Airport photovoltaic design method and system based on airport three-dimensional clearance restrictions

Abstract

This invention discloses an airport photovoltaic design method and system based on three-dimensional airspace constraints, which relates to the field of airport photovoltaic engineering technology. S1: Collect legal airspace control data of the target airport, site topography data, flight parameters, and regional annual meteorological and solar radiation data. Based on the collected multi-source data, construct a three-dimensional airspace constraint surface model of the airport, fully integrating four types of core airspace constraint boundaries within the airport: horizontal plane, conical surface, approach surface, and takeoff / climb surface, achieving a three-dimensional quantitative definition of the airspace constraint range. This airport photovoltaic design method and system based on three-dimensional airspace constraints is the first to deeply couple the airport's three-dimensional airspace constraint surface with photovoltaic design, abandoning the traditional two-dimensional uniform height restriction model. It constructs a full-space quantitative model based on the four types of core airspace constraint surfaces, representing a novel technical solution not disclosed in existing technologies, with significant design characteristics specific to airport scenarios.

Description

Technical Field

[0001] This invention relates to the field of airport photovoltaic engineering technology, specifically to an airport photovoltaic design method and system based on three-dimensional airspace constraints. Background Technology

[0002] Airports have large areas of usable land, such as the terminal roof, unused land around the apron, and green belts on both sides of the taxiway, which are excellent carriers for developing distributed photovoltaics. However, airport areas are subject to strict airspace control, and conventional ground-based or building-integrated photovoltaic design methods cannot be directly applied.

[0003] Existing technologies mostly adopt a crude two-dimensional planar height restriction management mode, simply setting a uniform height limit without constructing a refined constraint model based on the three-dimensional slope and spatial boundaries of various airspace restriction surfaces such as airport approach surfaces and cone surfaces. This easily leads to safety hazards such as local areas exceeding the height limit for photovoltaic facilities, glare affecting pilots' vision, and interference with aviation electromagnetic signals. At the same time, existing designs fail to achieve coordinated optimization of airspace constraints and photovoltaic parameters. Either photovoltaic parameters are over-compressed, resulting in low installed capacity and power generation efficiency, or the hard requirements of airspace are ignored, leading to safety violations. Furthermore, existing technologies lack a standardized three-dimensional airspace coupling design logic, making it impossible to balance aviation safety and photovoltaic energy utilization efficiency. The overall technical solution has obvious defects and is difficult to meet the compliance and practicality requirements of large-scale airport photovoltaic construction. Summary of the Invention

[0004] (a) Technical problems to be solved

[0005] To address the shortcomings of existing technologies, this invention provides an airport photovoltaic design method and system based on three-dimensional airspace constraints, solving the problems mentioned in the background section.

[0006] (II) Technical Solution

[0007] To achieve the above objectives, the present invention provides the following technical solution: an airport photovoltaic design method based on three-dimensional airspace constraints, specifically comprising the following steps:

[0008] S1: Collect legal airspace control data of the target airport, site topography data, flight parameters and regional annual meteorological and light data. Based on the collected multi-source data, construct a three-dimensional airspace restriction surface model of the airport, and fully integrate the four core airspace constraint boundaries of the airport: horizontal plane, conical plane, approach plane and take-off and climb plane, to achieve three-dimensional quantitative definition of the airspace restriction range.

[0009] S2: Based on the constructed three-dimensional airspace restriction surface model, the entire airport site is divided into photovoltaic deployment areas, and the no-deployment areas, flight take-off and landing sensitive areas and electromagnetic interference core areas are automatically eliminated. The three-dimensional spatial coordinates and corresponding point height thresholds of the remaining deployment areas are extracted.

[0010] S3: Establish a correlation and matching model between the clearance constraint and the photovoltaic deployment parameters. Based on the height threshold of each point, strictly limit the core parameters of the photovoltaic array deployment height, tilt angle and array spacing to ensure that the elevation of the top surface of all photovoltaic facilities does not exceed the three-dimensional clearance limit surface of the corresponding point.

