An airport slope instability monitoring and evaluation system and method

Abstract

The application relates to the technical field of slope monitoring, and discloses an airport slope instability monitoring and evaluation system and method, which comprises a comprehensive acquisition module, a slope evaluation module, a human disturbance analysis module, a risk evaluation module and an intelligent evaluation module. The system obtains airport slope management data, airport location operation management data and environmental interference data through the comprehensive acquisition module, the slope evaluation module evaluates the mechanical performance defects, hidden water damage and sliding hidden dangers of each slope, generates a sliding index, covers both internal core factors and external key factors, has high multi-dimensional evaluation precision, the human disturbance analysis module evaluates the weakening degree of the stability of each location slope caused by human disturbance factors, generates a disturbance index, the risk evaluation module estimates the instability trend of the slope, generates a hazard score, the intelligent evaluation module judges the sliding grade of the slope and the disturbance grade of the location, outputs corresponding judgment results and response measures, and the intelligent monitoring and stability maintenance effect are good.

Description

Technical Field

[0001] This invention relates to the field of slope monitoring technology, specifically to an airport slope instability monitoring and assessment system and method. Background Technology

[0002] Airports, as major transportation hubs, have vast flight areas, and their pavements and slopes generate significant surface runoff during rainfall. This rainwater, during its formation and flow, washes away and carries pollutants such as aviation kerosene, lubricating oil, de-icing agents, and rubber microparticles remaining on runways, taxiways, and aprons, forming highly polluted initial rainwater. Direct discharge of this rainwater could potentially pollute surrounding water bodies and soil. Airport rainwater is typically collected and quickly discharged through traditional stormwater drainage networks or ditch systems. This rapid discharge model prioritizes drainage efficiency and flood control, but lacks the interception and purification of initial rainwater, failing to effectively control non-point source pollution. While some ecological treatment facilities, such as rain gardens and vegetated swales, are used in municipal or highway applications, these facilities usually have limited processing capacity or require large land areas. Furthermore, they are not well-integrated with the unique topographical structures of airport slopes, such as steep slopes, walkways, and drainage ditches at the foot of slopes, making direct transplantation difficult and failing to meet the stringent requirements of airport safety, efficiency, and land conservation. Airport slope instability monitoring typically integrates automated and intelligent technologies to form a multi-dimensional, three-dimensional monitoring system. Displacement monitoring is the core method, using GNSS surface displacement monitoring and deep displacement inclinometers to capture real-time data on horizontal and vertical deformation of the slope, accurately identifying minute slippage trends. Hydrological environment monitoring relies on pore water pressure gauges, rain gauges, and soil moisture sensors to monitor rainfall infiltration and groundwater level changes, clarifying the impact of hydrological processes on soil softening and structural weakening. Simultaneously, crack gauges track the expansion of slope cracks in real time, and video remote sensing and drone aerial photography are used for macroscopic inspections to identify surface defects such as slope spalling, landslides, and vegetation damage. In some areas, stress monitoring equipment is used to monitor internal stress changes in the slope, comprehensively capturing early signs of instability.

[0003] Currently, traditional slope instability monitoring and assessment systems often rely on manual inspections to obtain single, scattered, and severely delayed monitoring data. They only consider the slope's own condition and ignore unique parameters such as plastic strain during aircraft takeoff and landing and the number of times illegal excavation has occurred. The coupled effects of human disturbance and environmental triggering cannot distinguish between two types of instability modes: those dominated by internal factors and those triggered by external factors. They are also unable to identify hidden hazards such as water damage and freeze-thaw cracks. In addition, there is a lack of differentiated assessment mechanisms for different functional areas such as flight areas and cargo areas, which cannot meet the high safety requirements of the core area of ​​the airport. Furthermore, there is a lack of intelligent hierarchical response mechanisms, resulting in low efficiency in emergency response. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides an airport slope instability monitoring and assessment system and method, which has the advantages of high accuracy in multi-dimensional assessment and excellent intelligent monitoring and stability maintenance effect. It solves the problems of traditional slope instability monitoring and assessment systems being unable to identify hidden hazards and lacking an intelligent hierarchical response mechanism.

[0005] To achieve the above objectives, the present invention provides the following technical solution: an airport slope instability monitoring and assessment system, comprising a comprehensive data acquisition module, a slope assessment module, a human disturbance analysis module, a risk assessment module, and an intelligent assessment module; The integrated acquisition module connects to a GNSS monitoring receiver, a deep displacement inclinometer, a pore water pressure gauge, a crack gauge, stress monitoring equipment, and a big data platform to acquire airport slope management data, airport location operation management data, and environmental disturbance data, and classifies them into slope datasets, operation datasets, and environmental datasets. The slope assessment module evaluates the mechanical performance defects, hidden water hazards, and potential slippage risks of each slope based on the slope dataset and environmental dataset, and generates a corresponding slippage index. ; The anthropogenic disturbance analysis module assesses the degree to which anthropogenic disturbance factors weaken the stability of each location slope based on the slope dataset and the operational dataset, and generates a corresponding disturbance index. ; The risk assessment module predicts the instability trend of the slope based on the environmental dataset and generates a corresponding hazard score. ; The intelligent evaluation module is set with a fixed range of sliding thresholds. and disturbance threshold range Combined with the slip index and disturbance index Determine the slip level of the slope and the disturbance level of the location, and output the corresponding judgment results and response measures; The hazard rating A score of ≥5 indicates that the slope is affected by natural environmental disturbances and is showing signs of instability. Response measures include real-time monitoring of groundwater level fluctuations and soil moisture content changes, immediately notifying professional technicians to conduct a comprehensive inspection and dredging of the slope drainage network system, increasing the frequency of slope deformation monitoring during periods of frequent freeze-thaw cycles and before heavy rainfall, and promptly sealing any existing cracks.

[0006] Preferably, the slope dataset includes the filler particle size, filler compaction degree, shear strength of soil and rock mass, total mass of poor soil and rock mass, total mass of soil and rock mass, joint dip angle, slope angle, cumulative thickness of interconnected weak interlayers within the slope, slope height, actual length of the connected section of the potential slip surface, total length of the potential slip surface, slope ratio, height of the connected free face, number of fault fracture zones traversed within the slope, hydraulic gradient, effective stress of soil and rock mass, cumulative freeze-thaw deformation within the year, cumulative total area of ​​cracks on the slope surface, total area of ​​the slope surface, length of the excavated section at the slope toe, total length, actual maximum load during the construction period at the slope top, area of ​​vegetation damaged due to construction, and cumulative plastic strain caused by aircraft take-off and landing for each slope.

[0007] Preferably, the operational dataset includes the type of each location, the maximum single wheel load of the main landing gear of the operating aircraft, the tire contact area of ​​the operating aircraft, the average number of aircraft takeoffs and landings per day, the rated maximum load of a single cargo vehicle, the average daily cargo vehicle traffic, the rated maximum load of a single commuter vehicle, the average daily commuter vehicle traffic, the number of intact slope support structures, the total number of slope support structures, the number of drainage network leakage points, the total length of the drainage network, the number of times illegal slope excavation has been carried out, and the total number of slope earthmoving operations. The location types include flight area, terminal area, cargo area, work area, and surrounding area outside the site.

[0008] Preferably, the environmental dataset includes the annual cumulative rainfall, the maximum annual fluctuation of groundwater level, the annual number of freeze-thaw cycles, the number of days with a diurnal temperature difference ≥15℃, the peak ground acceleration, and the soil moisture content for each location.

