An airport multi-source glare operation safety assessment method

Abstract

The application discloses an airport multi-source glare operation safety evaluation method, and belongs to the technical field of civil aviation airport operation safety. The method comprises the following steps: S1. Collecting full-factor standardized data; S2. Modeling multi-source composite glare radiation transmission; S3. Calculating reflection superposition to generate equivalent total irradiance of observation points; S4. Carrying out scenario-based risk evaluation to determine the glare influence level; and S5. If the glare influence level does not meet preset safety requirements, generating an optimization scheme for adjusting the related parameters of the glare source and / or scene object, and triggering the reflection superposition calculation step to recalculate until the safety requirements are met. The method has multi-type glare source adaptation capability, full-period and full-scenario evaluation capability, multi-source glare coupling quantification capability and full-life-cycle closed-loop control capability, and solves the technical problems that the prior art cannot realize precise evaluation and closed-loop control of airport full-scenario, full-factor and full-period glare risks.

Description

Technical Field

[0001] This invention belongs to the field of civil aviation airport operation safety technology, and in particular relates to a method for assessing the operational safety of multi-source glare at airports. Background Technology

[0002] As the civil aviation industry continues to strengthen its control over operational energy consumption and carbon emissions, the construction of zero-carbon airports has become a core direction for high-quality airport development. Within the airport area and surrounding airspace, the large-scale application of facilities such as distributed photovoltaics and glass curtain walls, coupled with various glare generated by airport navigation lights, ground vehicles, and taxiing aircraft, can easily interfere with pilots' visual judgment during approach, landing, and takeoff rolls. It can also affect air traffic controllers' surface monitoring and command decisions, potentially leading to flight safety hazards in extreme cases. Current civil aviation industry regulations clearly require that all new glare-related light source projects at and around airports undergo glare safety impact assessments. Therefore, constructing a precise glare assessment and control technology system that adapts to airport operating scenarios and covers all dimensions of operating conditions is a key support for ensuring the safe and stable operation of airports.

[0003] Currently, the mainstream airport glare assessment technology in the industry is centered on a numerical simulation scheme of static solar glare from fixed photovoltaic panels. This technology primarily serves the preliminary compliance assessment of new photovoltaic projects at airports. Its basic principle is: by calculating the sun's trajectory throughout the year, an ideal specular reflection model is established based on the law of light reflection to accurately calculate the propagation path of the reflected light beam from the photovoltaic panel and assess the glare intensity generated at key observation points such as pilots and control towers. Finally, the calculation results are compared with general safety thresholds to determine the glare risk level. To improve calculation accuracy, this technology has also optimized key parameters such as atmospheric attenuation and panel material reflectivity. In addition to the aforementioned mainstream technology, existing assessment schemes also include the following auxiliary assessment methods for specific sub-scenarios, such as on-site measured image analysis methods for glare verification of existing facilities, airport scenario application schemes for civil building glare assessment methods, and specialized analysis techniques specifically targeting direct glare from navigation lights.

[0004] However, while existing technologies have solved the problem of assessing single types of glare in specific scenarios, they are insufficient to meet the safety requirements of airports operating day and night in all scenarios, and mainly suffer from the following core defects: 1. The assessment dimensions are too narrow, resulting in severely insufficient coverage. Mainstream solutions focus only on static glare from fixed photovoltaic panels, failing to cover glare from navigation lights, glare reflected from fixed obstacles, and transient glare from moving objects. They also cannot meet the assessment needs of critical operating periods such as nighttime, dusk, and dawn, leading to numerous missed safety risks. The root cause lies in the fact that the underlying architecture of existing technologies is designed only for single static scenarios involving fixed photovoltaic panels and sunlight. From data acquisition and model building to the assessment process, no interfaces have been reserved for adapting to multiple light sources and various types of glare sources, resulting in a severe disconnect from the actual needs of airports operating in all times and scenarios.

[0005] 2. The assessment logic is not well-matched with airport operational safety requirements. Mainstream solutions can only achieve steady-state offline assessments, failing to quantify the transient glare intensity, duration, and impact range of dynamic glare sources, making them unsuitable for dynamic airport operational scenarios. Furthermore, mainstream solutions all use the sun as a single light source for independent assessment, lacking a quantitative model for the coupling and superposition effects of multi-source glare. This easily leads to misjudgments where a single light source meets the assessment criteria, but multiple reflected light sources combined result in severe exceedances. In addition, existing methods often adopt visual comfort standards for civil buildings or general human eye glare thresholds, failing to set differentiated risk level thresholds for different civil aviation operational scenarios. This results in over-control in low-risk scenarios and insufficient control in high-risk scenarios, failing to meet the rigid requirements of civil aviation safety management.

[0006] 3. Lack of full-cycle management capabilities and significant limitations in application scenarios. Mainstream solutions can only achieve a single compliance assessment in the early stages of a project, failing to establish a dynamic parameter update and risk warning mechanism throughout the entire lifecycle. This makes them unable to adapt to risk management needs arising from changes in the surrounding environment and also fails to meet the full-process traceability requirements of civil aviation safety supervision. Furthermore, auxiliary technologies such as on-site measurements and the application of methods from civil construction projects either cannot cover risk scenarios throughout the year and at all times, or their assessment logic is disconnected from the core objectives of airport flight safety, and therefore cannot serve as reliable core evidence for airport project compliance assessments.

[0007] In summary, existing technologies cannot achieve accurate assessment and closed-loop management of glare risks across all scenarios, elements, and time periods at airports. There is an urgent need to develop a new glare assessment and management method adapted to the operational characteristics of civil aviation airports. This method would address the problems of existing technologies, such as limited assessment dimensions, incomplete scenario coverage, low matching degree between assessment logic and civil aviation safety requirements, inability to quantify dynamic glare and multi-source coupling risks, lack of a full-cycle risk management mechanism, and susceptibility to missed or misjudged glare risks. Consequently, these technologies fail to meet the high standards of safe operation and compliance requirements of civil aviation airports. Summary of the Invention

[0008] The purpose of this invention is to provide a method for assessing the operational safety of multi-source glare at airports. This method has the ability to adapt to multiple types of glare sources, assess all time periods and scenarios, quantify multi-source glare coupling, and manage closed-loop control throughout the entire life cycle. It solves the technical problem that existing technologies cannot achieve accurate assessment and closed-loop control of glare risks in all scenarios, all elements, and all time periods at airports.