[0011] S4: Simultaneously construct a glare suppression verification model and an aviation electromagnetic compatibility verification model, and optimize the surface reflectivity of photovoltaic modules and the overall layout orientation parameters by combining the sunlight angle during key flight periods.

[0012] S5: Iterative calculations are performed using a multi-objective collaborative optimization algorithm, with airspace compliance, aviation safety, and photovoltaic power generation efficiency as optimization objectives, to output the optimal photovoltaic array deployment scheme and complete the overall design of the airport photovoltaic system.

[0013] Preferably, the airport's three-dimensional airspace restriction surface model is constructed using a three-dimensional spatial function formula, specifically: Z(x,y)=Z0+f 净空 (x,y)+f 地形 (x,y);

[0014] Where Z(x,y) represents the clearance height limit at any point in the airport site, Z0 represents the elevation of the airport reference point, and f 净空 (x,y) is a function of the clearance limit surface height, the value of which is determined by the slope and horizontal distance of the boundary for various clearance zones. 地形 (x,y) is the site topographic elevation correction function, used to eliminate the influence of the original topographic undulations on the clearance height.

[0015] Preferably, the maximum allowable height of the photovoltaic array is determined based on a three-dimensional clearance constraint surface model, specifically using the following formula: H 光伏max (x,y)=Z(x,y)-H 安全冗余 ;

[0016] Among them, H 光伏max (x,y) represents the maximum allowable height of the photovoltaic array at any deployable location, H. 安全冗余 To ensure aviation safety redundancy, the value range is set to 0.3m-1.2m, reserving a safe buffer distance to avoid interference between photovoltaic facilities and the airspace restriction surface.

[0017] Preferably, when dividing the photovoltaic deployment area, a spatial coordinate rasterization method is adopted to divide the entire airport site into several standard raster units, determine the positional relationship between each raster unit and the three-dimensional airspace constraint boundary, mark the raster units exceeding the limit as prohibited units, and filter the raster units to form a set of deployment areas.

[0018] Preferably, in the glare suppression verification model, the surface reflectivity of the photovoltaic module is limited to no more than 15%, and the tilt angle of the photovoltaic array is adjusted for the solar incidence angle during the core period of flight take-off and landing to prevent reflected light from directly entering the pilot's field of vision.

[0019] Preferably, the multi-objective collaborative optimization algorithm constructs a weighted objective function, specifically expressed as maxF = ω1·P 发电 +ω2·S 合规 -ω3·C 成本 ;

[0020] Among them, P 发电 To estimate the power generation of the photovoltaic system, S 合规 C is the airspace compliance determination coefficient. 成本 The cost of photovoltaic system construction and operation and maintenance is ω1, ω2, and ω3, which are the corresponding weight coefficients and satisfy ω1+ω2+ω3=1.

[0021] Preferably, the iteration termination condition of the multi-objective collaborative optimization algorithm is set as follows: the power generation fluctuation value of the calculation results of three consecutive iterations is less than 2%, and the airspace compliance judgment coefficient is 1, that is, all deployment points meet the airspace constraint requirements.

[0022] Preferably, the electromagnetic compatibility verification model must meet the electromagnetic interference threshold requirements of airport aviation navigation and communication equipment, and the straight-line distance between the photovoltaic array deployment location and the airport navigation station, localizer, and glide slope station shall not be less than the statutory safety distance.

[0023] Preferably, the method further includes a three-dimensional simulation closed-loop verification step: the final optimized photovoltaic deployment scheme is imported into the airport's three-dimensional airspace simulation platform to simulate the flight trajectory and changes in sunlight angle at different times of the year, and to comprehensively verify the airspace compliance, glare interference and electromagnetic compatibility safety. Parameters that do not meet the constraints are iteratively corrected in reverse until all indicators meet aviation safety and design requirements.

[0024] This invention also discloses an airport photovoltaic design system based on three-dimensional airspace constraints, comprising:

[0025] Data acquisition module: Collects legal airspace control data of the target airport, site topography data, flight parameters and regional annual meteorological and light data. Based on the collected multi-source data, it constructs a three-dimensional airspace restriction surface model of the airport, and fully integrates the four core airspace constraint boundaries of the airport: horizontal plane, conical plane, approach plane and take-off and climb plane, to achieve three-dimensional quantitative definition of the airspace restriction range.

