Method and system for evaluating influence of terminal tower crane building on airport flight program

Abstract

The invention discloses a method and system for evaluating the influence of a terminal tower crane building on an airport flight program, and relates to the technical field of airport construction, and the method comprises the following steps: collecting basic parameter data of an airport; the clearance protection range is effectively analyzed; evaluating the influence of the airport flight program; according to the method, the relative position map of the tower crane and the runway is conveniently and accurately drawn by confirming the position relation between the project and the airport, so that the high-risk tower crane is rapidly positioned, the safety influence of various flight programs is conveniently evaluated by separately evaluating a traditional departure / approach program, an ILS / DME approach program and a PBN program, and the safety of the high-risk tower crane is improved. And the vertical safety margin of the tower crane to the program is determined through obstacle exceeding redundancy calculation, it is ensured that the height of the tower crane is always lower than a safety threshold value through obstacle exceeding redundancy calculation and limited height verification, and when the tower crane invades a protection area, it is ensured that the flight program conforms to the specification by adjusting DH / MDA and optimizing navigation parameters.

Description

Technical Field

[0001] This invention relates to the field of airport construction technology, specifically to a method and system for assessing the impact of terminal building tower crane construction on airport flight procedures. Background Technology

[0002] In airport construction, tower cranes are a very important lifting equipment used to lift building materials, steel structures and other heavy materials. Especially in large airport construction projects, the application of tower cranes not only improves construction efficiency, but also enhances construction safety and accuracy by introducing advanced technologies. Currently, when tower cranes are located near airport runways and are at a high height, they can affect the take-off and landing paths of aircraft. In the prior art, the Chinese patent application number CN201911271674.4, entitled "A Method for Unmanned Aerial Vehicle (UAV) Inspection Path Planning and Foreign Object Detection in Airport Flight Areas," combines UAVs with airport FOD inspection. Through intelligent image recognition technology, it can quickly and effectively inspect FOD in target areas of airports, promptly arrange FOD removal procedures, and statistically analyze the quantity, characteristics, type, and source of FOD, and establish an FOD database for the airport. Airport flight procedures now need to consider numerous factors to ensure flight safety and efficiency. The presence of tower cranes requires flight procedure design to take extra care to avoid these obstacles, increasing the complexity and difficulty of the design. Furthermore, if tower cranes appear in critical areas of the flight procedure, they can interfere with the normal operation of aircraft according to the established flight procedure, requiring changes in flight path or altitude to avoid tower cranes. This may lead to adjustments in flight plans, affecting flight punctuality and operational efficiency. Summary of the Invention

[0003] This invention provides a method and system for assessing the impact of terminal building tower cranes on airport flight procedures. It can effectively solve the problems mentioned in the background art, such as the need for additional consideration of avoiding these obstacles in flight procedure design, which increases the complexity and difficulty of the design, and the interference of tower cranes in critical areas of flight procedures, which may lead to changes in flight path or altitude to avoid tower cranes, potentially affecting flight schedule adjustments and impacting flight punctuality and operational efficiency.

[0004] To achieve the above objectives, the present invention provides the following technical solution: a method for assessing the impact of terminal building tower crane construction on airport flight procedures, comprising the following steps: Step 1: Collect basic parameter data for the airport; Step two: Conduct an effective analysis of the airspace protection zone; Step 3: Assess the impact on airport flight procedures; Step four: Perform obstacle clearance calculations and analysis; To provide a more comprehensive assessment of the impact of tower cranes on flight procedures, the following risk assessment calculations are introduced based on obstacle clearance calculations: Three-dimensional comprehensive risk coefficient:

[0005] Compliance risk assessment:

[0006] Dynamic safety margin index:

[0007] in: : The speed of the aircraft at the evaluation point (m / s).

[0008] According to the above technical solution, step one includes acquiring tower crane foundation data, collecting runway physical characteristics, obstacle limiting surface parameters, and confirming the relationship between the project and the airport location; Obtaining tower crane foundation data includes obtaining the tower crane's number, coordinates, type of tower crane structure, height of tower crane structure, and construction unit information; The physical characteristics of the runway to be collected include runway length, runway width, airport reference point coordinates, entrance elevation, airport elevation, magnetic difference, runway true orientation, and airport properties. Obstacle limiting surface parameters include cone surface, inner horizontal surface, approach surface, transition surface, go-around surface, takeoff climb surface, and landing strip; The project's location relative to the airport is confirmed by drawing a diagram showing the location relationship between the building's tower crane and the airport's existing runway, marking the distance and relative coordinates between the tower crane and the runway centerline and entrance, and calculating the lateral and longitudinal offsets of the tower crane's coordinates relative to the runway entrance to determine its absolute position in the airport coordinate system.

[0009] According to the above technical solution, the conical surface is a surface that slopes upward and outward from the periphery of the inner water surface, the inner horizontal surface is a surface in a horizontal plane above the airport and its surroundings, the approach surface is an inclined plane or a combination of several planes in front of the runway entrance, and the transition surface is a composite surface that slopes upward and outward along the edge of the takeoff and landing zone and part of the edge of the approach surface to the inner horizontal surface. The go-around surface is an inclined plane extending between the inner transition surfaces on both sides at a specified distance behind the runway threshold. The takeoff climb surface is an inclined plane at the runway end. The takeoff and landing strips are specific areas on both sides of the runway and stopway centerlines and their extensions in the flight area.