[0009] Preferably, the slip index The calculation process is as follows: S11. Extract airport slope data based on the slope dataset and environmental dataset. Management data and environmental interference data; S12, Calculate the slope Rock and soil defect coefficient ; S13, Calculate the slope Geological structure defect coefficient ; S14. Calculate the slope Slope topography defect coefficient ; S15, Calculate the slope Hidden water hazard defect coefficient ; S16. Calculate the slope Freeze-thaw cycle defect coefficient ; S17, Calculate the slope Temperature difference weathering defect coefficient ; S18, Calculate slope Earthquake impact value ; S19. Based on S11-S18, calculate the slope using a weighted method. slip index .

[0010] Preferably, the disturbance index The calculation process is as follows: S21. Based on the slope dataset and the operation dataset, extract the airport location. Operational management data, and location Management data for all slopes within the area, with known locations. shared within Slope, slope Classified by location Within the range, denoted as ; S22, Calculate Location Construction disturbance coefficient ; S23, Calculate Location Operational disturbance coefficient ; S24, Calculate Location Maintenance disturbance coefficient ; S25. Based on S21-S24, calculate the location using a weighted method. Disturbance index .

[0011] Preferably, the hazard score The evaluation process is as follows: S31. Extract airport location data based on the environmental dataset. Environmental interference data; S32, Location Harm rating The initial score is set to 0 points, with a maximum score of 12 points. Environmental risk assessments are conducted sequentially for each single factor, categorizing them into low, medium, and high risk levels, corresponding to score increments of 0, 1, and 2 points respectively. The final score is calculated by accumulating these increments to obtain the location risk level. Harm rating The process is as follows: If location If the annual cumulative rainfall is less than 800 mm, it is considered a low-risk area for rainfall, and the airport location will be... Harm rating Add 0 points; If 800mm≤location If the annual cumulative rainfall is ≤1200mm, the area is classified as a medium-risk area for rainfall, and the airport location will be... Harm rating Add 1 point; If location An area with an annual cumulative rainfall exceeding 1200 mm is classified as a high-risk rainfall area, and the airport location will be... Harm rating Add 2 points; If location If the maximum fluctuation range of the groundwater level within the year is less than 1 meter, it is determined to be a low-risk area for groundwater fluctuations, and the airport location will be... Harm rating Add 0 points; If 1m ≤ location If the maximum fluctuation range of the groundwater level within the year is ≤3m, it is determined to be a medium-risk area for groundwater fluctuation, and the airport location will be... Harm rating Add 1 point; If location If the maximum fluctuation range of the groundwater level within the year exceeds 3 meters, it is identified as a high-risk area for groundwater fluctuations, and the airport location will be... Harm rating Add 2 points; If location If the number of freeze-thaw cycles per year is less than 10, the area is classified as a low-risk area for freeze-thaw cycles, and the airport location will be... Harm rating Add 0 points; If 10 times ≤ location If the number of freeze-thaw cycles per year is ≤30, the area is classified as a medium-risk area for freeze-thaw cycles, and the airport location will be... Harm rating Add 1 point; If location If the number of freeze-thaw cycles per year exceeds 30, the area is classified as a high-risk area for freeze-thaw cycles, and the airport location will be relocated. Harm rating Add 2 points; If location If the number of days with a diurnal temperature range of ≥15℃ within the year is less than 30, it is determined to be a low-risk area for temperature differences, and the airport location will be... Harm rating Add 0 points; If 30 days ≤ location If the number of days with a diurnal temperature range of ≥15℃ within a year is ≤60 days, the area is classified as a medium-risk area for temperature differences, and the airport location will be... Harm rating Add 1 point; If location If the number of days with a diurnal temperature range of ≥15℃ exceeds 60 days within a year, it is identified as a high-risk area for temperature differences, and the airport location will be... Harm rating Add 2 points; If location If the peak ground acceleration is less than 0.49 m / s², the area is classified as a low-risk earthquake zone, and the airport location will be... Harm rating Add 0 points; If 0.49 m / s² ≤ location If the peak ground acceleration is ≤1.47 m / s², the area is classified as a medium-risk seismic zone, and the airport location will be... Harm rating Add 1 point; If location If the peak ground acceleration is greater than 1.47 m / s², the area is classified as a high-risk earthquake zone, and the airport location will be... Harm rating Add 2 points; If location If the soil moisture content is less than 20%, it is classified as a low-risk area for soil softening, and the airport location will be... Harm rating Add 0 points; If 20% ≤ Location If the soil moisture content is ≤30%, it is classified as a medium-risk area for soil softening, and the airport location will be... Harm rating Add 1 point; If location If the soil moisture content is >30%, it is identified as a high-risk area for soil softening, and the airport location will be... Harm rating Add 2 points.

[0012] Preferably, the slippage level assessment process is as follows: The upper limit of the slip threshold range is denoted as The lower limit of the sliding threshold interval is denoted as ; If the slope slip index < , indicating slope The risk of landslide is low, with a landslide level of 1. Response measures include continuing the routine slope inspection plan, maintaining a monthly maintenance and inspection frequency, and no additional control measures are required. ≤ slope slip index ≤ , indicating slope The landslide risk is moderate, with a landslide level of 2. Response measures include targeted slope reinforcement. The support structure should be maintained and inspected more frequently, up to once a week, if the slope slip index > , indicating slope The risk of landslide is high, with a landslide level of 3. Response measures include immediately stopping the slope stabilization. All work within a 50-meter radius of the slope should be carried out immediately, and personnel should be notified to evacuate to a safe area. Physical isolation zones were set up within the area, and professional technicians were organized to conduct 24-hour uninterrupted real-time monitoring to assess the possibility of slope instability, potential sliding range and degree of harm. Emergency control measures were prioritized, and after the slope condition was initially stabilized, a new comprehensive slope treatment and construction plan was prepared.

[0013] Preferably, the disturbance level assessment process is as follows: Let the upper limit of the perturbation threshold range be denoted as The lower limit of the perturbation threshold interval is denoted as ; If location Disturbance index < , indicating location The slope stability was minimally weakened by human disturbance, with a disturbance level of 1. Response measures included continuing the routine slope inspection plan, maintaining a monthly maintenance and inspection frequency, and requiring no additional control measures. ≤Location Disturbance index ≤ , indicating location The slope stability was moderately weakened by human disturbance, with a disturbance level of 2. Response measures included suspending the location. The passage of heavy freight vehicles around the slope and the temporary stacking operations at the top of the slope will affect the location. The frequency of slope inspections within the area has been increased to once a week. Targeted repairs are being carried out on areas with excavated or hollowed-out slope toes, excessive loads on slope tops, and damaged vegetation. Leakage points in the drainage network are being addressed. If the location... Disturbance index > , indicating location The slope stability is significantly weakened by human disturbance, with a disturbance level of 3. Response measures include immediate closure of the affected area. All roads surrounding the slopes and work areas are closed to all vehicles and unauthorized personnel. Professional technicians will conduct on-site inspections, develop specific slope reinforcement and emergency response plans, and arrange for 24-hour continuous real-time deformation monitoring. Disturbance index < The area can only be gradually unsealed after passing on-site inspection by technical personnel.

[0014] A method for monitoring and assessing airport slope instability includes the following steps: Step 1: By connecting GNSS monitoring receivers, deep displacement inclinometers, pore water pressure gauges, crack gauges, stress monitoring equipment and big data platforms, acquire airport slope management data, airport location operation management data and environmental disturbance data, and classify them into slope datasets, operation datasets and environmental datasets; Step 2: Based on the slope dataset and environmental dataset, assess the mechanical performance defects, hidden water hazards, and potential sliding risks of each slope, and generate the corresponding sliding index. ; Step 3: Based on the slope dataset and operational dataset, assess the degree to which human disturbance factors weaken the stability of each location slope, and generate the corresponding disturbance index. ; Step 4: Based on the environmental dataset, predict the slope instability trend and generate the corresponding hazard score. ; Step 5: Set a fixed range for the sliding threshold. and disturbance threshold range Combined with the slip index Disturbance Index and hazard score It determines the slippage level and disturbance level of the slope, as well as whether the slope is prone to instability under the influence of natural environmental disturbances, and outputs the corresponding judgment results and response measures.