[0026] Model building module: Based on the constructed three-dimensional airspace restriction surface model, the entire airport site is divided into photovoltaic deployment areas, automatically eliminating no-deployment areas, flight take-off and landing sensitive areas and electromagnetic interference core areas, and extracting the three-dimensional spatial coordinates and corresponding point height thresholds of the remaining deployment areas.

[0027] The correlation matching module establishes a correlation matching model between the clearance constraints and the photovoltaic deployment parameters. Based on the height threshold of each point, it strictly limits the core parameters of the photovoltaic array, such as the deployment height, tilt angle, and array spacing, to ensure that the elevation of the top surface of all photovoltaic facilities does not exceed the three-dimensional clearance limit surface of the corresponding point.

[0028] Optimization Parameter Module: Simultaneously construct glare suppression verification model and aviation electromagnetic compatibility verification model, and optimize the surface reflectivity and overall orientation parameters of photovoltaic modules by combining the sunlight angle during key flight periods;

[0029] Solution output module: Iterative calculation is performed using a multi-objective collaborative optimization algorithm. With airspace compliance, aviation safety, and photovoltaic power generation efficiency as optimization objectives, the optimal photovoltaic array deployment scheme is output to complete the overall design of the airport photovoltaic system.

[0030] (III) Beneficial Effects

[0031] This invention provides a method and system for airport photovoltaic design based on three-dimensional airspace constraints. Compared with existing technologies, it has the following advantages:

[0032] 1. This invention is the first to deeply couple the three-dimensional airspace constraint surface of an airport with photovoltaic design, abandoning the traditional extensive mode of two-dimensional uniform height limit. It constructs a full-space quantitative model based on four types of core airspace constraint surfaces, which is a brand-new technical solution that has not been disclosed in the prior art. It has obvious exclusive design characteristics for airport scenarios.

[0033] 2. This invention breaks through the conventional design thinking of those skilled in the art. Through multi-source data fusion modeling, partition parameter limitation, multi-objective optimization and closed-loop simulation verification, it achieves triple synergistic optimization of airspace compliance, aviation safety and power generation efficiency. It solves the long-standing technical problem in the industry that it is difficult to balance safety and efficiency in airport photovoltaic design. It has outstanding substantive features and significant progress.

[0034] 3. This invention fully complies with the statutory airspace control regulations for airports, is compatible with the airspace conditions of various civil airports, has a standardized design process, and can be directly implemented. It not only eliminates safety issues such as exceeding airspace limits, glare interference, and electromagnetic interference, but also effectively increases the area and capacity of photovoltaic installations, thus possessing extremely strong engineering application value. Attached Figure Description

[0035] Figure 1 This is a flowchart illustrating an airport photovoltaic design method based on three-dimensional airspace constraints, as shown in an embodiment of this application.

[0036] Figure 2 This is a block diagram of an airport photovoltaic design system based on three-dimensional airspace restrictions, as shown in an embodiment of this application. Detailed Implementation

[0037] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0038] Please see Figures 1-2 The present invention provides a technical solution:

[0039] An airport photovoltaic design method based on three-dimensional airspace constraints, specifically including the following steps:

[0040] S1: Collect legal airspace control data of the target airport, site topography data, flight parameters and regional annual meteorological and light data. Based on the collected multi-source data, construct a three-dimensional airspace restriction surface model of the airport, and fully integrate the four core airspace constraint boundaries of the airport: horizontal plane, conical plane, approach plane and take-off and climb plane, to achieve three-dimensional quantitative definition of the airspace restriction range.

[0041] S2: Based on the constructed three-dimensional airspace restriction surface model, the entire airport site is divided into photovoltaic deployment areas, and the no-deployment areas, flight take-off and landing sensitive areas and electromagnetic interference core areas are automatically eliminated. The three-dimensional spatial coordinates and corresponding point height thresholds of the remaining deployment areas are extracted.

