taking off and landing at the airport, special aircraft, and other civil aircraft that have inadvertently intruded into the airport. Different anti-intrusion methods are generally required for these three types of aircraft. For civil aircraft, since their relevant data is pre-planned, it is sufficient to simply map their flight area as the intrusion area for notification. For special aircraft, since their relevant information is unknown, the intrusion area must be calculated based on the airborne target unit information for notification. This calculation can be done using their current position, heading, and speed. For other civil aircraft that inadvertently intrude into the airport, the danger is difficult to predict, so on the one hand, the intrusion area must be calculated based on their current flight status for notification, and on the other hand, timely communication is required to repel them.

[0065] In an embodiment of the present application, civil flights can be screened out through the flight takeoff and landing table, while non-civil flights are classified as aircraft to be screened. An important purpose of the embodiment of the present application is to distinguish special aircraft from intrusion aircraft among the aircraft to be screened. Its main technical solution is to obtain a first image and a second image, and the aircraft to be screened can be classified into special aircraft and intrusion aircraft through the first image, the second image and the air target unit information, and then subsequent corresponding processing can be carried out. Through the above technical solution, the embodiment of the present application can effectively classify aircraft flying to general aviation airports into civil flights, special aircraft and intrusion aircraft without involving confidential data, so as to make different response treatments, ensure the safety of general aviation airports, and plan corresponding intrusion areas to facilitate flight control by the tower.

[0066] In a more specific implementation, classifying the aircraft to be screened into a special aircraft and an intrusion aircraft according to the first image, the second image, and the air target unit information of the aircraft to be screened includes:

[0067] Acquire the aspect ratio and slenderness ratio of the aircraft to be screened based on the first image and the aerial target unit information, and acquire the engine position of the aircraft to be screened based on the first image and the second image;

[0068] The aircraft to be screened are classified into special aircraft and intrusion aircraft according to the aspect ratio, the slenderness ratio and the engine position.

[0069] During implementation of the present invention, the inventors analyzed and studied relevant data from different types of aircraft and discovered that aircraft to be screened can be classified into special aircraft and intrusion aircraft based on three pieces of data: aspect ratio, slenderness ratio, and engine position. Aspect ratio and slenderness ratio can be identified using the first image combined with data such as the aircraft's heading, while engine position can be identified using the first and second images.

[0070] In a more specific implementation, obtaining the aspect ratio and slenderness ratio of the aircraft to be screened according to the first image and the aerial target unit information includes:

[0071] Performing edge recognition on the first image to obtain an aircraft region, a wing region area, a wing span, a fuselage length, and a fuselage width as image aircraft parameters;

[0072] Calculating the distance between the aircraft to be screened and the visible light camera according to the target position;

[0073] The image aircraft parameters are corrected by using the distance and the target heading to form correction parameters, and the aspect ratio and the slenderness ratio are calculated according to the correction parameters.

[0074] When implementing the embodiments of the present application, the aspect ratio and slenderness ratio are calculated by measuring the first image. The wing area, wingspan, fuselage length, and fuselage width obtained after edge recognition are all data in the image. These data must then be converted to actual data based on the distance between the aircraft to be screened and the visible light camera, and the aspect ratio and slenderness ratio can be further calculated. This conversion process can be achieved through calibration of the visible light camera, a technique widely used in machine vision technology. Its main principle is that the length data in the image at different distances will have a corresponding proportional relationship with the actual length data, which is not limited in the embodiments of the present application.

[0075] In a more specific implementation, correcting the aircraft parameters by using the distance and the target heading to form correction parameters, and calculating the aspect ratio and the slenderness ratio according to the correction parameters includes:

[0076] Correcting the image aircraft parameters to actual aircraft parameters according to the distance; the actual aircraft parameters include actual wing area, actual wing span, actual fuselage length, and actual fuselage width;

[0077] Calculating the direction from the visible light camera to the aircraft to be screened as a reference direction;

[0078] Calculating the angle between the projection of the reference direction on the plane where the aircraft to be screened is located and the target heading as a reference angle;

[0079] Calculating the product of the actual fuselage length and the sine value of the reference angle as a corrected fuselage length;

[0080] The ratio of the corrected fuselage length to the actual fuselage width is calculated as the slenderness ratio, and the ratio of the actual wing area to the actual wing span is calculated and multiplied by the sine of the reference angle as the aspect ratio.