[0010] According to the above technical solution, in step two, regarding airport airspace and obstacle restrictions and removal, an obstacle restriction surface is specified to limit the height of obstacles in and around the airport; When determining the obstacle limiting surface, the relationship between the tower crane and the airport obstacle limiting surface is determined based on the tower crane coordinates, including the determination of the inner horizontal surface and the approach surface. The inner horizontal plane determination is made when the tower crane is located within a circle with a radius of 4000m centered at the center points of both ends of the runway, and its height exceeds the height of the inner horizontal plane; in this case, it is considered a breach. Approach face determination is performed when the tower crane is located within the approach face coverage area, and the height limit is calculated in segments. After determining the limiting surface of the obstacle, it is also necessary to screen the tower cranes that break through the limiting surface. The screening criterion is that the height of the tower crane is greater than the corresponding height of the limiting surface. Specifically, by comparing coordinates and calculating height, tower cranes that exceed the limit surface are identified, and the construction unit, tower crane type, and specific excess value of the tower cranes that exceed the limit surface are recorded.

[0011] According to the above technical solution, step two, when analyzing the airspace protection range, also includes the airspace protection range and obstacle restriction requirements; The airspace protection zone is the area outside the obstacle limitation surface. Any object that restricts or affects the flight operation of an aircraft within the area outside the obstacle limitation surface shall be considered an obstacle. Obstacle restriction requirements refer to the stricter control of obstacle heights when one end and both ends of a runway are used for both aircraft takeoff and landing.

[0012] According to the above technical solution, step three involves analyzing the affected tower cranes to determine their obstacle clearance impact on various flight procedures, specifically including traditional departure / approach procedures, ILS / DME approach procedures, PBN procedures, and other procedures. Traditional departure / arrival procedures include positional analysis and obstacle clearance checks; Positional relationship analysis refers to drawing a relative position map of the tower crane and the departure / arrival route protection zone; Obstacle clearance inspection is used to determine the position of the tower crane relative to the protected area. If the tower crane is outside the protected area, it is determined that there is no impact. If the tower crane is inside the protected area, it is necessary to calculate the tower crane height to meet the minimum obstacle clearance height. ILS / DME approach procedures include initial approach protection zone assessment and final approach protection zone assessment. The final approach protection zone assessment includes OAS surface analysis, DH / MDA adjustment and GP inoperability procedure assessment. The initial approach protection zone assessment involves analyzing situations where tower cranes intrude into the baseline turning protection zone and calculating their height. OAS surface analysis refers to constructing the OAS surface according to the re-flight gradient to determine the height of the tower crane penetration surface; DH / MDA adjustment refers to the need to recalculate the height when the tower crane causes the OAS surface to penetrate. The GP non-operation procedure assessment is based on checking the tower crane's compliance with obstacle clearance requirements for the go-around segment according to the 75m MOC.

[0013] According to the above technical solution, the PBN program analyzes whether the tower crane is located in the critical point protection zone of FAF and MAPt in the RNP program, and calculates the safety margin in the lateral and vertical directions. Safety margin = H program height limit - H tower crane top - ΔH weather disturbance Other procedures include VOR / DME approach procedures, visual circling procedures, and VSS surface assessment; The VOR / DME approach procedure checks the impact of the tower crane on the go-around segment at a 75m MOC. The visual circling procedure assesses whether the tower crane is located in the circling protection zone, and calculates the obstacle clearance according to the C / D class machine standard; VSS surface assessment is for special surfaces of military airports, checking whether tower cranes meet the 1.88° slope limit.

[0014] According to the above technical solution, step four, in the process of obstacle clearance detection calculation and analysis, specifically includes obstacle clearance margin calculation, limit height calculation and key procedure evaluation. The obstacle clearance margin calculation is performed on tower cranes located within the protected area, calculating their vertical and horizontal obstacle clearance margins relative to the flight procedure. The calculation formula is: Obstacle Clearance Margin (MOC) = Limit Height - Tower Crane Height; The height restriction calculation involves calculating the height restrictions for the conical surface, inner horizontal surface, approach surface, transition surface, go-around surface, takeoff climb surface, and landing strips separately, as detailed below: Conical surface: Height limit = Distance from obstacle to inner horizontal plane boundary × 5% + Height of inner horizontal plane; Inner horizontal plane: Height limit = Average of the sum of the entrance elevations at both ends of the runway + Height of inner horizontal plane 45m. Approach surface: Obstacles in the first segment: Height limit = Distance of obstacle to the inside edge of the approach surface × 2% + Runway threshold elevation; Obstacles in the second segment: Height limit = (Distance of obstacle to the inside edge of the approach surface - 3000) × 2.5% + 3000 × 2% + Runway threshold elevation; Obstacles in the horizontal segment: Height limit = 3000 × 2% + 3600 × 2.5% + Runway threshold elevation. Transition surface: Limiting height = distance from obstacle to takeoff strip × 14.3% + runway elevation; Go-around surface: Limiting height = distance from obstacle to inner edge × 3.33% + runway elevation; Takeoff climb surface: Limiting height = length from obstacle to inner edge × 1.6% or 2% + runway end elevation; Takeoff strip: Limiting height = runway elevation. The key procedure assessments include ILS approach procedure assessment, conventional approach procedure assessment, and departure procedure assessment. ILS approach procedure assessment is used to check for tower crane intrusion into the OAS face; Traditional approach procedure evaluation verifies that the MOC of the final approach segment meets the 300m requirement; Departure procedure assessment involves analyzing the impact of the tower crane on the takeoff flight path area.