[0042] S3: Establish a correlation and matching model between the clearance constraint and the photovoltaic deployment parameters. Based on the height threshold of each point, strictly limit the core parameters of the photovoltaic array deployment height, tilt angle and array spacing to ensure that the elevation of the top surface of all photovoltaic facilities does not exceed the three-dimensional clearance limit surface of the corresponding point.

[0043] S4: Simultaneously construct a glare suppression verification model and an aviation electromagnetic compatibility verification model, and optimize the surface reflectivity of photovoltaic modules and the overall layout orientation parameters by combining the sunlight angle during key flight periods.

[0044] S5: Iterative calculations are performed using a multi-objective collaborative optimization algorithm, with airspace compliance, aviation safety, and photovoltaic power generation efficiency as optimization objectives, to output the optimal photovoltaic array deployment scheme and complete the overall design of the airport photovoltaic system.

[0045] In this invention, the three-dimensional airspace constraint surface model of the airport is constructed using a three-dimensional spatial function formula, specifically: Z(x,y)=Z0+f 净空 (x,y)+f 地形 (x,y);

[0046] Where Z(x,y) represents the clearance height limit at any point in the airport site, Z0 represents the elevation of the airport reference point, and f 净空 (x,y) is a function of the clearance limit surface height, the value of which is determined by the slope and horizontal distance of the boundary for various clearance zones. 地形 (x,y) is the site topographic elevation correction function, used to eliminate the influence of the original topographic undulations on the clearance height.

[0047] In this invention, the maximum allowable height of the photovoltaic array is determined based on a three-dimensional clearance constraint surface model, specifically defined by the formula: H 光伏max (x,y)=Z(x,y)-H 安全冗余 ;

[0048] Among them, H 光伏max (x,y) represents the maximum allowable height of the photovoltaic array at any deployable location, H. 安全冗余 To ensure aviation safety redundancy, the value range is set to 0.3m-1.2m, reserving a safe buffer distance to avoid interference between photovoltaic facilities and the airspace restriction surface.

[0049] In this invention, when dividing the photovoltaic deployment area, a spatial coordinate gridding method is adopted to divide the entire airport site into several standard grid units. The positional relationship between each grid unit and the three-dimensional airspace constraint boundary is determined one by one. Exceeding grid units are marked as prohibited units, and grid units are selected to form a set of deployment areas.

[0050] In this invention, the glare suppression verification model limits the surface reflectivity of the photovoltaic module to no more than 15%, and adjusts the tilt angle of the photovoltaic array for the solar incidence angle during the core period of flight take-off and landing to prevent reflected light from directly entering the pilot's field of vision.

[0051] In this invention, a multi-objective collaborative optimization algorithm constructs a weighted objective function, specifically expressed as maxF = ω1·P 发电+ω2·S 合规 -ω3·C 成本 ;

[0052] Among them, P 发电 To estimate the power generation of the photovoltaic system, S 合规 C is the airspace compliance determination coefficient. 成本 The cost of photovoltaic system construction and operation and maintenance is ω1, ω2, and ω3, which are the corresponding weight coefficients and satisfy ω1+ω2+ω3=1.

[0053] In this invention, the iteration termination condition of the multi-objective collaborative optimization algorithm is set as follows: the power generation fluctuation value of the calculation results of three consecutive iterations is less than 2%, and the airspace compliance judgment coefficient is 1, that is, all deployment points meet the airspace constraint requirements.

[0054] In this invention, the electromagnetic compatibility verification model must meet the electromagnetic interference threshold requirements of airport aviation navigation and communication equipment, and the straight-line distance between the photovoltaic array deployment location and the airport navigation station, localizer, and glide slope station shall not be less than the statutory safety distance.

[0055] This invention also includes a three-dimensional simulation closed-loop verification step: the final optimized photovoltaic deployment scheme is imported into the airport's three-dimensional airspace simulation platform to simulate the flight trajectory and changes in sunlight angle at different times of the year, and to verify the airspace compliance, glare interference and electromagnetic compatibility safety in all aspects. Parameters that do not meet the constraints are iteratively corrected in reverse until all indicators meet aviation safety and design requirements.