[0015] Compared with the prior art, the present invention provides an airport slope instability monitoring and assessment system and method, which has the following beneficial effects: 1. This invention constructs an integrated multi-source heterogeneous data acquisition system through a comprehensive acquisition module, covering all dimensions of parameters such as filler characteristics, geological structure, aircraft takeoff and landing, vehicle traffic, and rainfall / freeze-thaw cycles. These parameters are categorized into slope datasets, operational datasets, and environmental datasets, providing solid data support for early warning of slope instability. The slope assessment module constructs a quantitative assessment system that couples internal and external factors, accurately addressing the problems of traditional slope stability assessments being primarily qualitative and having limited consideration of factors. A hierarchical weighted algorithm calculates the slip index. It covers both the intrinsic core factors that determine the inherent stability of slopes, such as filler gradation and compaction, and the external key factors that trigger slope instability, such as water damage and freeze-thaw cycles. It can accurately identify hidden hazards such as hidden water damage and freeze-thaw crack development, and has high accuracy in multi-dimensional assessment.

[0016] 2. This invention constructs a quantitative assessment system for human-induced disturbances throughout the entire life cycle of airport slopes using a human-induced disturbance analysis module, with a disturbance index... It comprehensively covers three major categories of anthropogenic factors: permanent disturbances during construction, cyclical disturbances during operation, and secondary disturbances during maintenance. It accurately quantifies the degree to which various human activities weaken slope stability. The risk assessment module constructs a standardized quantitative assessment system for natural environmental risks, perfecting the complete risk assessment chain of "self-state – anthropogenic disturbance – environmental triggers," and uses a multi-factor cumulative scoring method to calculate hazard scores. It is adaptable to airports with different climates and geological conditions, and the intelligent assessment module is set with a fixed range of slip thresholds. and disturbance threshold range It automatically determines the slope's slip level, location disturbance level, and environmental instability trend, and outputs differentiated and implementable response measures for different risk levels. From routine inspections and targeted reinforcement to emergency risk control, it covers the entire risk level handling process, realizes closed-loop management of the whole process, can automatically trigger early warnings and push out handling plans, significantly improves the speed and accuracy of emergency response to airport slope instability, and has excellent intelligent monitoring and stability maintenance effects. Attached Figure Description

[0017] Figure 1 This is a system flowchart of the present invention; Figure 2 This is a diagram illustrating the steps of the method of the present invention. Detailed Implementation

[0018] 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.