[0015] An impact assessment system for airport terminal tower crane construction on airport flight procedures includes an airport basic parameter collection module, an airspace protection range analysis module, an airport flight procedure impact assessment module, and an obstacle clearance inspection and analysis module. The airport basic parameter collection module includes acquiring tower crane foundation data, collecting runway physical characteristics, obstacle limiting surface parameters, and confirming the relationship between the project and the airport location; The airspace protection range analysis module includes internal horizontal plane determination, approach plane determination, airspace protection range, and obstacle restriction requirements; The airport flight procedure impact assessment module includes traditional departure / arrival procedures, ILS / DME approach procedures, PBN procedures, and other procedures. The obstacle clearance detection and analysis module includes obstacle clearance margin calculation, limit height calculation, and key procedure evaluation.

[0016] According to the above technical solution, obtaining the tower crane foundation data involves obtaining the tower crane's number, coordinates, type of tower crane structure, height of tower crane structure, and construction unit information. Collect physical characteristics of the runway, including runway length, runway width, airport reference point coordinates, entrance elevation, airport elevation, magnetic difference, runway true orientation, and airport characteristics. Obstacle limiting surface parameters are obtained from airport airspace limiting surfaces, including cone surfaces, inner horizontal surfaces, approach surfaces, transition surfaces, go-around surfaces, takeoff climb surfaces, and landing strips; Confirm the location relationship between the project and the airport, draw a diagram showing the location relationship between the building tower crane and the existing airport runway, and calculate the lateral and longitudinal offsets of the tower crane coordinates relative to the runway entrance; The inner horizontal plane determination is made when the tower crane is located within a circle with a radius of 4000m centered at the center points of both ends of the runway, and its height exceeds the height of the inner horizontal plane; in this case, it is considered a breach. Approach face determination is performed when the tower crane is located within the approach face coverage area, and the height limit is calculated in segments. The airspace protection zone is the area outside the obstacle limitation surface. Any object that restricts or affects the flight operation of an aircraft within the area outside the obstacle limitation surface shall be considered an obstacle. Obstacle restriction requirements refer to the stricter control of obstacle heights when one end and both ends of a runway are used for both aircraft takeoff and landing. The traditional departure / arrival procedure involves drawing a relative position map of the tower crane and the departure / arrival route protection zone to determine the position between the tower crane and the protection zone; The ILS / DME approach procedure analyzes cases where tower cranes intrude into the baseline turning protection zone and calculates cases where their height is below the limit surface height. The PBN program analyzes whether the tower crane is located within the critical point protection zone of the RNP program's FAF and MAPt, and calculates the safety margins in the lateral and vertical directions. Other procedures include checking the tower crane against the go-around segment according to the 75m MOC and assessing whether the tower crane is located in the hovering protection zone; The obstacle clearance margin calculation is performed on tower cranes located within the protected area, calculating their vertical and horizontal obstacle clearance margins relative to the flight program. The height restriction calculation involves calculating the height restrictions for the conical surface, inner horizontal surface, approach surface, transition surface, miss landing surface, takeoff climb surface, and landing strips separately. The key procedure assessment is to check the tower crane encroachment on the OAS surface and verify that the MOC of the final approach segment meets the 300m requirement.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. By obtaining the tower crane's number, coordinates, type, height, and construction unit information, and combining this with comprehensive information on the airport runway's length, width, entrance elevation, and magnetic difference, we can easily obtain comprehensive and accurate basic data. Furthermore, by confirming the relationship between the project and the airport's location, we can easily and accurately draw a map showing the relative positions of the tower crane and the runway, enabling us to quickly locate high-risk tower cranes and provide a basis for subsequent screening. By determining the restrictions on the inner horizontal plane and approach plane, it is easy to quickly identify whether the tower crane exceeds the clearance limit. The calculation and judgment method avoids flight safety hazards caused by excessive height. By calculating the approach plane restriction height in segments, it is easy to screen out tower cranes that exceed the restriction plane and record the excess value, providing an accurate and reliable basis for subsequent targeted rectification of the location and height of airport tower cranes. 2. By evaluating traditional departure / arrival procedures, ILS / DME approach procedures, and PBN procedures separately, it is easier to determine the impact of tower cranes on different types of airport flight procedures, so as to assess the safety impact of various flight procedures. Furthermore, obstacle clearance margin calculations can clarify the vertical safety margin of tower cranes on the procedures. By calculating obstacle clearance margin and verifying height limits, we ensure that the tower crane height is always below the safety threshold. Furthermore, when the tower crane intrudes into the protected area, we adjust the DH / MDA and optimize navigation parameters to ensure that the flight procedure complies with regulations. Compared with existing evaluation methods that are based solely on geometric altitude, this invention quantifies dynamic flight performance and probabilistic exposure, resulting in more scientific and reliable evaluation results. Attached Figure Description

[0018] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used together with the embodiments of the invention to explain the invention and do not constitute a limitation thereof.

[0019] In the attached diagram: Figure 1 This is a flowchart of the evaluation method of the present invention; Figure 2 This is a structural block diagram of the evaluation system of the present invention; Figure 3 This is a diagram showing the relative positions of the existing runways at the airport according to the present invention; Figure 4 and Figure 5 This is a schematic diagram of the obstacle limiting surface parameters of the present invention; Figure 6 This is a diagram showing the relative positions of the obstacle limiting surfaces on the track in this invention. Figure 7 This is a diagram showing the relationship between the relative positions of the traditional departure procedures of this invention. Detailed Implementation

[0020] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0021] Example: Figure 1 As shown, the present invention provides a technical solution, a method for assessing the impact of terminal building tower crane construction on airport flight procedures, comprising the following steps: Step 1: Collect basic parameter data for the airport; Step two: Conduct an effective analysis of the airspace protection zone; Step 3: Assess the impact on airport flight procedures; Step four: Perform obstacle clearance calculations and analysis.