[0056] This invention also discloses an airport photovoltaic design system based on three-dimensional airspace constraints, comprising:

[0057] Data acquisition module: Collects legal airspace control data of the target airport, site topography data, flight parameters and regional annual meteorological and light data. Based on the collected multi-source data, it constructs a three-dimensional airspace restriction surface model of the airport, and fully integrates the four core airspace constraint boundaries of the airport: horizontal plane, conical plane, approach plane and take-off and climb plane, to achieve three-dimensional quantitative definition of the airspace restriction range.

[0058] Model building module: Based on the constructed three-dimensional airspace restriction surface model, the entire airport site is divided into photovoltaic deployment areas, automatically eliminating no-deployment areas, flight take-off and landing sensitive areas and electromagnetic interference core areas, and extracting the three-dimensional spatial coordinates and corresponding point height thresholds of the remaining deployment areas.

[0059] The correlation matching module establishes a correlation matching model between the clearance constraints and the photovoltaic deployment parameters. Based on the height threshold of each point, it strictly limits the core parameters of the photovoltaic array, such as the deployment height, tilt angle, and array spacing, to ensure that the elevation of the top surface of all photovoltaic facilities does not exceed the three-dimensional clearance limit surface of the corresponding point.

[0060] Optimization Parameter Module: Simultaneously construct glare suppression verification model and aviation electromagnetic compatibility verification model, and optimize the surface reflectivity and overall orientation parameters of photovoltaic modules by combining the sunlight angle during key flight periods;

[0061] Solution output module: Iterative calculation is performed using a multi-objective collaborative optimization algorithm. With airspace compliance, aviation safety, and photovoltaic power generation efficiency as optimization objectives, the optimal photovoltaic array deployment scheme is output to complete the overall design of the airport photovoltaic system.

[0062] Example 1: Comprehensive Photovoltaic Design for Domestic Trunk Airports (Comprehensive Scenario)

[0063] This embodiment focuses on a provincial capital-level trunk civil airport. The airport's benchmark elevation Z0 = 28.6m, covering three types of usable sites: the terminal roof, the vacant land north of the apron, and the green space next to the taxiway. The specific implementation steps are as follows: Step 1: Collect the airport's legally approved airspace control data, 1:500 topographic mapping data for the entire airport, flight takeoff and landing main route parameters, and hourly meteorological and illumination data for the region over the past 10 years. Based on the formula, construct a three-dimensional airspace constraint surface model Z(x,y) = Z0 + f 净空 (x,y)+f 地形 (x,y) completely defines four types of constraint boundaries: the inner horizontal plane, the conical plane, the approach plane, and the takeoff and climb plane, completing the three-dimensional quantification of the overall site clearance height; Step 2: Using a gridded division method, the site is divided into 2m×2m standard grids, and the maximum allowable height H of the photovoltaic array is calculated according to the formula. 光伏max (x,y)=Z(x,y)-H 安全冗余 Set aviation safety redundancy altitude H 安全冗余 =0.5m, automatically eliminating sensitive areas near the approach surface and electromagnetic exclusion zones around the navigation station, screening out a total grid area of ​​approximately 120,000㎡ that can be deployed; Step 3: Establish an airspace-photovoltaic parameter correlation model, combined with the height threshold of deployable points, limiting the array tilt angle to 22°-28° and the array spacing to 4.2m-4.8m, constructing a glare suppression model, setting the component surface reflectivity to ≤12%, avoiding glare interference during early morning flight take-off and landing; Step 4: Based on the multi-objective optimization function, set the weight coefficient ω1=0.5, ω2=0.4, ω3=0.1, the deployment density and parameters are optimized through iterative calculation. The iteration termination condition is set as the power generation fluctuation of three consecutive generations <2% and the airspace compliance coefficient is 1. Step 5: The optimized scheme is imported into the three-dimensional airspace simulation platform to simulate the flight trajectory and light changes throughout the year. The closed-loop verification shows no airspace exceedance, no glare interference, and electromagnetic compatibility compliance. The final designed installed capacity is 12.8MW, which is 22% higher than the traditional two-dimensional height restriction design, and the annual power generation is about 13.5 million kWh.