[0081] When implementing the embodiments of the present application, the actual aircraft parameters calculated for slenderness ratio identification are special transport aircraft or other takeoff aircraft. Since the fuselage characteristics of special transport aircraft can be approximately cylindrical, the effect of the reference angle on it can be ignored. In this case, the slenderness ratio can be calculated by simply correcting the actual fuselage length using the reference angle to generate a corrected fuselage length. As for the aspect ratio, it should be the ratio of the actual wing area to the wing span. The effect of the shooting angle on the actual wing area and wing span will be eliminated in this ratio, so only the effect of the shooting angle on the fuselage length needs to be considered.

[0082] In a more specific implementation, obtaining the engine position of the aircraft to be screened according to the first image and the second image includes:

[0083] The point in the second image where the pixel value exceeds a threshold and is located in the aircraft area is used as the engine position of the aircraft to be screened.

[0084] When the embodiment of the present application is implemented, the engine position can be found by judging the pixel values ​​in the second image, and the engine position will also be located in the aircraft area.

[0085] In a more specific implementation, classifying the aircraft to be screened into special aircraft and intrusion aircraft according to the aspect ratio, the slenderness ratio, and the engine position includes:

[0086] When the aspect ratio is less than or equal to a first preset value, the aircraft to be screened is regarded as a special aircraft;

[0087] When the aspect ratio is greater than a first preset value and the engine is located at the tail of the aircraft to be screened, the aircraft to be screened is regarded as an intruding aircraft;

[0088] When the aspect ratio is greater than a first preset value and the engine is located on the wing of the aircraft to be screened, the aircraft to be screened with a slenderness ratio greater than a second preset value is regarded as an intruding aircraft;

[0089] When the aspect ratio is greater than a first preset value and the engine is located on the wing of the aircraft to be screened, the aircraft to be screened whose slenderness ratio is less than or equal to a second preset value is regarded as a special aircraft.

[0090] When implementing the embodiment of the present application, if the aspect ratio is less than or equal to the first preset value, it is a typical supersonic aircraft and is therefore classified as a special aircraft. If the aspect ratio is greater than the first preset value and the engine is located at the tail of the aircraft to be screened, it is generally a civil aircraft with a tail-mounted engine. Special aircraft with an aspect ratio greater than the first preset value are generally special transport aircraft. Their main characteristics are large aircraft capacity, resulting in a small slenderness ratio, and their engines are located under the wings. Using these two judgment criteria, special aircraft and intrusion aircraft can be more accurately identified.

[0091] Based on the same inventive concept, the present application also provides a general aviation airport scene anti-intrusion system based on video images, comprising:

[0092] an acquisition unit configured to monitor a target airspace above a general aviation airport through a radar and acquire air target unit information in the target airspace; the air target unit information includes a target position, a target heading, and a target speed;

[0093] a screening unit configured to screen out aircraft that meet the flight takeoff and landing schedule of the general aviation airport from the air target unit information as civil flights, and to select non-civil flights as aircraft to be screened;

[0094] an imaging unit configured to photograph the aircraft to be screened by a visible light camera to form a first image, and to photograph the aircraft to be screened by a thermal imaging camera to form a second image; the visible light camera and the infrared camera are arranged at the same point;

[0095] a classification unit configured to classify the aircraft to be screened into a special aircraft and an intrusion aircraft based on the first image, the second image, and the air target unit information of the aircraft to be screened;

[0096] The intrusion unit is configured to obtain the flight areas of the civil flights, special aircraft and intrusion aircraft as intrusion areas for notification, and communicate with the intrusion aircraft to drive the intrusion aircraft away.