[0022] Based on the above technical solution, step one includes acquiring tower crane foundation data, collecting runway physical characteristics, obstacle limiting surface parameters, and confirming the relationship between the project and the airport location; Obtaining tower crane foundation data includes obtaining the tower crane's number, coordinates, type of tower crane structure, height of tower crane structure, and construction unit information; The physical characteristics of the runway to be collected include runway length, runway width, airport reference point coordinates, entrance elevation, airport elevation, magnetic difference, runway true orientation, and airport properties. like Figure 3-4 As shown, the obstacle limiting surface parameters include the conical surface, inner horizontal surface, approach surface, transition surface, go-around surface, takeoff climb surface, and landing strip; like Figure 5 As shown, the location relationship between the project and the airport is confirmed by drawing a diagram showing the location relationship between the building tower crane and the existing airport runway, marking the distance and relative coordinates between the tower crane and the runway centerline and entrance, and calculating the lateral and longitudinal offsets of the tower crane coordinates from the runway entrance to determine its absolute position in the airport coordinate system.

[0023] Based on the above technical solution, the conical surface is a surface that slopes upward and outward from the periphery of the inner water surface, the inner horizontal surface is a surface in a horizontal surface above the airport and its surroundings, the approach surface is a combination of several planes in front of the runway entrance, and the transition surface is a composite surface that slopes upward and outward to the inner horizontal surface along the edge of the takeoff and landing zone and part of the edge of the approach surface. The go-around surface is an inclined plane extending between the inner transition surfaces on both sides at a specified distance behind the runway threshold. The takeoff climb surface is an inclined plane at the runway end. The landing strip is a specific area on both sides of the centerline of the runway and the stopway and its extension in the flight area, used to reduce the risk of damage to aircraft when they overrun the runway and to ensure that aircraft fly safely in the airspace above them during takeoff or landing.

[0024] Based on the above technical solution, in step two, regarding airport airspace and obstacle restrictions and removal, in order to ensure the safety of aircraft take-off and landing, an obstacle restriction surface is specified to limit the height of obstacles in and around the airport. When determining the obstacle limiting surface, the relationship between the tower crane and the airport obstacle limiting surface is determined based on the tower crane coordinates, including the determination of the inner horizontal surface and the approach surface. The inner horizontal plane determination is made when the tower crane is located within a circle with a radius of 4000m centered at the center points of both ends of the runway, and its height exceeds the height of the inner horizontal plane; in this case, it is considered a breach. Approach face determination is performed when the tower crane is located within the approach face coverage area, and the height limit is calculated in segments. After determining the limiting surface of the obstacle, it is also necessary to screen the tower cranes that break through the limiting surface. The screening criterion is that the height of the tower crane is greater than the corresponding height of the limiting surface. Specifically, by comparing coordinates and calculating height, tower cranes that exceed the limit surface are identified, and the construction unit, tower crane type, and specific excess value of the tower cranes that exceed the limit surface are recorded.

[0025] like Figure 6 As shown, based on the above technical solution, step two, when analyzing the airspace protection range, also includes the airspace protection range and obstacle restriction requirements; The airspace protection zone is the area outside the obstacle limitation surface. Any object that restricts or affects the flight operation of an aircraft within the area outside the obstacle limitation surface shall be considered an obstacle. The size of this area is related to airport classification and flight rules, and the maximum size shall not exceed a radius of 55km centered on the airport reference point. Obstacle restriction requirements refer to the stricter control of obstacle heights when one end and both ends of a runway are used for both aircraft takeoff and landing. In the overlapping areas of the inner horizontal plane, conical plane, and approach plane, the obstacle height restriction should be controlled according to stricter requirements.

[0026] Based on the above technical solution, step three involves analyzing the affected tower cranes to determine their obstacle clearance impact on various flight procedures, specifically including traditional departure / approach procedures, ILS / DME approach procedures, PBN procedures, and other procedures. Traditional departure / arrival procedures include positional analysis and obstacle clearance checks; like Figure 7 As shown, positional relationship analysis refers to drawing a relative position map of the tower crane and the departure / arrival route protection zone; Obstacle clearance inspection is used to determine the position of the tower crane relative to the protected area. If the tower crane is outside the protected area, it is determined that there is no impact. If the tower crane is inside the protected area, it is necessary to calculate the tower crane height to meet the minimum obstacle clearance height. ILS / DME approach procedures include initial approach protection zone assessment and final approach protection zone assessment. The final approach protection zone assessment includes OAS surface analysis, DH / MDA adjustment and GP inoperability procedure assessment. The initial approach protection zone assessment involves analyzing situations where tower cranes intrude into the baseline turning protection zone and calculating their height. OAS surface analysis refers to constructing an OAS surface based on a re-flight gradient of 2.5% / 3.0% to determine the height of the tower crane's penetration surface; DH / MDA adjustment refers to the need to recalculate the decision height DH and minimum descent height MDA when the tower crane causes OAS surface penetration. The GP non-operation procedure assessment is based on checking the tower crane's compliance with obstacle clearance requirements for the go-around segment according to the 75m MOC.

[0027] Based on the above technical solutions, the PBN program, RNP AR / APCH, is used to analyze whether the tower crane is located in the critical point protection zone of the RNP program's FAF and MAPt, and to calculate the safety margins in the lateral and vertical directions. When crossing a protected area, it is necessary to assess the factors that may affect navigation accuracy and adjust procedures and restrict operating categories as needed. Other procedures include VOR / DME approach procedures, visual circling procedures, and VSS surface assessment; The VOR / DME approach procedure checks the impact of the tower crane on the go-around segment at a 75m MOC. The visual circling procedure assesses whether the tower crane is located within the circling protection zone, and calculates the obstacle clearance margin according to the C / D class standard MDA 1170m; VSS surface assessment is for special surfaces of military airports, checking whether tower cranes meet the 1.88° slope limit.