[0064] Example 2: Photovoltaic Design for the Roof of a Regional Airport Terminal (Roof Scenario)

[0065] This embodiment focuses on a branch airport in a prefecture-level city, utilizing only the roof of the terminal building to deploy a photovoltaic system. The roof is a flat concrete structure, adjacent to the horizontally constrained area within the airport, with no large outdoor open space. The specific implementation steps are as follows: Step 1: Collect airport airspace control data, terminal building reference elevation, roof topographic relief data, and regional illumination parameters to construct a three-dimensional airspace constraint surface model, focusing on controlling the internal horizontal height constraint. The airspace constraint height for the roof area is uniformly set at 32.2m; Step 2: Based on the formula, set a safety redundancy height of 0.3m, calculate the maximum allowable height of the roof photovoltaic array to be 3.4m, and exclude areas such as roof exhaust vents, maintenance passages, and areas around aviation obstruction lights that are prohibited from deployment, effectively limiting the roof area to the required height. The area is 8600㎡; Step 3: Simplify the photovoltaic parameter design, fix the array tilt angle at 24° (adapting to the optimal sunlight angle at the local latitude), the array spacing is 3.8m, and strictly control the component support height to ≤3.1m to ensure that the top surface of all photovoltaic facilities on the roof does not exceed the airspace limit; Step 4: Construct a glare and electromagnetic compatibility verification model, limit the component reflectivity to ≤10%, shield the photovoltaic cables to avoid interfering with the airport tower communication signals, and use a multi-objective optimization algorithm to optimize the layout and maximize the roof utilization rate; Step 5: After the three-dimensional simulation verification is qualified, the final designed installed capacity is 0.92MW, with an annual power generation of approximately 950,000 kWh, meeting the dual requirements of airport airspace and aviation safety throughout the process, with no safety hazards.

[0066] Furthermore, any content not described in detail in this specification is existing technology known to those skilled in the art.

[0067] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0068] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

[0069] Corresponding to the aforementioned application function implementation method embodiments, this application also provides an electronic device and corresponding embodiments.

[0070] Electronic device 1000 includes memory 1010 and processor 1020.

[0071] The processor 1020 can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0072] Memory 1010 may include various types of storage units, such as system memory, read-only memory (ROM), and permanent storage devices. ROM may store static data or instructions required by the processor 1020 or other modules of the computer. Permanent storage devices may be read-write storage devices. Permanent storage devices may be non-volatile storage devices that retain stored instructions and data even when the computer is powered off. In some embodiments, permanent storage devices use mass storage devices (e.g., magnetic or optical disks, flash memory) as permanent storage devices. In other embodiments, permanent storage devices may be removable storage devices (e.g., floppy disks, optical drives). System memory may be a read-write storage device or a volatile read-write storage device, such as dynamic random access memory. System memory may store some or all of the instructions and data required by the processor during operation. Furthermore, memory 1010 may include any combination of computer-readable storage media, including various types of semiconductor memory chips (DRAM, SRAM, SDRAM, flash memory, programmable read-only memory), and disks and / or optical disks may also be used. In some implementations, memory 1010 may include a removable storage device that is readable and / or writable, such as a laser disc (CD), a read-only digital multifunction optical disc (e.g., DVD-ROM, dual-layer DVD-ROM), a read-only Blu-ray disc, an ultra-high density optical disc, a flash memory card (e.g., SD card, minSD card, Micro-SD card, etc.), a magnetic floppy disk, etc. Computer-readable storage media do not contain carrier waves or transient electronic signals transmitted wirelessly or via wired connections.

[0073] The memory 1010 stores executable code, which, when processed by the processor 1020, can cause the processor 1020 to execute part or all of the methods described above.

[0074] The solution of this application has been described in detail above with reference to the accompanying drawings. In the above embodiments, the descriptions of each embodiment have different emphases; for parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments. Those skilled in the art should also understand that the actions and modules involved in the specification are not necessarily essential to this application. Furthermore, it is understood that the steps in the method of this application's embodiments can be adjusted, combined, and deleted according to actual needs, and the modules in the device of this application's embodiments can be combined, divided, and deleted according to actual needs.