[0009] To achieve the above objectives, the technical solution adopted by the present invention is as follows: This invention discloses a method for assessing the operational safety of multi-source glare at airports, comprising the following steps: S1. Data Acquisition and Standardization Steps: Acquire and standardize multi-source basic data within the assessment area. The multi-source basic data shall include at least: airport operation data, static and dynamic glare source data, light source and environmental data, and assessment benchmark data. S2. Composite Incidence Modeling: Based on multi-source basic data, a multi-source composite glare radiation transmission model is constructed. The incident irradiance of light sources with different characteristics is calculated separately, and after atmospheric transmission correction, they are superimposed to obtain the total composite incident irradiance. S3. Reflection superposition calculation: Based on the total incident irradiance, combined with the surface material reflection characteristics and dynamic pose information of the scene object, the reflected irradiance after reflection by at least one glare source is calculated, and the coupling superposition effect of multiple glare sources is quantified to generate the equivalent total irradiance of the observation point. S4. Scenario-based risk assessment steps: Based on the equivalent total irradiance of the observation point, call the glare impact judgment threshold corresponding to the safety risk level of the current operating scenario in the assessment benchmark data, compare the equivalent total irradiance of the observation point with the judgment threshold, and determine the glare impact level; S5. Closed-loop management and iterative steps: When the glare impact level does not meet the preset safety requirements, an optimization scheme is generated to adjust the relevant parameters of the glare source or scene object, and the reflection superposition calculation step is triggered to recalculate until the safety requirements are met.

[0010] In this invention, step S1 is the input benchmark layer of the entire evaluation method. It solves the core problems of existing technologies, such as single input dimension, incomplete evaluation scenarios, and large calculation errors, by standardizing the multi-source basic data in the evaluation area. It provides a unified, complete, and accurate benchmark data source for subsequent optical radiation modeling, optical propagation path analysis, and risk assessment, ensuring the consistency of the calculation caliber throughout the entire process.

[0011] In some embodiments of the present invention, in step S1, spatial coordinate unification and format standardization cleaning are performed on multi-source basic data to ensure data consistency. Airport operation data should include at least the airport's latitude and longitude, altitude, runway parameters, arrival and departure tracks, tower location and altitude, tower controller's visual control area, tower controller's operating mode, runway visual range, and flight and surface operation plans. The static and dynamic glare source data should include at least the position, size, installation tilt and azimuth angle, and surface material of the fixed obstacle as a fixed glare source, and the size, surface material, motion trajectory range, and attitude parameters of the dynamic moving object as a dynamic glare source. The light source and environmental data should include at least the location, nominal luminous intensity, beam angle, and emission spectrum of the lighting system, as well as real-time or historical meteorological data and geographical environmental parameters of the airport. The assessment benchmark data should include at least the operational scenario classification and basic human visual threshold parameters as specified in civil aviation industry standards.

[0012] Step S2 of this invention constitutes the core modeling layer of the entire evaluation method. Its core calculation logic lies in constructing a quantitative model of dual-source radiation transmission of sunlight and navigation lights that is adapted to the airport's day and night schedule. It combines astronomical parameters and atmospheric environmental parameters to complete the correction of light source radiation and unit standardization conversion, and obtains the total irradiance of dual-source composite incident radiation.

[0013] In some embodiments of the present invention, in step S2, the light sources with different characteristics include sunlight and navigation lights as point light sources; For sunlight, based on solar position parameters and an atmospheric mass model, the irradiance of direct and diffuse radiation after atmospheric attenuation is calculated. For point light sources used in navigation aids, the conversion from photometric units to radiometric units is performed, and their irradiance after atmospheric attenuation is calculated. The combined incident total irradiance is obtained by linearly superimposing the irradiance of the two sources; the formula for calculating the combined incident total irradiance is as follows: (101) In formula (101), E total The total incident irradiance of the glare source surface is expressed in W / cm². This refers to the direct solar irradiance in the normal direction, with a standard value of 0.1 W / cm². 2 ; This is the visibility correction factor; Transmittance of direct radiation, without units; The angle of incidence between sunlight and the normal to the surface of the glare source is expressed in degrees. Transmittance of scattered radiation, dimensionless. The tilt angle of the glare source surface is expressed in degrees, where 0° is horizontal and 90° is vertical. Let be the irradiance of the i-th navigation light on the surface of the glare source; n represents the total number of effective navigation lights; The applicable conditions for different time periods are as follows: Nighttime: Solar irradiance is 0; Daytime no-light scenario: Navigation lights are set to 0, only solar irradiance is calculated; Dusk / Dawn scenario: Sun and lights act simultaneously, all items are calculated according to the complete formula.

[0014] In this invention, step S3 is the core quantitative calculation layer of the entire evaluation method. Its core calculation logic is: based on the principle of spatial geometric optics, to achieve accurate quantification of the reflected light energy of all types of glare light sources, such as fixed obstacles and dynamically moving objects.

[0015] In some embodiments of the present invention, step S3 specifically includes: S31. Calculate the angle of incidence of the incident ray relative to the normal to the surface of the glare source; S32. For dynamic glare sources in scene objects, based on their motion trajectory range and attitude parameters, superimpose a real-time attitude correction incident angle; S33. Calculate the actual reflectivity based on the surface material type of the glare source; the material type should be distinguished at least as specular reflective material and diffuse reflective material; S34. Based on the actual reflectivity, calculate the reflected irradiance produced by the corresponding glare source at the observation point; S35. Using an energy linear superposition model, the coupling and superposition effect of multi-source glare at the observation point is quantified to obtain the equivalent total irradiance at that observation point.

[0016] In some embodiments of the present invention, in S32, the method for real-time correction of dynamic glare light source is as follows: For dynamic objects such as work vehicles and taxiing aircraft, an additional real-time attitude correction item is added. Corrected real-time incident angle : (102) In formula (102), The corrected angle of incidence is expressed in degrees. The angle of incidence is expressed in degrees (°). The attitude correction angle for dynamic objects, in degrees, is calculated from the real-time pitch, roll, and yaw angles of the dynamic object and updated according to a preset time step to achieve continuous calculation of transient dynamic glare.

[0017] In some embodiments of the present invention, in S33, the specular reflective material includes glass and metal, and the diffuse reflective material includes concrete and asphalt.

[0018] In some embodiments of the present invention, in S34, when the glare source is a specular reflection, the irradiance at the observation point is... The calculation formula is: (103) In formula (103), The irradiance of the reflected light from a single specular glare source at the observation point is expressed in W / cm². ρ is the surface reflectivity of the glare source; E total The total incident irradiance on the surface of the glare source is expressed in W / cm². The effective radius of the glare source is expressed in meters. x The straight-line distance between the observation point and the glare source is expressed in meters. The angle of reflection is expressed in rad. e is a constant; The near-surface atmospheric extinction coefficient is expressed in meters. 1 ; When the glare source is diffuse reflection, the irradiance at the observation point The calculation formula is: (104) In formula (104), The irradiance of the reflected light from a single diffuse glare source at the observation point is expressed in W / cm². ρ is the surface reflectivity of the glare source; E total The total incident irradiance on the surface of the glare source is expressed in W / cm². S represents the effective reflective surface area, in square meters; The angle between the observation point and the normal to the surface of the glare source is expressed in degrees. x The straight-line distance between the observation point and the glare source is expressed in meters. e is a constant; The near-surface atmospheric extinction coefficient is expressed in meters. 1 ; In this invention, step S4 is the risk assessment layer of the entire assessment method. Its core calculation logic is as follows: calculate the radiation illuminance received by the human retina based on reflected light energy data, dynamically correct the general glare threshold in combination with the differentiated operational risk scenarios of civil aviation, and complete the airport glare risk classification by comparing the measured calculated value with the scenario-based safety limit; thus solving the problem of mismatch between the general threshold of the existing technology and the high-risk scenarios of airports, and the over-control of low-risk scenarios.