[0097] In a more specific implementation, the classification unit is further configured to:

[0098] Acquire the aspect ratio and slenderness ratio of the aircraft to be screened based on the first image and the aerial target unit information, and acquire the engine position of the aircraft to be screened based on the first image and the second image;

[0099] The aircraft to be screened are classified into special aircraft and intrusion aircraft according to the aspect ratio, the slenderness ratio and the engine position.

[0100] In a more specific implementation, the classification unit is further configured to:

[0101] Performing edge recognition on the first image to obtain an aircraft region, a wing region area, a wing span, a fuselage length, and a fuselage width as image aircraft parameters;

[0102] Calculating the distance between the aircraft to be screened and the visible light camera according to the target position;

[0103] The image aircraft parameters are corrected by using the distance and the target heading to form correction parameters, and the aspect ratio and the slenderness ratio are calculated according to the correction parameters.

[0104] In a more specific implementation, the classification unit is further configured to:

[0105] Correcting the image aircraft parameters to actual aircraft parameters according to the distance; the actual aircraft parameters include actual wing area, actual wing span, actual fuselage length, and actual fuselage width;

[0106] Calculating the direction from the visible light camera to the aircraft to be screened as a reference direction;

[0107] Calculating the angle between the projection of the reference direction on the plane where the aircraft to be screened is located and the target heading as a reference angle;

[0108] Calculating the product of the actual fuselage length and the sine value of the reference angle as a corrected fuselage length;

[0109] The ratio of the corrected fuselage length to the actual fuselage width is calculated as the slenderness ratio, and the ratio of the actual wing area to the actual wing span is calculated and multiplied by the sine of the reference angle as the aspect ratio.

[0110] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the above description has generally described the composition and steps of each example according to function. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0111] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, or can be electrical, mechanical or other forms of connection.

[0112] The units described as separate components may or may not be physically separated. As a unit, a person of ordinary skill in the art can realize that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in terms of function in the above description. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0113] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0114] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or grid device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: various media that can store program code, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0115] The specific implementation methods described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A general aviation airport scene anti-intrusion method based on video images, characterized in that: include: monitoring target airspace above a general aviation airport through radar and obtaining information on airborne target units in the target airspace; The air target unit information includes target position, target heading and target speed; According to the flight takeoff and landing table of the general aviation airport, the aircraft that meet the flight takeoff and landing table are screened from the air target unit information as civil flights, and non-civil flights are screened as aircraft to be screened; The aircraft to be screened is photographed by a visible light camera to form a first image, and the aircraft to be screened is photographed by a thermal imaging camera to form a second image; the visible light camera and the infrared camera are arranged at the same point; classifying the aircraft to be screened into a special aircraft and an intrusion aircraft according to the first image, the second image and the air target unit information of the aircraft to be screened; Obtaining the flight areas of the civil flight, special aircraft, and intruding aircraft as intrusion areas for notification, and communicating with the intruding aircraft to drive them away; Classifying the aircraft to be screened into a special aircraft and an intrusion aircraft according to the first image, the second image, and the air target unit information of the aircraft to be screened includes: Acquire the aspect ratio and slenderness ratio of the aircraft to be screened based on the first image and the aerial target unit information, and acquire the engine position of the aircraft to be screened based on the first image and the second image; classifying the aircraft to be screened into special aircraft and intrusion aircraft according to the aspect ratio, the slenderness ratio and the engine position; Acquiring the aspect ratio and slenderness ratio of the aircraft to be screened according to the first image and the aerial target unit information includes: Performing edge recognition on the first image to obtain an aircraft region, a wing region area, a wing span, a fuselage length, and a fuselage width as image aircraft parameters; Calculating the distance between the aircraft to be screened and the visible light camera according to the target position; Correcting the image aircraft parameters by using the distance and the target heading to form correction parameters, and calculating the aspect ratio and the slenderness ratio according to the correction parameters; Correcting the aircraft parameters by using the distance and the target heading to form correction parameters, and calculating the aspect ratio and the slenderness ratio according to the correction parameters includes: Correcting the image aircraft parameters to actual aircraft parameters according to the distance; the actual aircraft parameters include actual wing area, actual wing span, actual fuselage length, and actual fuselage width; Calculating the direction from the visible light camera to the aircraft to be screened as a reference direction; Calculating the angle between the projection of the reference direction on the plane where the aircraft to be screened is located and the target heading as a reference angle; Calculating the product of the actual fuselage length and the sine value of the reference angle as a corrected fuselage length; The ratio of the corrected fuselage length to the actual fuselage width is calculated as the slenderness ratio, and the ratio of the actual wing area to the actual wing span is calculated and multiplied by the sine of the reference angle as the aspect ratio.