[0075] Furthermore, the method according to this application can also be implemented as a computer program or computer program product, which includes computer program code instructions for performing some or all of the steps in the method described above.

[0076] Alternatively, this application may be implemented as a non-transitory machine-readable storage medium (or computer-readable storage medium, or machine-readable storage medium) storing executable code (or computer program, or computer instruction code) thereon, which, when executed by a processor of an electronic device (or electronic device, server, etc.), causes the processor to perform part or all of the steps of the methods described above according to this application.

[0077] Those skilled in the art will also understand that the various exemplary logic blocks, modules, circuits, and algorithm steps described in connection with the present application can be implemented as electronic hardware, computer software, or a combination of both.

[0078] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems and methods according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0079] The various embodiments of this application have been described above. These descriptions are exemplary and not exhaustive, nor are they limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or improvement of the technology in the market, or to enable others skilled in the art to understand the embodiments disclosed herein.

Claims

1. A photovoltaic design method for airports based on three-dimensional airspace constraints, characterized in that, Specifically, the following steps are included: S1: Collect legal airspace control data of the target airport, site topography data, flight parameters and regional annual meteorological and light data. Based on the collected multi-source data, construct a three-dimensional airspace restriction surface model of the airport, and fully integrate the four core airspace constraint boundaries of the airport: horizontal plane, conical plane, approach plane and take-off and climb plane, to achieve three-dimensional quantitative definition of the airspace restriction range. S2: Based on the constructed three-dimensional airspace restriction surface model, the entire airport site is divided into photovoltaic deployment areas, and the no-deployment areas, flight take-off and landing sensitive areas and electromagnetic interference core areas are automatically eliminated. The three-dimensional spatial coordinates and corresponding point height thresholds of the remaining deployment areas are extracted. S3: Establish a correlation and matching model between the clearance constraint and the photovoltaic deployment parameters. Based on the height threshold of each point, strictly limit the core parameters of the photovoltaic array deployment height, tilt angle and array spacing to ensure that the elevation of the top surface of all photovoltaic facilities does not exceed the three-dimensional clearance limit surface of the corresponding point. S4: Simultaneously construct a glare suppression verification model and an aviation electromagnetic compatibility verification model, and optimize the surface reflectivity of photovoltaic modules and the overall layout orientation parameters by combining the sunlight angle during key flight periods. S5: Iterative calculations are performed using a multi-objective collaborative optimization algorithm, with airspace compliance, aviation safety, and photovoltaic power generation efficiency as optimization objectives, to output the optimal photovoltaic array deployment scheme and complete the overall design of the airport photovoltaic system.

2. The airport photovoltaic design method based on three-dimensional airspace constraints according to claim 1, characterized in that: The airport's three-dimensional airspace constraint surface model is constructed using a three-dimensional spatial function formula, specifically: Z(x,y)=Z0+f 净空 (x,y)+f 地形 (x,y); Where Z(x,y) represents the clearance height limit at any point in the airport site, Z0 represents the elevation of the airport reference point, and f 净空 (x,y) is a function of the clearance limit surface height, the value of which is determined by the slope and horizontal distance of the boundary for various clearance zones. 地形 (x,y) is the site topographic elevation correction function, used to eliminate the influence of the original topographic undulations on the clearance height.

3. The airport photovoltaic design method based on three-dimensional airspace constraints according to claim 2, characterized in that: The maximum allowable height of the photovoltaic array is determined based on a three-dimensional clearance constraint surface model, with the specific formula being: H 光伏max (x,y)=Z(x,y)-H 安全冗余 ; Among them, H 光伏max (x,y) represents the maximum allowable height of the photovoltaic array at any deployable location, H. 安全冗余 To ensure aviation safety redundancy, the value range is set to 0.3m-1.2m, reserving a safe buffer distance to avoid interference between photovoltaic facilities and the airspace restriction surface.

4. The airport photovoltaic design method based on three-dimensional airspace constraints according to claim 1, characterized in that: When dividing the area where photovoltaics can be deployed, a spatial coordinate gridding method is adopted to divide the entire airport area into several standard grid units. The positional relationship between each grid unit and the three-dimensional airspace constraint boundary is determined one by one. Grids that exceed the limit are marked as prohibited units. Grids that are combined are selected to form a set of deployable areas.