[0019] Example Please see Figure 1 , Figure 2 Table 1 shows the slip index experimental data, Table 2 shows the disturbance index experimental data, and Table 3 shows the hazard score experimental data. This invention provides an airport slope instability monitoring and assessment system, which includes a comprehensive data acquisition module, a slope assessment module, a human disturbance analysis module, a risk assessment module, and an intelligent assessment module. The integrated acquisition module connects to a GNSS monitoring receiver, a deep displacement inclinometer, a pore water pressure gauge, a crack gauge, stress monitoring equipment, and a big data platform to acquire airport slope management data, airport location operation management data, and environmental disturbance data, and classifies them into slope datasets, operation datasets, and environmental datasets. The slope dataset includes the fill particle size, fill compaction degree, shear strength of soil and rock mass, total mass of poor soil and rock mass, total mass of soil and rock mass, joint dip angle, slope angle, cumulative thickness of continuous weak interlayers within the slope, slope height, actual length of the connected section of the potential slip surface, total length of the potential slip surface, slope ratio, height of the connected free face, number of fault fracture zones crossed within the slope, hydraulic gradient, effective stress of soil and rock mass, cumulative freeze-thaw deformation within the year, cumulative total area of ​​cracks on the slope surface, total area of ​​the slope surface, length of the excavated section at the slope toe, total length, actual maximum load during the construction period at the slope top, area of ​​vegetation damaged due to construction, and cumulative plastic strain caused by aircraft take-off and landing for each slope. The operational dataset includes the type of each location, the maximum single wheel load of the main landing gear of the operating aircraft, the tire contact area of ​​the operating aircraft, the average number of aircraft takeoffs and landings per day, the maximum rated load of a single cargo vehicle, the average daily cargo vehicle traffic, the maximum rated load of a single commuter vehicle, the average daily commuter vehicle traffic, the number of intact slope support structures, the total number of slope support structures, the number of drainage network leakage points, the total length of the drainage network, the number of times illegal slope excavation has occurred, and the total number of times slope earthmoving operations have been carried out. Among them, the location types include flight area, terminal area, cargo area, work area, and surrounding area outside the site. Specifically, the flight area slopes are located within the core operational airspace of the airport, with the highest level of control and the strictest safety requirements. Slope damage must be strictly prevented from intruding into critical operational facilities such as runways and taxiways. Terminal area slopes serve the terminal building and passenger distribution facilities, and are mostly distributed in the station plaza, entrance and exit ramps, parking lots, and landscaped areas, emphasizing traffic safety and landscape maintenance. Cargo area slopes are mostly located on dedicated air cargo operation plots, covering the cargo terminal area, cargo roads, and surrounding warehouses, ensuring the stable operation of cargo vehicles and terminal facilities. Work area slopes are distributed in the airport's administrative offices, living and logistics facilities, and energy support areas such as oil depots and substations, balancing the needs of personnel offices and living quarters with the safety of important supporting facilities. The off-site surrounding area is located in the area connecting the airport's land acquisition boundary, including ring roads, expressway connections, and surrounding mountain spoil heaps, connecting the municipal road network with natural mountain control. The environmental dataset includes the annual cumulative rainfall, the maximum annual fluctuation of groundwater level, the annual number of freeze-thaw cycles, the number of days with a diurnal temperature range ≥15℃, the peak ground acceleration, and the soil moisture content for each location. The slope assessment module evaluates the mechanical performance defects, hidden water hazards, and potential slippage risks of each slope based on the slope dataset and environmental dataset, and generates a corresponding slippage index. ; Slip Index The calculation process is as follows: S11. Extract airport slope data based on the slope dataset and environmental dataset. Management data and environmental interference data; S12, Calculate the slope Rock and soil defect coefficient Its expression is as follows: All defect values ​​and influence values ​​obtained in S12-S18 have been normalized to dimensionless values, and their ranges are as follows: ; In the formula, Indicates slope The effective particle size in the packing material, that is, the particle size corresponding to 10% of the cumulative percentage content of the packing material. Indicates slope The particle size corresponding to a cumulative percentage content of 30% in the filler. Indicates slope The limiting particle size in fillers, i.e., the particle size corresponding to 60% of the cumulative percentage content of the filler. Indicates slope The particle size distribution non-uniformity coefficient of the filler. Indicates slope Filler particle size distribution curvature coefficient; In the formula, Indicates the slope after normalization. The particle size distribution defect value of the filler, if slope The filler particle size distribution was determined to be good. If you directly assign the value 0, slope The problem was determined to be poor particle size distribution of the filler, and calculations were performed according to the formula. ,like slope The filler particle size distribution was determined to be average. The value is directly assigned as 0.5; Specifically, the slope after normalization treatment Filler particle size distribution defect value The larger the value, the more severe the gradation defect; In the formula, Indicates slope The measured compaction degree of the packing material. Indicates slope The packing material is designed to have a high degree of compaction. Indicates slope The compaction deviation value; In the formula, Indicates slope Shear strength of soil and rock mass after water saturation Indicates slope Shear strength of soil and rock before water saturation Indicates slope Shear strength water stability defect value; In the formula, Indicates slope The total mass of undesirable soil and rock masses in the slope, which includes expansive soil, weak mudstone, and strongly weathered fractured rock. Indicates slope Total mass of slope rock and soil. Indicates slope Defect value representing the proportion of unfavorable soil and rock mass; In the formula, Represents the weight, and satisfies ; Specifically, the insufficient mechanical properties of the soil and rock mass itself are the core internal cause of slope instability. Since airport slopes often involve large-scale deep excavation and high filling, if the fill material has poor gradation and the compaction degree is not up to standard, it will form an inherently loose structure. If the original slope is distributed with unfavorable soil and rock masses such as expansive soil, weak mudstone, and strongly weathered broken rock, its own shear strength is low and its water stability is poor. Even without heavy rainfall, it is easy to creep and slip due to its own weight. S13, Calculate the slope Geological structure defect coefficient Its expression is as follows: In the formula, Indicates slope Joint dip angle, Indicates slope Slope angle, Indicates slope Downslope joint defect value, if , If you directly assign the value 0, , If you directly assign the value 1, , If you directly assign the value 0.6, then... , The value is directly assigned as 0.2; In the formula, Indicates slope The cumulative thickness of the interconnected weak interlayers within the slope. Indicates slope The height of the slope, Indicates slope The influence value of weak interlayers inside the slope; In the formula, Indicates slope The actual length of the segment where the potential slip surface has been penetrated. Indicates slope The total length of the potential slip surface, Indicates slope The defect value of the penetration of the slip surface; In the formula, Represents the weight, and satisfies ; Specifically, slope-side joints and weak interlayers developed in the rock mass can form natural slip surfaces, significantly reducing the slope's anti-sliding stability. S14. Calculate the slope Slope topography defect coefficient Its expression is as follows: In the formula, Indicates slope The measured slope ratio (height-to-width ratio). Indicates slope The critical slope ratio (height-to-width ratio) for stability of soil and rock masses. Indicates slope The slope deviation exceeds the limit; In the formula, Indicates slope The height of the penetrating free face, Indicates slope The free surface development defect value; In the formula, Indicates slope The number of fault fracture zones that the slope traverses. This indicates the upper limit of the number of fracture zones in a continuous fault, determined based on engineering experience or regional statistics. Indicates slope The influence value of the fault fracture zone; In the formula, Represents the weight, and satisfies ; Specifically, when the terrain and slope structure are unfavorable, the slope design ratio is too steep, exceeding the critical stability ratio of the corresponding soil and rock mass, or when there are fault fracture zones or free faces on the slope, it will lead to a severe imbalance in the stress distribution of the slope, which can easily trigger progressive collapse and landslides. This will increase the slope's topographic defect coefficient. The higher the value, the more severe the defects in the terrain and slope structure; S15, Calculate the slope Hidden water hazard defect coefficient Its expression is as follows: In the formula, Indicates slope The measured maximum hydraulic gradient within the slope. Indicates slope Critical seepage failure gradient of soil and rock mass Indicates slope The risk value of penetration and damage; In the formula, Indicates slope Effective stress in soil and rock mass after groundwater seepage. Indicates slope Effective stress of the original rock and soil mass without seepage Indicates slope The effective stress attenuation defect value; In the formula, Indicates slope The largest fluctuation range of groundwater level within the year. Indicates slope The impact of groundwater level fluctuations; In the formula, Represents the weight, and satisfies ; Specifically, influenced by groundwater seepage and recharge, lateral recharge from surrounding water systems and seasonal fluctuations in groundwater levels create a continuous seepage field within the slope, generating dynamic and static water pressures. This softens weak interlayers within the slope, reduces the effective stress of the soil and rock mass, and increases the coefficient of hidden water hazard defects. The higher the value, the more serious the risk of hidden water damage; S16. Calculate the slope Freeze-thaw cycle defect coefficient Its expression is as follows: In the formula, Indicates slope The number of freeze-thaw cycles per year in the region. This indicates the upper limit of the number of freeze-thaw cycles per year. Indicates slope The impact value of freeze-thaw cycles; In the formula, Indicates slope Cumulative deformation due to freeze-thaw cycles within the year. Indicates slope The value of freeze-thaw deformation defects; In the formula, Represents the weight, and satisfies ; Specifically, airport slopes at high altitudes and in cold northern regions are subject to the combined effects of freeze-thaw cycles and temperature stress. In winter, when the slope has a high water content, frost heave occurs, and in spring, when the temperature rises, thaw settlement occurs. Repeated freeze-thaw cycles can completely destroy the soil structure, forming a large number of through cracks, which leads to a significant decrease in the strength of the soil and rock, causing slope spalling and landslides. S17, Calculate the slope Temperature difference weathering defect coefficient Its expression is as follows: In the formula, Indicates slope The number of days in the year with a diurnal temperature range ≥15℃ in the area. This indicates the upper limit of the number of days in a year with a diurnal temperature range ≥15℃. Indicates slope The influence of temperature difference on weathering; In the formula, Indicates slope Total cumulative area of ​​cracks on the slope. Indicates slope Total slope area Indicates slope The deterioration value of crack development; In the formula, Represents the weight, and satisfies ; Specifically, long-term diurnal temperature variations exacerbate the development of weathering fissures in soil and rock, further deteriorating slope integrity and increasing the temperature difference weathering defect coefficient. The higher the value, the more severe the weathering. S18, Calculate slope Earthquake impact value Its expression is as follows: In the formula, Indicates slope Peak ground acceleration of the location Represents gravitational acceleration; S19. Based on S11-S18, calculate the slope using a weighted method. slip index Its expression is as follows: In the formula, , and All are weights, and satisfy the following conditions: , , ; Specifically, the inherent mechanical properties of the slope itself, geological structure and topographic boundaries are the fundamental conditions for slope instability, while external factors such as water damage, freeze-thaw, temperature