[0028] Based on the above technical solution, step four, in the process of obstacle clearance detection calculation and analysis, specifically includes obstacle clearance margin calculation, limit height calculation and key procedure evaluation. Obstacle clearance margin calculation is performed on tower cranes located within a protected area, calculating their vertical and horizontal obstacle clearance margins relative to the flight procedure. The calculation formula is: Obstacle clearance margin (MOC) = Limiting height - Tower crane height; The height restriction calculation involves calculating the height restrictions for the conical surface, inner horizontal surface, approach surface, transition surface, miss approach surface, takeoff climb surface, and landing strips separately, as detailed below: Conical surface: Height limit = Distance from obstacle to inner horizontal plane boundary × 5% + Height of inner horizontal plane; Inner horizontal plane: Height limit = Average of the sum of the entrance elevations at both ends of the runway + Height of inner horizontal plane 45m. Approach surface: Obstacles in the first segment: Height limit = Distance of obstacle to the inside edge of the approach surface × 2% + Runway threshold elevation; Obstacles in the second segment: Height limit = (Distance of obstacle to the inside edge of the approach surface - 3000) × 2.5% + 3000 × 2% + Runway threshold elevation; Obstacles in the horizontal segment: Height limit = 3000 × 2% + 3600 × 2.5% + Runway threshold elevation. Transition surface: Limiting height = distance from obstacle to takeoff strip × 14.3% + runway elevation; Go-around surface: Limiting height = distance from obstacle to inner edge × 3.33% + runway elevation; Takeoff climb surface: Limiting height = length from obstacle to inner edge × 1.6% or 2% + runway end elevation; Takeoff strip: Limiting height = runway elevation. Key procedure assessments include ILS approach procedure assessment, conventional approach procedure assessment, and departure procedure assessment; ILS approach procedure assessment is used to check for tower crane intrusion into the OAS face; Traditional approach procedure evaluation verifies that the MOC of the final approach segment meets the 300m requirement; Departure procedure assessment involves analyzing the impact of the tower crane on the takeoff flight path areas TORA and TOR.

[0029] Furthermore, in order to conduct a more comprehensive assessment of the impact of tower cranes on flight procedures, the following risk assessment calculations are introduced based on the obstacle clearance margin calculation: Three-dimensional comprehensive risk coefficient:

[0030] in: The height limit of the protected surface (in meters) is calculated using formulas for protected surfaces such as conical surfaces, approach surfaces, and transition surfaces. : Height of the highest point of the tower crane (meters); Position penalty coefficient (m / m), set according to airport class and flight procedure type; Δx, Δy: Lateral and longitudinal offsets (meters) between the tower crane and the runway entrance.

[0031] Compliance risk assessment:

[0032] in: Minimum obstacle clearance margin (meters) required by regulations; : Vertical distance (meters) from the tower crane to the centerline of the flight path; : Half the width (meters) of the transverse protection zone of the flight track; α: Horizontal risk weighting coefficient (dimensionless), set according to the navigation accuracy level;

[0033] Dynamic safety margin index:

[0034] in: : The speed of the aircraft at the evaluation point (m / s); β: Velocity decay coefficient (s / m), reflecting the effect of increased velocity on the pilot's reaction margin; Calculation of the time-distance safety margin system:

[0035] in: Aircraft climb rate (m / s); : Climb angle (radians); The formula result represents the minimum time (s) required for the aircraft to clear the tower crane.

[0036] Finally, the composite risk score is calculated:

[0037] in: : Height exceeds the limit (meters); w1, w2, w3: Weighting coefficients (dimensionless), which can be set according to risk preference.

[0038] In addition, a navigation accuracy penalty factor also needs to be considered:

[0039] in: : Standard deviation of the lateral error of the current navigation system (meters); Reference accuracy value (meters); : Penalty ratio coefficient (dimensionless).

[0040] Next, calculate the cumulative exposure risk factor:

[0041] in: The probability that a tower crane will appear near its flight path during operation; The upgraded calculation results of the three-dimensional comprehensive risk coefficient in this scenario; N: Total number of flights or total number of operating scenarios.

[0042] Finally, the wind field influence correction factor is calculated:

[0043] in: Crosswind component velocity (m / s); : Maximum allowable crosswind component (m / s) for this model; Crosswind influence coefficient (dimensionless).

[0044] During the expansion of a terminal building at an international airport, it is necessary to assess the impact of a construction tower crane on the existing 18LILS approach procedure of the runway. The known data is as follows: Tower crane data: high =78m; The coordinate offsets relative to the runway entrance are: Δx = 120m, Δy = 1250m; Runway and protection surface parameters: Runway entrance elevation =8m; Type of protected surface: First section of the approach surface, slope 2%; Half-width of the transverse protection zone of the flight path =300m; Regulations require minimum obstacle clearance margin =75m; Aircraft performance parameters (A320 category): Approach speed =72m / s; Climb speed =15m / s; Climb angle γclimb=7 ; Navigation accuracy and meteorological data: Current navigation system lateral error =7m, reference accuracy =5m; crosswind component =8m, maximum permissible crosswind =15m / s; 1. Calculate the height limit ; Approach plane, first segment:

[0045] in =1250m =1250×0.02+8=33m; Three-dimensional comprehensive risk coefficient ;

[0046] Let the position penalty coefficient k = 0.01: =(33-78)-0.01×1256≈-45-12.56=-57.56m Conclusion: The result is negative, indicating that there are significant risks in both altitude and location.