[0019] In some embodiments of the present invention, the scenario-based risk assessment step specifically includes: Calculation of retinal irradiance of the human eye based on the equivalent total irradiance at the observation point ; Based on the risk level of the airport operation scenario, the corresponding threshold correction coefficient is dynamically retrieved. Differential glare impact thresholds were obtained; risk levels were classified as follows: High-risk scenarios include final approach, takeoff roll, or low-visibility operations. =0.3; Medium-risk scenarios include surface taxiing or peak tower monitoring, corresponding to =0.6; Low-risk scenarios are during patrol or idle ground periods, corresponding to =1.0; Slightly affected maximum permissible retinal illuminance E after scene-based correction L The calculation formula is as follows: (105) Context-corrected maximum permissible retinal illuminance E under severe impact H The calculation formula is as follows: (106) In formulas (105) and (106), ω spot The angle of glare spot is expressed in rad. Risk level determination rules: when ≤ No impact; meets airport operational safety requirements. when < < Moderate impact, requiring optimized control measures; when ≥ The impact is severe and does not meet the airport's operational safety requirements.

[0020] The evaluation results are transmitted to step S5.

[0021] In this invention, in step S5, the evaluation results are compared with the scenario-based safety thresholds to complete the risk compliance determination, and a control optimization plan is generated for the scenarios exceeding the standard, forming a closed loop of calculation, evaluation, and optimization.

[0022] In some embodiments of the present invention, the optimized solution generated in the closed-loop control and iteration steps includes at least one of the following: Adjust the installation position, tilt angle, or azimuth angle of the glare source; Replace the glare source or the surface material of surrounding objects to reduce reflectivity; Adjust the output parameters of the navigation lights; Optimize the operation path planning for dynamic objects.

[0023] In some embodiments of the present invention, the airport multi-source glare operation safety assessment method also includes a full life cycle management step, setting up a dynamic review mechanism that is periodic or event-triggered; when any parameter in the multi-source basic data changes, the glare assessment is automatically triggered, and a full-process traceability file that meets the requirements of civil aviation supervision is generated.

[0024] Compared with the prior art, the present invention has the following beneficial effects: This invention addresses the shortcomings of existing airport glare assessment technologies, such as narrow coverage, poor adaptability to dynamic scenarios, distortion in multi-source coupling assessments, and lack of periodic control capabilities. It constructs a set of airport multi-source glare operation safety assessment methods adapted to all scenarios of civil aviation airports. It breaks through the limitation of existing technologies that can only assess fixed photovoltaic panels illuminated by the sun, and achieves full coverage assessment of multiple types of light sources such as sunlight, navigation lights, and high-mast lights. Furthermore, it introduces an obstacle interference correction mechanism for the light propagation path and a real-time attitude correction model for dynamically operating machinery, which can accurately quantify the impact of real-time transient glare. Thus, it effectively solves the industry problems of incomplete assessment scope and inability to adapt to dynamic scenarios in existing technologies.

[0025] Based on this, the present invention establishes a multi-source glare coupling and superposition model, which significantly reduces the deviation between the assessment results and the actual operating conditions of the airport, and significantly improves the authenticity and reliability of glare prediction under complex lighting environments. Simultaneously, it sets differentiated graded safety thresholds for different civil aviation operating scenarios, overcoming the shortcomings of mismatch between general thresholds and airport safety management requirements, and providing more targeted risk assessment criteria for various operating conditions. The present invention can support dynamic assessment and data traceability throughout the entire lifecycle, from early project approval to routine monitoring during operation, meeting the technical requirements of civil aviation airports for safe operation and regulatory compliance, and achieving a unified balance between assessment accuracy, engineering practicality, and regulatory adaptability. Attached Figure Description

[0026] Appendix Figure 1 This is a flowchart of the airport multi-source glare operation safety assessment method of the present invention; Appendix Figure 2 This is a diagram illustrating the influence of retinal irradiance on the opposing angle based on a threshold correction coefficient in an airport operation scenario according to an embodiment of the present invention. Appendix Figure 3 This is a diagram showing the assessment results of the glare risk level of human retinal radiation irradiance in an embodiment of the present invention. Detailed Implementation

[0027] This invention addresses the core shortcomings of existing airport glare assessment technologies, such as incomplete coverage, focus only on static photovoltaic panels, insufficient analytical accuracy, and lack of full-cycle management. It constructs a comprehensive assessment and management system for airport multi-source glare across all scenarios and time periods, encompassing both static and dynamic aspects, based on the core logic of full-element data collection, multi-source radiation modeling, static and dynamic reflection calculation, scenario-based hierarchical assessment, closed-loop optimization, and full-cycle management. The following provides a detailed description of the airport multi-source glare operational safety assessment method of this invention.

[0028] The airport multi-source glare operation safety assessment method disclosed in this invention includes the following steps: S1. Data Acquisition and Standardization Procedures Acquire multi-source basic data within the assessment area, and clean it by unifying spatial coordinates and standardizing format to ensure data consistency; the multi-source basic data includes at least: airport operation data, static and dynamic glare source data, light source and environment data, and assessment benchmark data; The airport operation data includes at least the airport's latitude and longitude, altitude, runway parameters, arrival and departure tracks, tower location and altitude, tower controller's visual control area, tower controller's operating mode, runway visual range, and flight and surface operation plans. The static and dynamic glare source data includes at least the position, size, installation tilt angle and azimuth angle, and surface material of the fixed obstacle as a fixed glare source, and the size, surface material, motion trajectory range and attitude parameters of the dynamic moving object as a dynamic glare source. The light source and environmental data include at least the location, nominal luminous intensity, beam angle, and emission spectrum of the lighting system, as well as real-time or historical meteorological data and geographical environmental parameters of the airport. The assessment benchmark data includes at least the operational scenario classification and basic human visual threshold parameters as specified in civil aviation industry standards.

[0029] S2. Composite Incident Modeling Steps S21. Based on parameters such as airport day number, latitude and longitude, and real-time Beijing time, the core parameters of the sun's position are iteratively solved using civil aviation astronomical formulas, providing accurate spatial basis for subsequent radiation geometry calculations.

[0030] The formula for calculating the solar declination angle δ is as follows: (1) In formula (1), δ is the solar declination angle, in °; n is the day number in a year (1 for January 1, 365 for December 31 in a common year).