difference weathering and earthquake disturbance are the triggering conditions for instability. By adopting a layered weighted setting, it can flexibly adapt to the two types of slope instability modes: internal factor-dominated and external factor-triggered, making the engineering practicality and operability stronger. The following are the experimental data for the slip index, as shown in Table 1: Table 1: Experimental Data for the Slip Index In Table 1, the slip index experimental data show that slope A was selected as the experimental target. Rock and soil defect coefficient The weights are set as follows: , , , ; Geological structure defect coefficient The weights are set as follows: , , ; Slope terrain defect coefficient The weights are set as follows: , , ; Hidden water hazard defect coefficient The weights are set as follows: , , ; Freeze-thaw cycle defect coefficient The weights are set as follows: , ; Temperature difference weathering defect coefficient The weights are set as follows: , ; Slip Index The weights are set as follows: , , , , , , , , ; The intelligent evaluation module is set with a fixed range of sliding thresholds. Used to quickly determine the slip level and slip threshold range of a slope. The calibration method is as follows: Slope samples with different landslide risk levels were screened using a slope engineering safety monitoring database, covering various situations such as low landslide risk (Level 1), medium landslide risk (Level 2), and high landslide risk (Level 3). Core monitoring data on landslide risk of the sample slopes were extracted (such as slope displacement rate, crack propagation rate, seepage flow and seepage turbidity, physical and mechanical parameters of soil and rock, topographic slope, geological structure, etc.), slope treatment project implementation records, and subsequent landslide monitoring results (such as landslide index). (Based on changes, instability events, etc.), different candidate threshold ranges are set. In each set of calibration experiments, the slippage level of the sample slope is classified according to the candidate threshold range. The matching degree between the classification results and the actual slope slippage risk investigation conclusions is recorded. Then, combined with slope dynamic monitoring data, the slippage index of the sample slope under different slippage risk intervention intensities is simulated. The changing trend was analyzed, and the upper and lower limits of the candidate threshold intervals were adjusted. Multiple verification experiments were conducted to record the impact of threshold interval settings on slip risk assessment and subsequent slope treatment work. For each candidate threshold interval, the collected sample monitoring data and dynamic simulation results were used as inputs. The number of times low slip risk areas were misclassified as high slip risk areas due to improper interval settings (counted as over-assessment), the number of times high slip risk areas were misclassified as low slip risk areas (counted as under-assessment), and the degree of consistency between the slip level classification results and the subsequent slope treatment effectiveness (such as slope stability improvement, treatment cost control, disaster prevention success rate, etc.) were calculated. Finally, the interval range that minimizes both over-assessment and under-assessment rates and has the highest consistency with the subsequent slope treatment effectiveness was selected as the slip threshold interval. The preferred range; In Table 1, the slip threshold range is shown in the slip index experimental data. The preferred range is defined as 0.25-0.6. Based on the judgment, <Slip index of slope A < This indicates that slope A has a moderate risk of slippage, with a slippage level of 2. Response measures include targeted reinforcement of the support structure of slope A, increasing the frequency of maintenance and inspection to once a week, identifying the types of defects (poor particle size distribution, insufficient compaction, weak interlayers, seepage channels, slope joints, etc.) and their specific distribution range, and then taking measures such as anchor bolt reinforcement, anchor cable reinforcement, shotcrete facing, adding multi-directional drainage holes, grouting to seal weak interlayers, and adjusting the excessively steep slope ratio according to the defect types. The anthropogenic disturbance analysis module assesses the degree to which anthropogenic disturbances weaken the stability of each location slope based on the slope dataset and operational dataset, and generates the corresponding disturbance index. ; Disturbance Index The calculation process is as follows: S21. Based on the slope dataset and the operation dataset, extract the airport location. Operational management data, and location Management data for all slopes within the area, with known locations. shared within Slope, slope Classified by location Within the range, denoted as ; S22, Calculate Location Construction disturbance coefficient This is used to characterize the degree of permanent disturbance to the slope during the construction period, and its value range is [value range missing]. The higher the value, the stronger the construction disturbance, as expressed below: Regarding the location Every slope inside Calculate the slopes separately compaction deviation value Slope deviation exceeding the limit The slope toe excavation rate, slope top overload rate, and vegetation damage rate are all truncated to 1 if the result exceeds 1. In the formula, Indicates location The average value of compaction deviation of all slopes within the area; In the formula, Indicates location The average value of all slope ratio deviations exceeding the limit within the area; In the formula, Indicates slope Length of the excavated section at the toe of the slope. Indicates slope Total length, Indicates slope The rate of excavation and hollowing at the toe of the slope, Indicates location Average excavation and hollowing rate of all slope toes within the area; In the formula, Indicates slope Maximum actual load capacity during the construction period at the top of the slope. Indicates slope The slope crest design allows for a maximum surcharge. Indicates slope The rate of overloading at the top of the slope Indicates location Average rate of overload at the top of all slopes within the area; In the formula, Indicates slope The area of ​​vegetation damaged due to construction. Indicates slope The rate of vegetation damage, Indicates location Average vegetation damage rate of all slopes within the area; In the formula, Represents the weight, and satisfies ; S23, Calculate Location Operational disturbance coefficient This is used to characterize the degree of cyclic disturbance to the slope caused by routine dynamic loads and human activities during the operation period, with a value range of [value range missing]. The higher the value, the stronger the operational disturbance. Its expression is as follows: All normalized index calculation results exceeding 1 are uniformly truncated to 1, and those less than 0 are uniformly set to 0; In the formula, Indicates slope Cumulative plastic strain caused by aircraft takeoff and landing, Indicates slope Upper limit of allowable plastic strain in soil Indicates location Normalized average cumulative plastic strain of all slopes; In the formula, Indicates location Maximum single-wheel load of main landing gear for domestically operated aircraft Indicates location The contact patch of the tires of domestically operated aircraft. Represents gravitational acceleration. Indicates location Average daily number of aircraft takeoffs and landings Indicates location The maximum number of aircraft takeoffs and landings allowed per day on the inner slope. This represents the runway distance correction factor (1 for distances within 50m of the runway, 0.6 for distances between 50m and 200m, and 0.2 for distances beyond 200m). Indicates location The upper limit of allowable dynamic stress in the inner slope soil. Indicates location Normalized values ​​of aircraft cyclic dynamic load within the range; In the formula, Indicates location The rated maximum load of domestic freight vehicles Indicates location Average daily freight vehicle traffic volume The correction factor for freight load is 1 (1 for passage at the top of the slope, 0.6 within 50m of the toe of the slope, 0.2 beyond 50m, and 0 for no passageway). Indicates location The maximum allowable daily cumulative load value at the top of the inner slope. Indicates location Normalized value of cargo movement within the container; In the formula, Indicates location The rated maximum load of domestic commuter vehicles Indicates location Average daily commuter traffic volume The correction factor for commuter load is 1 (1 for passage at the top of the slope, 0.6 within 50m of the toe of the slope, 0.2 beyond 50m, and 0 for no passageway). Indicates location The permissible daily cumulative load value for commuter vehicles at the crest of the inner slope. Indicates location Normalized values ​​of commuter vehicle load within the area; If location The type is flight zone. In the formula, Represents the weight, and satisfies , , Indicates flight location The operational disturbance coefficient; If location The type is terminal area. In the formula, Represents the weight, and satisfies , , Indicates the location of the terminal The operational disturbance coefficient; If location The type is freight area. In the formula, Represents the weight, and satisfies , , Indicates freight location The operational disturbance coefficient; If location The type is work area; invalid items related to aircraft are removed, and only vehicle dynamic loads are retained. In the formula, Represents the weight, and satisfies , , Indicates work location The operational disturbance coefficient; If location The type is the off-site surrounding area. In the formula, Represents the weight, and satisfies , , Indicates the location of the surrounding area outside the venue The operational disturbance coefficient; S24, Calculate Location Maintenance disturbance coefficient This value is used to characterize the degree of secondary disturbance and weakening of the slope's protective capacity caused by inadequate maintenance and illegal operations, and its range is [value range missing]. The higher the value, the stronger the maintenance disturbance and the higher the risk of protection failure. The expression is as follows: In the formula, Indicates location The number of intact slope support structures. Indicates location Total number of slope protection structures Indicates location Failure rate of slope protection structure; In the formula, Indicates location The number of leakage points in the drainage pipe network. Indicates location Total length of drainage pipe network Indicates location The maximum allowable density of leakage points in drainage pipe networks. Indicates location The normalized value of the density of leakage points in the drainage pipe network, if ,but ; In the formula, Indicates location The number of times the slope was illegally excavated. Indicates location Total number of earthmoving operations on slopes (including all earthmoving activities such as maintenance, expansion and renovation, and temporary construction). Indicates location The rate of illegal excavation; In the formula, Represents the weight, and satisfies ; S25. Based on S21-S24, calculate the location using a weighted method. Disturbance index Its expression is as follows: If location The type is flight zone. In the formula, Represents the weight, and satisfies , , Indicates flight location The disturbance index; If location The type is terminal area. In the formula, Represents the weight, and satisfies , , express Location The disturbance index; If location The type is freight area. In the formula, Represents the weight, and satisfies , , Indicates freight location The disturbance index; If location The type is workspace. In the formula, Represents the weight, and satisfies , , Indicates work location The disturbance index; If location The type is the off-site surrounding area. In the formula, Represents the weight, and satisfies , , Indicates the location of the surrounding area outside the venue The disturbance index; All types of location weights satisfy Constraints; The following are the experimental data for the disturbance index, as shown in Table 2: Table 2: Experimental Data for the Disturbance Index In Table 2, the experimental data of the disturbance index were selected from the terminal location B as the experimental target. The terminal location B only has slope a and slope b. Construction disturbance coefficient The weights are set as follows: , , , , ; Operational disturbance coefficient of terminal location The weights are set as follows: , , , ; Maintenance disturbance coefficient The weights are set as follows: , , ; Disturbance Index The weights are set as follows: , , ; The intelligent evaluation module is set with a fixed range of disturbance thresholds. Used to quickly determine the disturbance level and disturbance threshold range of a location. The calibration method is as follows: Using a slope engineering anthropogenic disturbance monitoring database, location samples of different disturbance levels were screened, covering disturbance level 1 (low degree of slope stability weakened by anthropogenic disturbance), disturbance level 2 (moderate degree of slope stability weakened by anthropogenic disturbance), and disturbance level 3 (high degree of slope stability weakened by anthropogenic disturbance). Core anthropogenic disturbance monitoring data for the sample locations were extracted (such as frequency of heavy freight vehicle traffic, load at the top of the slope, excavation depth at the toe of the slope, area of ​​vegetation damage, drainage network damage rate, and depth of soil and rock