[0047] Compliance risks : ΔH over =78-33=45m Assume α = 1.0, and D center =120m:

[0048] Dynamic safety margin index : Let β = 0.01:

[0049] The risk remains high even under dynamic conditions.

[0050] Time-distance safety margin factor

[0051] = (33-78) / (15) tan7∘)=-4515×0.1228≈-24.45s A negative result means that the aircraft needs additional altitude to safely pass the crane.

[0052] The final navigation accuracy penalty coefficient Pnav; Let λ = 0.5: Pnav = 1 + 0.5⋅7 / 5 = 1.7; Wind field influence correction factor

[0053] Let μ = 0.4: =1 + 0.4⋅815 ≈ 1.213 Composite Risk Score Let w1 = 0.5, w2 = 0.3, w3 = 0.2: =0.5 45 / 75 + 0.3 120 / 300+0.2 1 / |Tsafe|≈0.5 0.6 + 0.3 0.4 + 0.2 0.0409≈0.3+0.12+0.00818≈0.428 Cumulative exposure risk factors

[0054] Assuming 50 flights are affected per day, the construction period is 30 days, the average risk coefficient Krisk=1.0, and the exposure probability p=0.8:

[0055] Final judgment: Static risk ( , The threshold has been exceeded. Dynamic risk ( , A negative value indicates that there is a need to remove the obstacle immediately; Overall score The value was >0.4, and the cumulative exposure value was relatively high.

[0056] Therefore, the tower crane needs to be reduced in height to no more than 28m to meet safety requirements.

[0057] like Figure 2 As shown, a terminal tower crane construction impact assessment system for airport flight procedures includes an airport basic parameter collection module, an airspace protection range analysis module, an airport flight procedure impact assessment module, and an obstacle clearance inspection and analysis module. The airport basic parameter collection module includes acquiring tower crane foundation data, collecting runway physical characteristics, obstacle limiting surface parameters, and confirming the location relationship between the project and the airport; The airspace protection range analysis module includes the determination of the inner horizontal plane, the determination of the approach plane, the airspace protection range, and the obstacle restriction requirements; The airport flight procedure impact assessment module includes traditional departure / arrival procedures, ILS / DME approach procedures, PBN procedures, and other procedures. The obstacle clearance inspection and analysis module includes obstacle clearance margin calculation, limit height calculation, and key procedure evaluation.

[0058] Based on the above technical solution, obtaining tower crane foundation data involves obtaining the tower crane's number, coordinates, type of tower crane structure, height of tower crane structure, and construction unit information; Collect physical characteristics of the runway, including runway length, runway width, airport reference point coordinates, entrance elevation, airport elevation, magnetic difference, runway true orientation, and airport characteristics. Obstacle limiting surface parameters are obtained from airport airspace limiting surfaces, including cone surfaces, inner horizontal surfaces, approach surfaces, transition surfaces, go-around surfaces, takeoff climb surfaces, and landing strips; Confirm the location relationship between the project and the airport, draw a diagram showing the location relationship between the building tower crane and the existing airport runway, and calculate the lateral and longitudinal offsets of the tower crane coordinates relative to the runway entrance; The inner horizontal plane determination is made when the tower crane is located within a circle with a radius of 4000m centered at the center points of both ends of the runway, and its height exceeds the height of the inner horizontal plane; in this case, it is considered a breach. Approach face determination is performed when the tower crane is located within the approach face coverage area, and the height limit is calculated in segments. The airspace protection zone is the area outside the obstacle limitation surface. Any object that restricts or affects the flight operation of an aircraft within the area outside the obstacle limitation surface shall be considered an obstacle. Obstacle restriction requirements refer to the stricter control of obstacle heights when one end and both ends of a runway are used for both aircraft takeoff and landing. The traditional departure / arrival procedure involves drawing a relative position map of the tower crane and the departure / arrival route protection zone to determine the position between the tower crane and the protection zone; The ILS / DME approach procedure analyzes situations where tower cranes intrude into the baseline turning protection zone and calculates whether their height is below the limit surface height. The PBN program analyzes whether the tower crane is located within the critical point protection zone of the RNP program's FAF and MAPt, and calculates the safety margins in the lateral and vertical directions. Other procedures include checking the tower crane for the go-around segment according to the 75mMOC and assessing whether the tower crane is located in the hovering protection zone; Obstacle clearance margin calculation is performed on tower cranes located within a protected area, calculating their vertical and horizontal obstacle clearance margins relative to the flight program. The height restriction calculation involves calculating the height restrictions for the conical surface, inner horizontal surface, approach surface, transition surface, miss landing surface, takeoff climb surface, and landing strips separately. The key procedure assessment is to check the tower crane encroachment on the OAS surface and verify that the MOC of the final approach segment meets the 300m requirement.

[0059] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for assessing the impact of terminal building tower crane construction on airport flight procedures, characterized in that: Includes the following steps: Step 1: Collect basic parameter data for the airport; Step two: Conduct an effective analysis of the airspace protection zone; Step 3: Assess the impact on airport flight procedures; Step four: Perform obstacle clearance calculations and analysis; To provide a more comprehensive assessment of the impact of tower cranes on flight procedures, the following risk assessment calculations are introduced based on obstacle clearance calculations: Three-dimensional comprehensive risk coefficient: Compliance risk assessment: Dynamic safety margin index: in: : The speed of the aircraft at the evaluation point (m / s).