[0031] jet lag The calculation formula is as follows: (2) In formula (2), B is the solar angle, and its calculation formula is as follows: (3) In formula (3), n is the day number in a year.

[0032] By combining Beijing time, longitude deviation, and time difference, the true solar time can be calculated. The calculation formula is as follows: (4) In formula (4), True solar time is expressed in hours; t is Beijing time, expressed in hours. Minutes need to be converted to decimals of hours, such as 18:49, which is 18.817. The longitude and longitude of the airport location are in degrees east of east. Due to time difference.

[0033] The iterative formula for calculating the solar hour angle ω is as follows: (5) In formula (5), ω is the solar hour angle, in degrees. True solar time, measured in hours.

[0034] The formula for calculating the solar altitude angle h is as follows: (6) In formula (6), The solar altitude angle is the angle between the sun's rays and the horizontal plane, measured in degrees (°). δ represents the latitude of the airport location in °; δ represents the solar declination angle in °; and ω represents the solar hour angle in °.

[0035] Solar zenith angle The calculation formula is as follows: (7) In formula (7), The solar zenith angle is the angle between the sun's rays and the zenith direction, measured in degrees (°). The solar altitude angle is the angle between the sun's rays and the horizontal plane, measured in degrees (°).

[0036] Sun azimuth Unified definition: True north is 0°, and clockwise rotation is positive, which perfectly matches the subsequent azimuth angle definition of the glare source panel. (8) (9) (10) In formula (8), This is the solar azimuth angle, in degrees.

[0037] In formula (9), δ is the solar declination angle, in °; ω is the solar hour angle, in °; This is the solar altitude angle, expressed in degrees (°).

[0038] In formula (10), h is the solar altitude angle, in degrees. δ represents the latitude of the airport's location in North latitude, in °; δ represents the solar declination angle, in °.

[0039] S22. Based on the solar elevation angle, the basic atmospheric mass at sea level is calculated, and the air pressure is corrected by combining the airport altitude. Then, the correction parameters for different climate types are matched, and the direct and diffuse solar radiation transmittance is calculated step by step to avoid the negative value defects of traditional models.

[0040] The airport altitude atmospheric pressure correction factor (International Standard Atmospheric ISA model) is calculated using the following formula: (11) In formula (11), The altitude of the airport location is in meters. This is the ratio of atmospheric pressure at the airport location to standard sea-level atmospheric pressure; it has no unit.

[0041] Formula for calculating the basic atmospheric mass m(h) at sea level: (12) In formula (12), The value represents the basic atmospheric mass at sea level, without units; h represents the solar altitude angle, in degrees. Airport actual air quality after altitude correction Calculation formula: (13) In formula (13), The atmospheric mass is the corrected atmospheric mass for the airport location, without units. When h ≤ 0°, the atmospheric mass is meaningless, and the solar irradiance is taken as 0. m(h) is calculated according to formula (12). Calculate according to formula (11).

[0042] Based on the calculation results of formula (13), calculate the atmospheric transparency coefficient of direct radiation: (14) In formula (14), Transmittance of direct radiation, without units; It is a natural constant; , k is a climate correction factor, which is related to altitude and needs to be corrected for different climate conditions; The atmospheric mass is expressed and calculated according to formula (13); , The formulas for calculating k are as follows: (15) (16) (17) In formula (15) ~ formula (17), The altitude of the airport location is in meters; the climate correction factor is uniformly set as follows: Desert climate: =1.0, =1.0, =0.98; Tropical climate: =0.95, =0.98, =1.02; Clear mid-latitude: =1.03, =1.01, =1.00; Fog in mid-latitudes: =0.88, =0.92, =1.00.

[0043] In addition to direct radiation, solar radiation also includes diffuse radiation from the sky. The empirical formula for calculating the transmittance of diffuse radiation is as follows: (18) In formula (18), Transmittance of scattered radiation, without units; To constrain non-negativity, avoid physically meaningless negative results in high clear sky transmittance scenarios; The direct radiation transmittance is dimensionless and is calculated according to formula (14).

[0044] S23. Combining the airport's measured RVR and meteorological visibility, a day and night light correction coefficient is introduced to achieve dynamic real-world correction of atmospheric transmission characteristics, adapting to complex meteorological conditions.

[0045] Day and night light correction factor The calculation formula is as follows: (19) In formula (19), The measured runway visual range, expressed in meters, is the actual distance measured in airport meteorological reports. The unit is the meteorological visibility measured simultaneously at the airport, expressed in meters.

[0046] Y is the visibility correction factor, which is determined according to the following rules: (1) High-intensity approach lights / runway lights: Y=1.5 during the day and Y=2.0 at night; (2) Other types of runway lighting: Y=1.0 during the day and Y=1.5 at night; (3) Runway without lights: Y=1.0 during the day, not applicable to nighttime conditions.

[0047] S24. Navigation Light Irradiance Calculation: Realize the conversion of navigation light intensity to radiation intensity, and calculate the irradiance of a single navigation light on the surface of the glare source by combining transmission distance, incident angle, and atmospheric transmission conditions, adapting to all-day operation scenarios.

[0048] Visible light radiation intensity of navigation lights The calculation formula is as follows: (20) In formula (20), Visible light radiation intensity, measured in W / sr; The nominal luminous intensity of navigation lights is expressed in cd; K. m The maximum luminous efficacy is set at 683 lm / W.

[0049] Navigational lighting path transmittance The calculation formula is as follows: (twenty one) In formula (21), For the path transmittance of navigation lights No unit; is the day and night light correction coefficient, calculated according to formula (19); e is a constant, and Y is the visibility correction coefficient, which is determined according to the provisions of formula (19); The measured runway visual range, in meters, is the distance between the navigation lights and the glare source as reported in the airport meteorological report; L is the straight-line distance between the navigation lights and the glare source, in meters.

[0050] Irradiance of a single navigation aid light source surface The calculation formula is as follows: (twenty two) In formula (22), Irradiance of a single navigation aid light on the surface of the glare source, expressed in W / cm². The visible light radiation intensity of navigation lights, measured in units of ; The angle between the incident angle of the navigation light and the normal to the surface of the glare source is expressed in degrees (°); L is the straight-line distance between the navigation light and the glare source, expressed in meters (m). Transmittance of navigation lights along their path, no unit; S25. Total Incident Irradiance Calculation: Integrating the meteorologically corrected direct and diffuse solar radiation components with the composite irradiance components of multiple navigation lights, the total incident irradiance of the glare source surface is calculated iteratively. .