2. The method for preventing intrusion into a general aviation airport scene based on video images according to claim 1, characterized in that: Acquiring the engine position of the aircraft to be screened according to the first image and the second image includes: The point in the second image where the pixel value exceeds a threshold and is located in the aircraft area is used as the engine position of the aircraft to be screened.

3. The method for preventing intrusion into a general aviation airport scene based on video images according to claim 1, characterized in that: Classifying the aircraft to be screened into special aircraft and intrusion aircraft according to the aspect ratio, the slenderness ratio and the engine position includes: When the aspect ratio is less than or equal to a first preset value, the aircraft to be screened is regarded as a special aircraft; When the aspect ratio is greater than a first preset value and the engine is located at the tail of the aircraft to be screened, the aircraft to be screened is regarded as an intruding aircraft; When the aspect ratio is greater than a first preset value and the engine is located on the wing of the aircraft to be screened, the aircraft to be screened with a slenderness ratio greater than a second preset value is regarded as an intruding aircraft; When the aspect ratio is greater than a first preset value and the engine is located on the wing of the aircraft to be screened, the aircraft to be screened whose slenderness ratio is less than or equal to a second preset value is regarded as a special aircraft.

4. A general aviation airport scene anti-intrusion system based on video images, characterized in that: include: an acquisition unit configured to monitor a target airspace above a general aviation airport through a radar and acquire information of air target units in the target airspace; The air target unit information includes target position, target heading and target speed; a screening unit configured to screen out aircraft that meet the flight takeoff and landing schedule of the general aviation airport from the air target unit information as civil flights, and to select non-civil flights as aircraft to be screened; an imaging unit configured to photograph the aircraft to be screened by a visible light camera to form a first image, and to photograph the aircraft to be screened by a thermal imaging camera to form a second image; the visible light camera and the infrared camera are arranged at the same point; a classification unit configured to classify the aircraft to be screened into a special aircraft and an intrusion aircraft based on the first image, the second image, and the air target unit information of the aircraft to be screened; an intrusion unit configured to obtain the flight areas of the civil flight, the special aircraft, and the intrusion aircraft as intrusion areas for notification, and to communicate with the intrusion aircraft to drive the intrusion aircraft away; The classification unit is further configured to: Acquire the aspect ratio and slenderness ratio of the aircraft to be screened based on the first image and the aerial target unit information, and acquire the engine position of the aircraft to be screened based on the first image and the second image; classifying the aircraft to be screened into special aircraft and intrusion aircraft according to the aspect ratio, the slenderness ratio and the engine position; The classification unit is further configured to: Performing edge recognition on the first image to obtain an aircraft region, a wing region area, a wing span, a fuselage length, and a fuselage width as image aircraft parameters; Calculating the distance between the aircraft to be screened and the visible light camera according to the target position; Correcting the image aircraft parameters by using the distance and the target heading to form correction parameters, and calculating the aspect ratio and the slenderness ratio according to the correction parameters; The classification unit is further configured to: Correcting the image aircraft parameters to actual aircraft parameters according to the distance; The actual aircraft parameters include actual wing area, actual wing span, actual fuselage length and actual fuselage width; Calculating the direction from the visible light camera to the aircraft to be screened as a reference direction; Calculating the angle between the projection of the reference direction on the plane where the aircraft to be screened is located and the target heading as a reference angle; Calculating the product of the actual fuselage length and the sine value of the reference angle as a corrected fuselage length; The ratio of the corrected fuselage length to the actual fuselage width is calculated as the slenderness ratio, and the ratio of the actual wing area to the actual wing span is calculated and multiplied by the sine of the reference angle as the aspect ratio.

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