disturbance), records of anthropogenic disturbance activities and slope reinforcement treatment, and subsequent disturbance monitoring results (such as disturbance index). (Based on changes, slope instability events, etc.), different candidate threshold ranges are set. In each set of calibration experiments, the disturbance level of the sample location is classified according to the candidate threshold range. The matching degree between the classification results and the actual location disturbance risk survey conclusions is recorded. Then, combined with location dynamic monitoring data, the sample location disturbance index is simulated under different disturbance control intervention intensities. The changing trend was analyzed, and the upper and lower limits of the candidate threshold intervals were adjusted. Multiple verification experiments were conducted to record the impact of threshold interval settings on disturbance risk assessment and subsequent slope management. For each candidate threshold interval, the collected sample monitoring data and dynamic simulation results were used as inputs. The number of times low-disturbance-level areas were misclassified as high-disturbance-level areas due to improper interval settings (counted as over-assessment), the number of times high-disturbance-level areas were misclassified as low-disturbance-level areas (counted as under-assessment), and the degree of fit between the disturbance level classification results and the subsequent slope management effectiveness (such as slope stability maintenance effect, management cost control, and disturbance event prevention success rate) were calculated. Finally, the interval range that minimizes both over-assessment and under-assessment rates and has the highest degree of fit with the subsequent slope management effectiveness was selected as the disturbance threshold interval. The preferred range; In the experimental data of the disturbance index in Table 2, the disturbance threshold range The preferred range is defined as 0.2-0.5. Based on the judgment, <Disturbance index of Terminal Location B> < This indicates that the stability of the B-side slope in the terminal area has been weakened to a moderate degree by human disturbance, with a disturbance level of 2. Response measures include suspending the passage of heavy freight vehicles around the B-side slope and temporary loading operations on the top of the slope, increasing the frequency of inspections of all slopes in the B-side area to once a week, carrying out targeted repairs on the excavation and hollowing at the slope toe, the excessive loading on the top of the slope, and the damaged vegetation, and completing the treatment of leakage points in the drainage pipe network. The risk assessment module predicts the instability trend of the slope based on the environmental dataset and generates a corresponding hazard score. ; Hazard rating The evaluation process is as follows: S31. Extract airport location data based on the environmental dataset. Environmental interference data; S32, Location Harm rating The initial score is set to 0 points, with a maximum score of 12 points. Environmental risk assessments are conducted sequentially for each single factor, categorizing them into low, medium, and high risk levels, corresponding to score increments of 0, 1, and 2 points respectively. The final score is calculated by accumulating these increments to obtain the location risk level. Harm rating The process is as follows: If location If the annual cumulative rainfall is less than 800 mm, it is considered a low-risk area for rainfall, and the airport location will be... Harm rating Add 0 points; If 800mm≤location If the annual cumulative rainfall is ≤1200mm, the area is classified as a medium-risk area for rainfall, and the airport location will be... Harm rating Add 1 point; If location An area with an annual cumulative rainfall exceeding 1200 mm is classified as a high-risk rainfall area, and the airport location will be... Harm rating Add 2 points; If location If the maximum fluctuation range of the groundwater level within the year is less than 1 meter, it is determined to be a low-risk area for groundwater fluctuations, and the airport location will be... Harm rating Add 0 points; If 1m ≤ location If the maximum fluctuation range of the groundwater level within the year is ≤3m, it is determined to be a medium-risk area for groundwater fluctuation, and the airport location will be... Harm rating Add 1 point; If location If the maximum fluctuation range of the groundwater level within the year exceeds 3 meters, it is identified as a high-risk area for groundwater fluctuations, and the airport location will be... Harm rating Add 2 points; If location If the number of freeze-thaw cycles per year is less than 10, the area is classified as a low-risk area for freeze-thaw cycles, and the airport location will be... Harm rating Add 0 points; If 10 times ≤ location If the number of freeze-thaw cycles per year is ≤30, the area is classified as a medium-risk area for freeze-thaw cycles, and the airport location will be... Harm rating Add 1 point; If location If the number of freeze-thaw cycles per year exceeds 30, the area is classified as a high-risk area for freeze-thaw cycles, and the airport location will be relocated. Harm rating Add 2 points; If location If the number of days with a diurnal temperature range of ≥15℃ within the year is less than 30, it is determined to be a low-risk area for temperature differences, and the airport location will be... Harm rating Add 0 points; If 30 days ≤ location If the number of days with a diurnal temperature range of ≥15℃ within a year is ≤60 days, the area is classified as a medium-risk area for temperature differences, and the airport location will be... Harm rating Add 1 point; If location If the number of days with a diurnal temperature range of ≥15℃ exceeds 60 days within a year, it is identified as a high-risk area for temperature differences, and the airport location will be... Harm rating Add 2 points; If location If the peak ground acceleration is less than 0.49 m / s², the area is classified as a low-risk earthquake zone, and the airport location will be... Harm rating Add 0 points; If 0.49 m / s² ≤ location If the peak ground acceleration is ≤1.47 m / s², the area is classified as a medium-risk seismic zone, and the airport location will be... Harm rating Add 1 point; If location If the peak ground acceleration is greater than 1.47 m / s², the area is classified as a high-risk earthquake zone, and the airport location will be... Harm rating Add 2 points; If location If the soil moisture content is less than 20%, it is classified as a low-risk area for soil softening, and the airport location will be... Harm rating Add 0 points; If 20% ≤ Location If the soil moisture content is ≤30%, it is classified as a medium-risk area for soil softening, and the airport location will be... Harm rating Add 1 point; If location If the soil moisture content is >30%, it is identified as a high-risk area for soil softening, and the airport location will be... Harm rating Add 2 points; The following are the hazard scoring experiment data, as shown in Table 3: Table 3: Hazard Scoring Experiment Data In Table 3, the hazard scoring experimental data were used to select Terminal B as the experimental target. Terminal B only has slope a and slope b. Based on the assessment, the hazard score for terminal location B is... A score of >5 indicates that the slope of the terminal area B is affected by natural environmental disturbances and has a tendency to become unstable. Response measures include real-time monitoring of groundwater level fluctuations and soil moisture content changes, immediately notifying professional technicians to conduct a comprehensive inspection and dredging of the slope drainage network system, increasing the frequency of slope deformation monitoring during periods of frequent freeze-thaw cycles and before heavy rainfall, and promptly sealing any cracks that have appeared. The intelligent evaluation module is set with a fixed range of sliding thresholds. and disturbance threshold range Combined with the slip index and disturbance index Determine the slip level of the slope and the disturbance level of the location, and output the corresponding judgment results and response measures; The slip rating assessment process is as follows: The upper limit of the slip threshold range is denoted as The lower limit of the sliding threshold interval is denoted as ; If the slope slip index < , indicating slope The risk of landslide is low, with a landslide level of 1. Response measures include continuing the routine slope inspection plan, maintaining a monthly maintenance and inspection frequency, without requiring additional control measures. Inspections should focus on slope crack development, drainage system patency, protective structure integrity, and surrounding water catchment. Maintenance includes clearing accumulated debris from drainage ditches, repairing localized concrete spalling on the slope, and compacting loose surface soil. ≤ slope slip index ≤ , indicating slope The landslide risk is moderate, with a landslide level of 2. Response measures include targeted slope reinforcement. The support structure should be maintained and inspected more frequently, once a week. The types of defects (poor particle size distribution, insufficient compaction, weak interlayers, seepage channels, slope joints, etc.) and their specific distribution range should be clearly identified. Based on the defect type, measures such as anchor reinforcement, cable reinforcement, shotcrete facing, adding multi-directional drainage holes, grouting to seal weak interlayers, and adjusting excessively steep slopes should be implemented. If the slope... slip index > , indicating slope The risk of landslide is high, with a landslide level of 3. Response measures include immediately stopping the slope stabilization. All work within a 50-meter radius of the slope should be carried out immediately, and personnel should be notified to evacuate to a safe area. Physical isolation zones were set up within the area, and professional technicians were organized to conduct 24-hour uninterrupted real-time monitoring. The monitoring content included slope displacement rate, crack propagation speed, seepage flow and seepage turbidity. The possibility of slope instability, potential sliding range and degree of harm were assessed. Emergency risk control measures such as slope reduction and load reduction, counter-pressure toe of slope, and temporary interception and drainage were prioritized. After the slope condition was initially stabilized, a new comprehensive slope treatment and construction plan was prepared. The disturbance level assessment process is as follows: Let the upper limit of the perturbation threshold range be denoted as The lower limit of the perturbation threshold interval is denoted as ; If location Disturbance index < , indicating location The slope stability was minimally weakened by human disturbance, with a disturbance level of 1. Response measures included continuing the routine slope inspection plan, maintaining a monthly maintenance and inspection frequency, and requiring no additional control measures. ≤Location Disturbance index ≤ , indicating location The slope stability was moderately weakened by human disturbance, with a disturbance level of 2. Response measures included suspending the location. The passage of heavy freight vehicles around the slope and the temporary stacking operations at the top of the slope will affect the location. The frequency of slope inspections within the area has been increased to once a week. Targeted repairs are being carried out on areas with excavated or hollowed-out slope toes, excessive loads on slope tops, and damaged vegetation. Leakage points in the drainage network are being addressed. If the location... Disturbance index > , indicating location The slope stability is significantly weakened by human disturbance, with a disturbance level of 3. Response measures include immediate closure of the affected area. All roads surrounding the slopes and work areas are closed to all vehicles and unauthorized personnel. Professional technicians will conduct on-site inspections, develop specific slope reinforcement and emergency response plans, and arrange for 24-hour continuous real-time deformation monitoring. Disturbance index < The seal can only be gradually lifted after the technical personnel have inspected and approved the site. A method for monitoring and assessing airport slope instability includes the following steps: Step 1: By connecting GNSS monitoring receivers, deep displacement inclinometers, pore water pressure gauges, crack gauges, stress monitoring equipment and big data platforms, acquire airport slope management data, airport location operation management data and environmental disturbance data, and classify them into slope datasets, operation datasets and environmental datasets; Step 2: Based on the slope dataset and environmental dataset, assess the mechanical performance defects, hidden water hazards, and potential sliding risks of each slope, and generate the corresponding sliding index. ; Step 3: Based on the slope dataset and operational dataset, assess the degree to which human disturbance factors weaken the stability of each location slope, and generate the corresponding disturbance index. ; Step 4: Based on the environmental dataset, predict the slope instability trend and generate the corresponding hazard score. ; Step 5: Set a fixed range for the sliding threshold. and disturbance threshold range Combined with the slip index Disturbance Index and hazard score It determines the slippage level and disturbance level of the slope, as well as whether the slope is prone to instability under the influence of natural environmental disturbances, and outputs the corresponding judgment results and response measures.