[0051] (twenty three) In formula (23), E total The total incident irradiance of the glare source surface is expressed in W / cm². This refers to the direct solar irradiance in the normal direction, with a standard value of 0.1 W / cm². 2 ; This is the visibility correction factor; Transmittance of direct radiation, without units; The angle of incidence between sunlight and the normal to the surface of the glare source is expressed in degrees. Transmittance of scattered radiation, dimensionless. The tilt angle of the glare source surface is expressed in degrees, where 0° is horizontal and 90° is vertical. Let be the irradiance of the i-th navigation light on the surface of the glare source; n represents the total number of effective navigation lights; The applicable conditions for different time periods are as follows: Nighttime: Solar irradiance is 0; Daytime no-light scenario: Navigation lights are set to 0, only solar irradiance is calculated; Dusk / Dawn scenario: Sun and lights act simultaneously, all items are calculated according to the complete formula.

[0052] S3. Steps for calculating reflection superposition Based on the composite incident total irradiance, combined with the surface material reflection characteristics and dynamic pose information of the scene object, the reflected irradiance after reflection by at least one glare source is calculated, and the coupling and superposition effect of multiple glare sources is quantified to generate the equivalent total irradiance at the observation point; the specific steps are as follows: S31. Calculate the angle of incidence θ of the incident ray relative to the normal of the glare source surface. The calculation formula is as follows: (twenty four) In formula (24), The angle between the incident ray and the normal to the surface of the glare source is expressed in degrees. The zenith angle of the incident light source is expressed in degrees (°). The mounting angle of the glare source surface is expressed in degrees (°). The azimuth angle of the incident light source is expressed in degrees; true north is defined as 0°, and clockwise is positive. The azimuth angle of the reflective surface element of the glare source is expressed in degrees; with true north as 0° and clockwise as positive. When the incident light source is the sun , ,at this time, That is, the angle of incidence between sunlight and the normal to the surface of the glare source: (25) When the incident light source is a navigation light, it is calculated based on its spatial position.

[0053] S32. Dynamic Glare Source Attitude Correction Incident Angle: For dynamic glare sources such as work vehicles and taxiing aircraft, a real-time attitude correction angle is introduced to correct the static incident angle, enabling transient calculation of dynamic glare. Corrected real-time incident angle: (26) In formula (26), The incident angle is corrected in real time for dynamic glare light sources, in degrees; The static incident angle obtained by solving for S31, in degrees; The dynamic carrier attitude correction angle is expressed in degrees. It is calculated by coupling the carrier's real-time pitch angle, roll angle, and heading angle, and iteratively updated according to a fixed preset time step to realize the continuous time-series calculation of transient dynamic glare.

[0054] S33. Calculate the actual reflectivity based on the surface material type. Based on optical properties, the surface materials of glare sources are classified into specular reflective materials and diffuse reflective materials; specular reflective materials include glass and metal; diffuse reflective materials include concrete and asphalt. The surface reflectivity of different materials is calculated using a piecewise function corresponding to the incident angle. .

[0055] For smooth glass without an anti-reflective coating, the reflectivity is... The calculation formula is: (27) For smooth glass covered with an anti-reflective coating, reflectivity The calculation formula is: (28) For lightly textured glass without an anti-reflective coating, the reflectivity is... The calculation formula is: (29) For lightly textured glass with an anti-reflective coating, the reflectivity is... The calculation formula is: (30) For metallic materials, the reflectivity is calculated using a piecewise function for smooth aluminum alloy roofs. The calculation formula is: (31) For concrete materials, the reflectivity is calculated using a piecewise function of ordinary matte concrete. The calculation formula is: (32) For asphalt materials, the reflectivity is calculated using a piecewise function for matte asphalt pavements or roofs. The calculation formula is: (33) In formula (27) ~ formula (33), The reflectivity of the corresponding material is unitless. The angle of incidence between the incident ray and the normal to the glare source is expressed in degrees. S34. Based on the actual reflectivity, calculate the reflected irradiance generated by the corresponding glare source at the observation point; When the glare source is a specular reflection, the irradiance at the observation point The calculation formula is: (34) In formula (34), The irradiance of the reflected light from a single specular glare source at the observation point is expressed in W / cm². ρ is the surface reflectivity of the glare source; E total The total incident irradiance on the surface of the glare source is expressed in W / cm². The effective radius of the glare source is expressed in meters. x The straight-line distance between the observation point and the glare source is expressed in meters. The angle of reflection is expressed in rad. e is a constant; The near-surface atmospheric extinction coefficient is expressed in meters. 1 ; When the glare source is diffuse reflection, the irradiance at the observation point The calculation formula is: (35) In formula (35), The irradiance of the reflected light from a single diffuse glare source at the observation point is expressed in W / cm². ρ is the surface reflectivity of the glare source; E total The total incident irradiance on the surface of the glare source is expressed in W / cm². S represents the effective reflective surface area, in square meters; The angle between the observation point and the normal to the surface of the glare source is expressed in degrees. x The straight-line distance between the observation point and the glare source is expressed in meters. e is a constant; The near-surface atmospheric extinction coefficient is expressed in meters. 1 ; When the incident light source is the sun, the formula for calculating the angle β of the reflected ray is: (36) In formula (36), The apparent angle of the sun is 0.0094 rad. The slope error of the glare source surface is taken as follows: fixed values ​​are taken for different materials, 0.00655 rad for smooth glass without anti-reflective coating, 0.00875 rad for slightly textured glass, 0.0052 rad for smooth metal, and 0.0174 rad for concrete / asphalt. When the incident light source is navigational aid lighting, the reflection angle β is calculated based on the actual size of the light source: (37) In formula (37), The angle of reflection of the navigation lights, expressed in rad. The equivalent diameter of the luminous surface of the navigation lights is expressed in meters. The straight-line distance between navigation lights and glare sources, in meters; The equivalent radius R of the glare source pv The calculation formula is as follows: (38) In formula (38), The effective radius of the glare source is expressed in meters. The effective reflective surface area of ​​the glare source is expressed in square meters. The formula for calculating the near-surface atmospheric extinction coefficient σ is as follows: (39) In formula (39), The measured runway visual range (DVR) is used in airport meteorological reports, expressed in meters; Y is the visibility correction factor, which is determined according to the following rules: When the runway lighting system is a high-intensity approach light or runway light: use 1.5 during the day and 2.0 at night; When the runway lighting system is other types of lighting: use 1.0 during the day and 1.5 at night; When the runway is unlit: Use 1.0 during the day, but not at night.

[0056] S35. Multi-source glare coupling superposition and equivalent total irradiance: Weak reflection sources with negligible contributions are eliminated; under the premise of no obstruction and no shadow interference, the reflected irradiance of all effective glare sources is accumulated to obtain the equivalent total irradiance at the observation point. : (40) In formula (40), The total irradiance after the superposition of multi-source glare is expressed in W / cm². denoted as irradiance reflected by the j-th glare source at the observation point, in W / cm²; m represents the total number of effective glare sources acting simultaneously.