5. The airport photovoltaic design method based on three-dimensional airspace constraints according to claim 1, characterized in that: In the glare suppression verification model, the surface reflectivity of the photovoltaic module is limited to no more than 15%, and the tilt angle of the photovoltaic array is adjusted for the solar incidence angle during the core period of flight take-off and landing to prevent reflected light from directly entering the pilot's field of vision.

6. The airport photovoltaic design method based on three-dimensional airspace constraints according to claim 1, characterized in that: The multi-objective collaborative optimization algorithm constructs a weighted objective function, specifically expressed as maxF = ω1·P 发电 +ω2·S 合规 -ω3·C 成本 ; Among them, P 发电 To estimate the power generation of a photovoltaic system, S 合规 C is the net airspace compliance judgment coefficient. 成本 The cost of photovoltaic system construction and operation and maintenance is ω1, ω2, and ω3, which are the corresponding weight coefficients and satisfy ω1+ω2+ω3=1.

7. The airport photovoltaic design method based on three-dimensional airspace constraints according to claim 6, characterized in that: The iteration termination condition of the multi-objective collaborative optimization algorithm is set as follows: the power generation fluctuation value of the calculation results of three consecutive iterations is less than 2%, and the airspace compliance judgment coefficient is 1, that is, all deployment points meet the airspace constraint requirements.

8. The airport photovoltaic design method based on three-dimensional airspace constraints according to claim 1, characterized in that: The electromagnetic compatibility verification model must meet the electromagnetic interference threshold requirements of airport aviation navigation and communication equipment, and the straight-line distance between the photovoltaic array deployment location and the airport navigation station, localizer, and glide slope station shall not be less than the statutory safety distance.

9. The airport photovoltaic design method based on three-dimensional airspace constraints according to claim 1, characterized in that: It also includes a three-dimensional simulation closed-loop verification step: the final optimized photovoltaic deployment scheme is imported into the airport's three-dimensional airspace simulation platform to simulate the flight trajectory and changes in sunlight angle at different times of the year, and to verify the airspace compliance, glare interference and electromagnetic compatibility safety in all aspects. Parameters that do not meet the constraints are iteratively corrected in reverse until all indicators meet aviation safety and design requirements.

10. An airport photovoltaic design system based on three-dimensional airspace constraints, characterized in that: include: Data acquisition module: Collects legal airspace control data of the target airport, site topography data, flight parameters and regional annual meteorological and light data. Based on the collected multi-source data, it constructs a three-dimensional airspace restriction surface model of the airport, and fully integrates the four core airspace constraint boundaries of the airport: horizontal plane, conical plane, approach plane and take-off and climb plane, to achieve three-dimensional quantitative definition of the airspace restriction range. Model building module: Based on the constructed three-dimensional airspace restriction surface model, the entire airport site is divided into photovoltaic deployment areas, automatically eliminating no-deployment areas, flight take-off and landing sensitive areas and electromagnetic interference core areas, and extracting the three-dimensional spatial coordinates and corresponding point height thresholds of the remaining deployment areas. The correlation matching module establishes a correlation matching model between the clearance constraints and the photovoltaic deployment parameters. Based on the height threshold of each point, it strictly limits the core parameters of the photovoltaic array, such as the deployment height, tilt angle, and array spacing, to ensure that the elevation of the top surface of all photovoltaic facilities does not exceed the three-dimensional clearance limit surface of the corresponding point. Optimization Parameter Module: Simultaneously construct glare suppression verification model and aviation electromagnetic compatibility verification model, and optimize the surface reflectivity and overall orientation parameters of photovoltaic modules by combining the sunlight angle during key flight periods; Solution output module: Iterative calculation is performed using a multi-objective collaborative optimization algorithm. With airspace compliance, aviation safety, and photovoltaic power generation efficiency as optimization objectives, the optimal photovoltaic array deployment scheme is output to complete the overall design of the airport photovoltaic system.

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