2. The method for assessing the impact of terminal building tower crane construction on airport flight procedures according to claim 1, characterized in that: Step one includes acquiring tower crane foundation data, collecting runway physical characteristics, obstacle limiting surface parameters, and confirming the relationship between the project and the airport location; Obtaining tower crane foundation data includes obtaining the tower crane's number, coordinates, type of tower crane structure, height of tower crane structure, and construction unit information; The physical characteristics of the runway to be collected include runway length, runway width, airport reference point coordinates, entrance elevation, airport elevation, magnetic difference, runway true orientation, and airport properties. Obstacle limiting surface parameters include cone surface, inner horizontal surface, approach surface, transition surface, go-around surface, takeoff climb surface, and landing strip; The project's location relative to the airport is confirmed by drawing a diagram showing the location relationship between the building's tower crane and the airport's existing runway, marking the distance and relative coordinates between the tower crane and the runway centerline and entrance, and calculating the lateral and longitudinal offsets of the tower crane's coordinates relative to the runway entrance to determine its absolute position in the airport coordinate system.

3. The method for assessing the impact of terminal building tower crane construction on airport flight procedures according to claim 2, characterized in that: The conical surface is a surface that slopes upward and outward from the periphery of the inner water surface; the inner horizontal surface is a surface in a horizontal plane above the airport and its surroundings; the approach surface is an inclined plane or a combination of several planes in front of the runway entrance; and the transition surface is a composite surface that slopes upward and outward along the edge of the takeoff and landing zone and part of the edge of the approach surface to the inner horizontal surface. The go-around surface is an inclined plane extending between the inner transition surfaces on both sides at a specified distance behind the runway threshold. The takeoff climb surface is an inclined plane at the runway end. The takeoff and landing strips are specific areas on both sides of the runway and stopway centerlines and their extensions in the flight area.

4. The method for assessing the impact of terminal building tower crane construction on airport flight procedures according to claim 1, characterized in that: In step two, regarding airport airspace and obstacle restrictions and removal, an obstacle restriction surface is specified to limit the height of obstacles in and around the airport. When determining the obstacle limiting surface, the relationship between the tower crane and the airport obstacle limiting surface is determined based on the tower crane coordinates, including the determination of the inner horizontal surface and the determination of the approach surface; The inner horizontal plane determination is made when the tower crane is located within a circle with a radius of 4000m centered at the center points of both ends of the runway, and its height exceeds the height of the inner horizontal plane; in this case, it is considered a breach. Approach face determination is performed when the tower crane is located within the approach face coverage area, and the height limit is calculated in segments. After determining the limiting surface of the obstacle, it is also necessary to screen the tower cranes that break through the limiting surface. The screening criterion is that the height of the tower crane is greater than the corresponding height of the limiting surface. Specifically, by comparing coordinates and calculating height, tower cranes that exceed the limit surface are identified, and the construction unit, tower crane type, and specific excess value of the tower cranes that exceed the limit surface are recorded.

5. The method for assessing the impact of terminal building tower crane construction on airport flight procedures according to claim 4, characterized in that: Step two, when analyzing the airspace protection range, also includes the airspace protection range and obstacle restriction requirements; The airspace protection zone is the area outside the obstacle limitation surface. Any object that restricts or affects the flight operation of an aircraft within the area outside the obstacle limitation surface shall be considered an obstacle. Obstacle restriction requirements refer to the stricter control of obstacle heights when one end and both ends of a runway are used for both aircraft takeoff and landing.

6. The method for assessing the impact of terminal building tower crane construction on airport flight procedures according to claim 1, characterized in that: Step three involves analyzing the affected tower cranes to determine their obstacle clearance impact on various flight procedures, including conventional departure / approach procedures, ILS / DME approach procedures, PBN procedures, and other procedures. Traditional departure / arrival procedures include positional analysis and obstacle clearance checks; Positional relationship analysis refers to drawing a relative position map of the tower crane and the departure / arrival route protection zone; Obstacle clearance inspection is used to determine the position of the tower crane relative to the protected area. If the tower crane is outside the protected area, it is determined that there is no impact. If the tower crane is inside the protected area, it is necessary to calculate the tower crane height to meet the minimum obstacle clearance height. ILS / DME approach procedures include initial approach protection zone assessment and final approach protection zone assessment. The final approach protection zone assessment includes OAS surface analysis, DH / MDA adjustment and GP inoperability procedure assessment. The initial approach protection zone assessment involves analyzing situations where tower cranes intrude into the baseline turning protection zone and calculating their height. OAS surface analysis refers to constructing the OAS surface based on the re-flight gradient to determine the height of the tower crane's penetration surface; DH / MDA adjustment refers to the need to recalculate the height when the tower crane causes the OAS surface to penetrate. The GP non-operation procedure assessment is based on checking the tower crane's compliance with obstacle clearance requirements for the go-around segment according to the 75m MOC.

7. The method for assessing the impact of terminal building tower crane construction on airport flight procedures according to claim 6, characterized in that: The PBN program analyzes whether the tower crane is located in the critical point protection zone of the RNP program's FAF and MAPt, and calculates the safety margins in the lateral and vertical directions. Other procedures include VOR / DME approach procedures, visual circling procedures, and VSS surface assessment; The VOR / DME approach procedure checks the impact of the tower crane on the go-around segment at a 75m MOC. The visual circling procedure assesses whether the tower crane is located in the circling protection zone, and calculates the obstacle clearance according to the C / D class machine standard; VSS surface assessment is for special surfaces of military airports, checking whether tower cranes meet the 1.88° slope limit.