[0057] S4. Scenario-based risk assessment steps: Based on the equivalent total irradiance of the observation point, the glare impact judgment threshold corresponding to the safety risk level of the current operating scenario in the assessment benchmark data is called, and the equivalent total irradiance of the observation point is compared with the judgment threshold to determine the glare impact level; specifically as follows: S41. Calculation of retinal irradiance in the human eye based on equivalent total irradiance ; (41) In formula (41), The irradiance of the human retina is expressed in W / cm². The diameter of the human eye pupil is taken as 0.002m for photopic vision, 0.007m for scotopic vision, and 0.004m for intermediate vision. The retinal propagation coefficient for the human eye is typically set at 0.5. The focal length of the human eye is typically taken as 0.017m. The glare spot angle is expressed in rad, and its calculation formula is: (42) In formula (42), β is the angle of reflection, in degrees (º). ρ represents the total irradiance after the superposition of multiple glare sources, in W / cm²; ρ is the surface reflectivity of the glare source, which has no unit. This refers to the direct solar irradiance in the normal direction, with a standard value of 0.1 W / cm². 2 ; S42. Dynamically retrieve the corresponding threshold correction coefficient based on the risk level of the airport operation scenario. Differential glare impact thresholds were obtained; risk levels were classified as follows: High-risk scenarios include final approach, takeoff roll, or low-visibility operations. =0.3; Medium-risk scenarios include surface taxiing or peak tower monitoring, corresponding to =0.6; Low-risk scenarios are during patrol or idle ground periods, corresponding to =1.0; Slightly affected maximum permissible retinal illuminance E after scene-based correction L The calculation formula is as follows: (43) Context-corrected maximum permissible retinal illuminance E under severe impact H The calculation formula is as follows: (44) In formulas (43) and (44), The glare spot angle is expressed in rad. This is the threshold correction coefficient; Risk level determination rules: when ≤ No impact; meets airport operational safety requirements. when < < Moderate impact, requiring optimized control measures; when ≥ The impact is severe and does not meet the airport's operational safety requirements.

[0058] The evaluation results are transmitted to step S5.

[0059] S5. Closed-loop management and iterative steps: When the glare impact level does not meet the preset safety requirements, an optimization scheme is generated to adjust the parameters of the glare source and / or scene objects, and the reflection superposition calculation step is triggered to recalculate until the safety requirements are met. The generated optimization scheme includes at least one of the following: Adjust the installation position, tilt angle, or azimuth angle of the glare source; Replace the glare source or the surface material of surrounding objects to reduce reflectivity; Adjust the output parameters of the navigation lights; Optimize the operation path planning for dynamic objects.

[0060] S6. Full lifecycle management steps.

[0061] A dynamic review mechanism is set up that is periodically or triggered by events; when any parameter in the multi-source basic data changes, a glare assessment is automatically triggered, and a full-process traceability file that meets civil aviation regulatory requirements is generated.

[0062] Example This embodiment uses an airport as an example to specifically illustrate the method of the present invention, and its process is shown in the attached figure. Figure 1 As shown, the specific steps are as follows: S1. Data Acquisition and Standardization Steps: Acquire and standardize multi-source basic data within the assessment area. Through integration with airport air traffic control systems, meteorological systems, airspace management systems, project design documents, and on-site data collection, obtain four core data categories: Airport operational data: airport latitude and longitude, altitude, runway parameters, arrival and departure tracks, tower location and altitude, tower controller's visual control area, tower controller's operating mode, runway visual range (RVR), flight and surface operation plans; Static and dynamic glare source data: location and dimensions of fixed obstacles (photovoltaic systems, surrounding buildings (glass curtain walls, metal facades), high-voltage towers, terminal buildings, hangars, etc.), photovoltaic panel installation tilt angle / azimuth angle, and surface material; dimensions, surface material, motion trajectory range, and attitude parameters of dynamic glare sources (operating vehicles, taxiing aircraft); Light source and environmental data: location, nominal luminous intensity, beam angle, and emission spectrum of the lighting system; real-time / historical meteorological data of the airport (temperature, humidity, air pressure, visibility), and geographical environmental parameters; Assessment benchmark data: operational scenario classifications and basic human visual threshold parameters as stipulated in civil aviation industry standards.

[0063] In this embodiment, approach and landing are identified as a high-risk scenario, and the scenario threshold correction coefficient ks is set to 0.3.

[0064] Airport glare irradiance calculation full process modeling steps This modeling work revolves around the accurate calculation of airport glare irradiance, integrating core elements such as solar radiation, atmospheric transmission, navigation lights, surface reflection, and multi-source coupling. It eliminates redundant calculation logic and forms a standardized calculation process with clear layers and a complete closed loop, specifically divided into three major modules: composite incident modeling, reflection superposition calculation, and comprehensive evaluation of the entire scene.

[0065] S2. Composite Incident Modeling Steps S21. Solving for Astronomical Parameters of Solar Position Based on fundamental parameters such as airport day sequence, geographical location latitude and longitude, and real-time Beijing time, and using general civil aviation astronomical calculation formulas, the system uses iterative algorithms to accurately solve core spatial parameters such as solar altitude angle and solar azimuth angle, providing precise spatial reference conditions for subsequent calculations of solar radiation geometric transmission and incident angle.

[0066] S22. Refined Calculation of Atmospheric Radiation Transmittance The sea-level atmospheric mass is calculated based on the obtained solar altitude angle, and the air pressure is corrected by combining the actual altitude of the airport. Then, the correction parameters corresponding to the climate type of the airport are matched, and the direct solar radiation transmittance and diffuse solar radiation transmittance are calculated iteratively step by step. From the algorithm level, the defect of negative radiation parameters in traditional calculation models is avoided, and the rationality and accuracy of the basic radiation parameters are ensured.

[0067] S23. Dynamic Correction for Complex Meteorological Conditions By integrating real-time monitoring data such as airport measured RVR (runway visual range) and meteorological visibility, and introducing day-night differentiated lighting correction coefficients, the atmospheric transmission characteristics are dynamically corrected in real-world conditions to adapt to complex weather and operational conditions, thereby improving the real-world adaptability of radiation transfer calculations.

[0068] S24. Solving for dual-source incident irradiance Based on the above-mentioned corrected atmospheric transmission parameters, two types of radiation incident calculations were completed: first, the incident irradiance of direct and scattered sunlight on the surface of the glare source was calculated; second, the parameter conversion between the light intensity and radiation intensity of navigation lights was completed, and the incident irradiance of a single group of navigation lights on the surface of the glare source was calculated by combining the light transmission distance, incident angle, and real-time atmospheric transmission conditions, covering the airport's all-day, all-weather operation scenario, and finally the total composite incident irradiance of the glare source surface was obtained.