[0020] In this embodiment, the integrated acquisition module constructs a multi-source heterogeneous data acquisition system, covering all dimensions of parameters such as filler characteristics, geological structure, aircraft takeoff and landing, vehicle traffic, and rainfall-freeze-thaw cycles. These parameters are then categorized into slope datasets, operational datasets, and environmental datasets, providing solid data support for early warning of slope instability. The slope assessment module constructs a quantitative assessment system that couples internal and external factors, accurately addressing the problems of traditional slope stability assessments being primarily qualitative and having limited consideration of factors. A hierarchical weighted algorithm is used to calculate the slip index. It encompasses both intrinsic core factors determining the inherent stability of slopes, such as filler gradation and compaction degree, and external key factors triggering slope instability, such as water damage and freeze-thaw cycles. It can accurately identify hidden hazards such as concealed water damage and freeze-thaw crack development. The anthropogenic disturbance analysis module constructs a quantitative assessment system for anthropogenic disturbances throughout the entire lifecycle of airport slopes, filling the industry gap where traditional assessments neglect the special characteristics of airport operations. The disturbance index... It comprehensively covers three major categories of anthropogenic factors: permanent disturbances during construction, cyclical disturbances during operation, and secondary disturbances during maintenance. It accurately quantifies the degree to which various human activities weaken slope stability. The risk assessment module constructs a standardized quantitative assessment system for natural environmental risks, along with the slip index. Disturbance Index This complements and completes the full risk assessment chain of "self-state - human disturbance - environmental trigger", and uses a multi-factor cumulative scoring method to calculate the hazard score. It can adapt to airports with different climates and geological conditions. Whether it is a rainy area in the south, a freeze-thaw region in the north, or a region prone to earthquakes, it can accurately predict the slope instability trend caused by environmental factors. The intelligent assessment module is set with a fixed range of slip thresholds. and disturbance threshold range It automatically determines the slope's slip level, location disturbance level, and environmental instability trend, and outputs differentiated and implementable response measures for different risk levels. From routine inspections and targeted reinforcement to emergency risk control, it covers the entire risk level handling process, realizes closed-loop management of the whole process, and can automatically trigger early warnings and push out handling plans, significantly improving the speed and accuracy of emergency response to airport slope instability.