8. The method for assessing the impact of terminal building tower crane construction on airport flight procedures according to claim 1, characterized in that: Step four, in the process of obstacle clearance inspection calculation and analysis, specifically includes obstacle clearance margin calculation, limit height calculation, and key procedure evaluation; The obstacle clearance margin calculation is performed on tower cranes located within the protected area, calculating their vertical and horizontal obstacle clearance margins relative to the flight procedure. The calculation formula is: Obstacle Clearance Margin (MOC) = Limit Height - Tower Crane Height; The height restriction calculation involves calculating the height restrictions for the conical surface, inner horizontal surface, approach surface, transition surface, go-around surface, takeoff climb surface, and landing strips separately, as detailed below: Conical surface: Height limit = Distance from obstacle to inner horizontal plane boundary × 5% + Height of inner horizontal plane; Inner horizontal plane: Height limit = Average of the sum of the entrance elevations at both ends of the runway + Height of inner horizontal plane 45m. Approach surface: Obstacles in the first segment: Height limit = Distance of obstacle to the inside edge of the approach surface × 2% + Runway threshold elevation; Obstacles in the second segment: Height limit = (Distance of obstacle to the inside edge of the approach surface - 3000) × 2.5% + 3000 × 2% + Runway threshold elevation; Obstacles in the horizontal segment: Height limit = 3000 × 2% + 3600 × 2.5% + Runway threshold elevation. Transition surface: Limiting height = distance from obstacle to takeoff strip × 14.3% + runway elevation; Go-around surface: Limiting height = distance from obstacle to inner edge × 3.33% + runway elevation; Takeoff climb surface: Limiting height = length from obstacle to inner edge × 1.6% or 2% + runway end elevation; Takeoff strip: Limiting height = runway elevation. The key procedure assessments include ILS approach procedure assessment, conventional approach procedure assessment, and departure procedure assessment. ILS approach procedure assessment is used to check for tower crane intrusion into the OAS face; Traditional approach procedure evaluation verifies that the MOC of the final approach segment meets the 300m requirement; Departure procedure assessment involves analyzing the impact of the tower crane on the takeoff flight path area.

9. A system for assessing the impact of terminal building tower crane construction on airport flight procedures, characterized in that: An assessment system for assessing the impact of terminal tower crane construction on airport flight procedures as described in any one of claims 1-8 includes an airport basic parameter collection module, an airspace protection range analysis module, an airport flight procedure impact assessment module, and an obstacle clearance inspection and analysis module. The airport basic parameter collection module includes acquiring tower crane foundation data, collecting runway physical characteristics, obstacle limiting surface parameters, and confirming the relationship between the project and the airport location; The airspace protection range analysis module includes internal horizontal plane determination, approach plane determination, airspace protection range, and obstacle restriction requirements; The airport flight procedure impact assessment module includes traditional departure / arrival procedures, ILS / DME approach procedures, PBN procedures, and other procedures. The obstacle clearance detection and analysis module includes obstacle clearance margin calculation, limit height calculation, and key procedure evaluation.

10. The terminal tower crane construction impact assessment system on airport flight procedures according to claim 9, characterized in that: The acquisition of tower crane foundation data includes obtaining the tower crane's number, coordinates, type of tower crane structure, height of tower crane structure, and construction unit information; Collect physical characteristics of the runway, including runway length, runway width, airport reference point coordinates, entrance elevation, airport elevation, magnetic difference, runway true orientation, and airport characteristics. Obstacle limiting surface parameters are obtained from airport airspace limiting surfaces, including cone surfaces, inner horizontal surfaces, approach surfaces, transition surfaces, go-around surfaces, takeoff climb surfaces, and landing strips; Confirm the location relationship between the project and the airport, draw a diagram showing the location relationship between the building tower crane and the existing airport runway, and calculate the lateral and longitudinal offsets of the tower crane coordinates relative to the runway entrance; The inner horizontal plane determination is made when the tower crane is located within a circle with a radius of 4000m centered at the center points of both ends of the runway, and its height exceeds the height of the inner horizontal plane; in this case, it is considered a breach. Approach face determination is performed when the tower crane is located within the approach face coverage area, and the height limit is calculated in segments. The airspace protection zone is the area outside the obstacle limitation surface. Any object that restricts or affects the flight operation of an aircraft within the area outside the obstacle limitation surface shall be considered an obstacle. Obstacle restriction requirements refer to the stricter control of obstacle heights when one end and both ends of a runway are used for both aircraft takeoff and landing. The traditional departure / arrival procedure involves drawing a relative position map of the tower crane and the departure / arrival route protection zone to determine the position between the tower crane and the protection zone; The ILS / DME approach procedure analyzes cases where tower cranes intrude into the baseline turning protection zone and calculates cases where their height is below the limit surface height. The PBN program analyzes whether the tower crane is located within the critical point protection zone of the RNP program's FAF and MAPt, and calculates the safety margins in the lateral and vertical directions. Other procedures include checking the tower crane against the go-around segment according to the 75m MOC and assessing whether the tower crane is located in the hovering protection zone; The obstacle clearance margin calculation is performed on tower cranes located within the protected area, calculating their vertical and horizontal obstacle clearance margins relative to the flight program. The height restriction calculation involves calculating the height restrictions for the conical surface, inner horizontal surface, approach surface, transition surface, miss landing surface, takeoff climb surface, and landing strips separately. The key procedure assessment is to check the tower crane encroachment on the OAS surface and verify that the MOC of the final approach segment meets the 300m requirement.

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