[0069] S3. Steps for calculating reflection superposition Based on the total incident irradiance, and combined with the surface material properties of the glare source, dynamic pose characteristics, and the relative position of the observation point, the calculation of single-source reflected irradiance and the coupling superposition of multi-source glare are completed to solve for the equivalent total irradiance at the observation point. The specific steps are as follows: S31. Calculation of Basic Incident Angle Based on the spatial relative positions of the sun, navigation lights, and glare source, the basic incident angle of the incident light relative to the surface normal of the glare source is calculated, providing geometric parameter support for subsequent attitude correction and reflection calculation.

[0070] S32. Glare source dynamic attitude angle correction By combining the real-time dynamic pose information of glare sources in airport equipment and facilities, attitude deviation correction is performed on the basic incident angle to eliminate calculation errors caused by changes in the attitude of the glare sources and ensure the real-time effectiveness of the angle parameters.

[0071] S33. Determination of Actual Surface Reflectivity Based on the surface material type of the glare source (metal, coating, glass, runway material, etc.), the corresponding optical parameters are matched, and combined with the corrected incident angle, the actual reflectivity of different material surfaces is calculated, replacing the fixed reflectivity parameters and improving the calculation accuracy.

[0072] S34. Calculation of Single-Source Reflected Irradiance Based on the total incident irradiance and the actual reflectivity, the individual reflected irradiance generated at the observation point after surface reflection by independent glare sources such as solar radiation and each group of navigation lights is calculated; at the same time, the angle of reflection of sunlight and navigation lights is calculated to verify the effectiveness of the reflected light transmission path.

[0073] S35. Calculation of Multi-Source Glare Coupling and Superposition Considering the radiation coupling and superposition effect between multiple glare sources, the weighted superposition and fusion of all individual reflected irradiances are performed. The final correction is completed by combining the real-time relative position of the observation point with each glare source, and the equivalent total irradiance of the observation point is output.

[0074] S4. Scenario-based Risk Assessment Steps The core assessment logic is as follows: Based on the equivalent total irradiance at the observation point, combined with the optical parameters of the human retina and the risk level of the airport's real-time operational scenarios, the glare risk is classified and determined by dynamically adjusting the judgment threshold and quantitatively calculating the retinal irradiance. Optimized rectification measures are then developed for risks exceeding the standard to completely avoid the safety impact of glare on airport flight operations and personnel visual observation. The specific steps are as follows: S41. Pre-collection of basic data: Obtain the core basic data required for the assessment, including the equivalent total irradiance of each observation point, the inherent optical parameters of the human retina, and the airport assessment benchmark database (including glare risk levels, basic judgment thresholds, and threshold correction coefficients corresponding to different operating scenarios), to provide data support for subsequent calculations and judgments.

[0075] S42. Dynamically retrieve scene correction coefficients and generate impact analysis maps: Based on the airport operation scenario, determine the threshold correction coefficient ks=0.3, and complete the impact analysis of retinal irradiance on the lateral angle based on this coefficient, generating a standardized analysis result map, as shown in the appendix. Figure 2 As shown.

[0076] S43. Quantitative calculation of human retinal irradiance: Based on the collected equivalent total irradiance data of the observation points and combined with professional parameters of the human retina, the accurate human retinal irradiance Er is calculated through a standard algorithm, which serves as the core quantitative indicator for glare risk assessment.

[0077] S44. Calculate the differentiated glare judgment threshold: Using scenario-based dynamic judgment rules, retrieve the basic glare judgment threshold corresponding to the current airport operation scenario from the evaluation benchmark data, and correct the basic threshold by combining it with the obtained threshold correction coefficient ks to obtain the differentiated glare impact judgment threshold adapted to the current scenario, thereby improving the accuracy of risk judgment.

[0078] S45. Data comparison to determine glare risk level. The calculated human retinal irradiance Er is accurately compared with the scene-differentiated glare impact judgment threshold, and the glare risk level is determined according to the grading standard.

[0079] The results of this assessment and comparison are attached. Figure 3 As shown, the indicator values ​​are in the risk range, indicating that the project poses a moderate glare safety risk, which will have an adverse impact on airport visual observation and flight operations.

[0080] S5. Assessment Conclusions and Optimization Requirements (1) Assessment conclusion: Based on the full-process scenario-based glare risk assessment, this project has a medium glare risk. The glare index exceeds the safety allowable standard of the current airport operation scenario, which will cause visual interference to the normal operation of the airport and pose a safety hazard.

[0081] (2) Handling Requirements: For the moderate glare risk identified in this assessment, a special optimization and rectification of the project should be carried out immediately. Targeted measures such as parameter adjustment, equipment optimization, and layout adjustment should be implemented to reduce the intensity of glare radiation. After the rectification is completed, a review assessment should be carried out again to ensure that the final glare index fully meets the airport's safe operation standards, completely eliminates the adverse effects of glare on airport operations, and ensures the safety of airport flights and ground operations.

[0082] S6. Store data All basic data, calculation process, risk assessment results, and optimization plans for this assessment will be entered into the system ledger to generate a traceable compliance assessment report for use in the airport airspace management department's project approval. At the same time, a routine annual review and assessment process will be preset during the operation period to achieve full life cycle management.

[0083] The above description is merely a preferred embodiment of the present invention and is illustrative in nature, not intended to limit the scope of the invention. Various modifications and improvements made to the technical solutions of the present invention by those skilled in the art without departing from the spirit of the invention should fall within the protection scope defined by the claims.

Claims

1. A method for assessing the operational safety of multi-source glare at airports, characterized in that, Includes the following steps: S1. Standardized data collection of all elements: Acquire and standardize multi-source basic data within the assessment area, wherein the multi-source basic data includes at least: airport operation data, static and dynamic glare source data, light source and environment data, and assessment benchmark data; S2. Multi-source composite glare radiation transmission modeling: Based on multi-source basic data, a multi-source composite glare radiation transmission model adapted to the airport during all day and night is constructed. The incident irradiance of light sources with different characteristics is calculated separately, and after atmospheric transmission correction, they are superimposed to obtain the composite incident total irradiance. S3. Reflection superposition calculation: Based on the total incident irradiance, combined with the surface material reflection characteristics and dynamic pose information of the scene object, calculate the reflected irradiance after reflection by at least one glare source, quantify the coupling superposition effect of multiple glare sources, and generate the equivalent total irradiance of the observation point. S4. Scenario-based risk assessment: Based on the equivalent total irradiance of the observation point, call the glare impact judgment threshold corresponding to the safety risk level of the current operating scenario in the assessment benchmark data, compare the equivalent total irradiance of the observation point with the judgment threshold, and determine the glare impact level; S5. Closed-loop management and iteration: When the glare impact level does not meet the preset safety requirements, an optimization scheme for adjusting the relevant parameters of the glare source or scene object is generated, and the reflection superposition calculation step is triggered to recalculate until the safety requirements are met.

2. The airport multi-source glare operation safety assessment method according to claim 1, characterized in that, In step S1, the spatial coordinates of the multi-source basic data are unified and the format is standardized and cleaned to ensure data consistency. The airport operation data includes at least the airport's latitude and longitude, altitude, runway parameters, arrival and departure tracks, tower location and altitude, tower controller's visual control area, tower controller's operating mode, runway visual range, and flight and surface operation plans. The static and dynamic glare source data includes at least the position, size, installation tilt angle and azimuth angle, and surface material of the fixed obstacle as a fixed glare source, and the size, surface material, motion trajectory range and attitude parameters of the dynamic moving object as a dynamic glare source. The light source and environmental data include at least the location, nominal luminous intensity, beam angle, and emission spectrum of the lighting system, as well as real-time or historical meteorological data and geographical environmental parameters of the airport. The assessment benchmark data includes at least the operational scenario classification and basic human visual threshold parameters as specified in civil aviation industry standards.

3. The airport multi-source glare operation safety assessment method according to claim 2, characterized in that, In step S2, light sources with different characteristics include sunlight and navigation lights as point light sources; For sunlight, based on solar position parameters and an atmospheric mass model, the irradiance of direct and diffuse radiation after atmospheric attenuation is calculated. For point light sources used in navigation aids, the conversion from photometric units to radiometric units is performed, and their irradiance after atmospheric attenuation is calculated. The combined incident total irradiance is obtained by linearly superimposing the irradiances of the two sources; the formula for calculating the combined incident total irradiance is as follows: （101） In formula (101), E total The total incident irradiance of the glare source surface is expressed in W / cm². This refers to the direct solar irradiance in the normal direction, with a standard value of 0.1 W / cm². 2 ; This is the visibility correction factor; Transmittance of direct radiation, without units; The angle of incidence between sunlight and the normal to the surface of the glare source is expressed in degrees. Transmittance of scattered radiation, dimensionless. The tilt angle of the glare source surface is expressed in degrees, where 0° is horizontal and 90° is vertical. Let be the irradiance of the i-th navigation light on the surface of the glare source; n represents the total number of effective navigation lights; The applicable conditions for different time periods are as follows: Nighttime: Solar irradiance is 0; Daytime no-light scenario: Navigation lights are set to 0, only solar irradiance is calculated; Dusk / Dawn scenario: Sun and lights act simultaneously, all items are calculated according to the complete formula.

4. The airport multi-source glare operation safety assessment method according to claim 1, characterized in that, Step S3 specifically includes: S31. Calculate the angle of incidence of the incident ray relative to the normal to the surface of the glare source; S32. For the dynamic glare source in the scene object, based on its motion trajectory range and attitude parameters, a real-time attitude correction incident angle is superimposed; S33. Calculate the actual reflectivity based on the surface material type of the glare source; the material type shall be at least distinguished as specular reflective material and diffuse reflective material; S34. Based on the actual reflectivity, calculate the reflected irradiance generated by the corresponding glare source at the observation point; S35. Using an energy linear superposition model, the coupling and superposition effect of multi-source glare at the observation point is quantified to obtain the equivalent total irradiance at the observation point.

5. The airport multi-source glare operation safety assessment method according to claim 4, characterized in that, In S32, the real-time correction method for dynamic glare sources is as follows: For dynamic objects such as work vehicles and taxiing aircraft, an additional real-time attitude correction item is added. Corrected real-time incident angle : （102） In formula (102), The corrected angle of incidence is expressed in degrees. Angle of incidence, in degrees; The attitude correction angle for dynamic objects, in degrees, is calculated from the real-time pitch, roll, and yaw angles of the dynamic object and updated according to a preset time step to achieve continuous calculation of transient dynamic glare.

6. The airport multi-source glare operation safety assessment method according to claim 4, characterized in that, In S33, the specular reflective material includes glass and metal, and the diffuse reflective material includes concrete and asphalt.

7. The airport multi-source glare operation safety assessment method according to claim 4, characterized in that, In S34, when the glare source is specular reflection, the irradiance at the observation point is... The calculation formula is: （103） In formula (103), The irradiance of the reflected light from a single specular glare source at the observation point is expressed in W / cm². ρ is the surface reflectivity of the glare source; E total The total incident irradiance of the surface of the glare source is expressed in W / cm². The effective radius of the glare source is expressed in meters. x The straight-line distance between the observation point and the glare source is expressed in meters. The angle of reflection is expressed in rad. e is a constant; The near-surface atmospheric extinction coefficient is expressed in meters. 1 ; When the glare source is diffuse reflection, the irradiance at the observation point The calculation formula is: （104） In formula (104), The irradiance of the reflected light from a single diffuse glare source at the observation point is expressed in W / cm². ρ is the surface reflectivity of the glare source; E total The total incident irradiance of the surface of the glare source is expressed in W / cm². S represents the effective reflective surface area, in square meters; The angle between the observation point and the normal to the surface of the glare source is expressed in degrees. x The straight-line distance between the observation point and the glare source is expressed in meters. e is a constant; The near-surface atmospheric extinction coefficient is expressed in meters. 1 .

8. The airport multi-source glare operation safety assessment method according to claim 1, characterized in that, The specific steps of scenario-based risk assessment include: Calculation of retinal irradiance of the human eye based on the equivalent total irradiance at the observation point ; Based on the risk level of the airport operation scenario, the corresponding threshold correction coefficient is dynamically retrieved. Differential glare impact thresholds were obtained; risk levels were classified as follows: High-risk scenarios include final approach, takeoff roll, or low-visibility operations. =0.3; Medium-risk scenarios include surface taxiing or peak tower monitoring, corresponding to =0.6; Low-risk scenarios are during patrol or idle ground periods, corresponding to =1.0; Slightly affected maximum permissible retinal illuminance E after scene-based correction L The calculation formula is as follows: （105） Context-corrected maximum permissible retinal illuminance E under severe impact H The calculation formula is as follows: （106） In formulas (105) and (106), ω spot The angle of glare spot is expressed in rad. Risk level determination rules: when ≤ No impact; meets airport operational safety requirements. when < < Moderate impact, requiring optimized control measures; when ≥ The impact is severe and does not meet airport operational safety requirements. The evaluation results are transmitted to step S5.

9. The airport multi-source glare operation safety assessment method according to claim 1, characterized in that, In the closed-loop management and iterative steps, the generated optimization scheme includes at least one of the following: Adjust the installation position, tilt angle, or azimuth angle of the glare source; Replace the glare source or the surface material of surrounding objects to reduce reflectivity; Adjust the output parameters of the navigation lights; Optimize the operation route planning for dynamic objects.

10. A method for assessing operational safety of multi-source glare at airports according to any one of claims 1 to 9, characterized in that, It also includes full lifecycle management steps, setting up a dynamic review mechanism that is periodic or event-triggered; when any parameter in the multi-source basic data changes, a glare assessment is automatically triggered, and a full-process traceability file that meets civil aviation regulatory requirements is generated.

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