[0021] The threshold is set to facilitate comparison. The size of the threshold depends on the amount of sample data and the number of bases set by those skilled in the art for each set of sample data; as long as it does not affect the ratio between the parameter and the quantized value, it is acceptable.

[0022] The above formulas are all derived from software simulation using a large amount of data, and are selected to be close to the actual values. The coefficients in the formulas are set by those skilled in the art according to the actual situation. The above description is only a preferred embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the protection scope of the present invention.

Claims

1. An airport slope instability monitoring and assessment system, characterized in that: It includes a comprehensive data acquisition module, a slope assessment module, a human disturbance analysis module, a risk assessment module, and an intelligent assessment module; The integrated acquisition module connects to a GNSS monitoring receiver, a deep displacement inclinometer, a pore water pressure gauge, a crack gauge, stress monitoring equipment, and a big data platform to acquire airport slope management data, airport location operation management data, and environmental disturbance data, and classifies them into slope datasets, operation datasets, and environmental datasets. The slope assessment module evaluates the mechanical performance defects, hidden water hazards, and potential slippage risks of each slope based on the slope dataset and environmental dataset, and generates a corresponding slippage index. ; The anthropogenic disturbance analysis module assesses the degree to which anthropogenic disturbance factors weaken the stability of each location slope based on the slope dataset and the operational dataset, and generates a corresponding disturbance index. ; The risk assessment module predicts the instability trend of the slope based on the environmental dataset and generates a corresponding hazard score. ; The intelligent evaluation module is set with a fixed range of sliding thresholds. and disturbance threshold range Combined with the slip index and disturbance index Determine the slip level of the slope and the disturbance level of the location, and output the corresponding judgment results and response measures; The hazard rating A score of ≥5 indicates that the slope is affected by natural environmental disturbances and is showing signs of instability. Response measures include real-time monitoring of groundwater level fluctuations and soil moisture content changes, immediately notifying professional technicians to conduct a comprehensive inspection and dredging of the slope drainage network system, increasing the frequency of slope deformation monitoring during periods of frequent freeze-thaw cycles and before heavy rainfall, and promptly sealing any existing cracks.

2. The airport slope instability monitoring and assessment system according to claim 1, characterized in that: The slope dataset includes, for each slope, filler particle size, filler compaction degree, shear strength of soil and rock mass, total mass of unfavorable soil and rock mass, total mass of soil and rock mass, joint dip angle, slope angle, cumulative thickness of interconnected weak interlayers within the slope, slope height, actual length of the connected section of the potential slip surface, total length of the potential slip surface, slope ratio, height of the connected free face, number of fault fracture zones traversed within the slope, hydraulic gradient, effective stress of soil and rock mass, cumulative freeze-thaw deformation within the year, cumulative total area of ​​cracks on the slope surface, total area of ​​the slope surface, length of the excavated section at the slope toe, total length, actual maximum load during the construction period at the slope top, area of ​​vegetation damaged due to construction, and cumulative plastic strain caused by aircraft take-off and landing.

3. The airport slope instability monitoring and assessment system according to claim 2, characterized in that: The operational dataset includes the type of each location, the maximum single wheel load of the main landing gear of the operating aircraft, the tire contact area of ​​the operating aircraft, the average number of aircraft takeoffs and landings per day, the maximum rated load of a single cargo vehicle, the average daily cargo vehicle traffic, the maximum rated load of a single commuter vehicle, the average daily commuter vehicle traffic, the number of intact slope support structures, the total number of slope support structures, the number of drainage network leakage points, the total length of the drainage network, the number of times illegal slope excavation has occurred, and the total number of times slope earthmoving operations have been carried out. The location types include flight area, terminal area, cargo area, work area, and surrounding area outside the site.

4. The airport slope instability monitoring and assessment system according to claim 3, characterized in that: The environmental dataset includes the annual cumulative rainfall, the maximum annual fluctuation of groundwater level, the annual number of freeze-thaw cycles, the number of days with a diurnal temperature range ≥15℃, the peak ground acceleration, and the soil moisture content for each location.

5. The airport slope instability monitoring and assessment system according to claim 4, characterized in that: The slip index The calculation process is as follows: S11. Extract airport slope data based on the slope dataset and environmental dataset. Management data and environmental interference data; S12, Calculate the slope Rock and soil defect coefficient ; S13, Calculate the slope Geological structure defect coefficient ; S14. Calculate the slope Slope topography defect coefficient ; S15, Calculate the slope Hidden water hazard defect coefficient ; S16. Calculate the slope Freeze-thaw cycle defect coefficient ; S17, Calculate the slope Temperature difference weathering defect coefficient ; S18, Calculate slope Earthquake impact value ; S19. Based on S11-S18, calculate the slope using a weighted method. slip index .

6. The airport slope instability monitoring and assessment system according to claim 5, characterized in that: The disturbance index The calculation process is as follows: S21. Based on the slope dataset and the operation dataset, extract the airport location. Operational management data, and location Management data for all slopes within the area, with known locations. shared within Slope, slope Classified by location Within the range, denoted as ; S22, Calculate Location Construction disturbance coefficient ; S23, Calculate Location Operational disturbance coefficient ; S24, Calculate Location Maintenance disturbance coefficient ; S25. Based on S21-S24, calculate the location using a weighted method. Disturbance index .

7. The airport slope instability monitoring and assessment system according to claim 6, characterized in that: The hazard rating The evaluation process is as follows: S31. Extract airport location data based on the environmental dataset. Environmental interference data; S32, Location Harm rating The initial score is set to 0 points, with a maximum score of 12 points. Environmental risk assessments are conducted sequentially for each single factor, categorizing them into low, medium, and high risk levels, corresponding to score increments of 0, 1, and 2 points respectively. The final score is calculated by accumulating these increments to obtain the location risk level. Harm rating The process is as follows: If location If the annual cumulative rainfall is less than 800 mm, it is considered a low-risk area for rainfall, and the airport location will be... Harm rating Add 0 points; If 800mm≤location If the annual cumulative rainfall is ≤1200mm, the area is classified as a medium-risk area for rainfall, and the airport location will be... Harm rating Add 1 point; If location An area with an annual cumulative rainfall exceeding 1200 mm is classified as a high-risk rainfall area, and the airport location will be... Harm rating Add 2 points; If location If the maximum fluctuation range of the groundwater level within the year is less than 1 meter, it is determined to be a low-risk area for groundwater fluctuations, and the airport location will be... Harm rating Add 0 points; If 1m ≤ location If the maximum fluctuation range of the groundwater level within the year is ≤3m, it is determined to be a medium-risk area for groundwater fluctuation, and the airport location will be... Harm rating Add 1 point; If location If the maximum fluctuation range of the groundwater level within the year exceeds 3 meters, it is identified as a high-risk area for groundwater fluctuations, and the airport location will be... Harm rating Add 2 points; If location If the number of freeze-thaw cycles per year is less than 10, the area is classified as a low-risk area for freeze-thaw cycles, and the airport location will be... Harm rating Add 0 points; If 10 times ≤ location If the number of freeze-thaw cycles per year is ≤30, the area is classified as a medium-risk area for freeze-thaw cycles, and the airport location will be... Harm rating Add 1 point; If location If the number of freeze-thaw cycles per year exceeds 30, the area is classified as a high-risk area for freeze-thaw cycles, and the airport location will be relocated. Harm rating Add 2 points; If location If the number of days with a diurnal temperature range of ≥15℃ within the year is less than 30, it is determined to be a low-risk area for temperature differences, and the airport location will be... Harm rating Add 0 points; If 30 days ≤ location If the number of days with a diurnal temperature range of ≥15℃ within a year is ≤60 days, the area is classified as a medium-risk area for temperature differences, and the airport location will be... Harm rating Add 1 point; If location If the number of days with a diurnal temperature range of ≥15℃ exceeds 60 days within a year, it is identified as a high-risk area for temperature differences, and the airport location will be... Harm rating Add 2 points; If location If the peak ground acceleration is less than 0.49 m / s², the area is classified as a low-risk earthquake zone, and the airport location will be... Harm rating Add 0 points; If 0.49 m / s² ≤ location If the peak ground acceleration is ≤1.47 m / s², the area is classified as a medium-risk seismic zone, and the airport location will be... Harm rating Add 1 point; If location If the peak ground acceleration is greater than 1.47 m / s², the area is classified as a high-risk earthquake zone, and the airport location will be... Harm rating Add 2 points; If location If the soil moisture content is less than 20%, it is classified as a low-risk area for soil softening, and the airport location will be... Harm rating Add 0 points; If 20% ≤ Location If the soil moisture content is ≤30%, it is classified as a medium-risk area for soil softening, and the airport location will be... Harm rating Add 1 point; If location If the soil moisture content is >30%, it is identified as a high-risk area for soil softening, and the airport location will be... Harm rating Add 2 points.

8. The airport slope instability monitoring and assessment system according to claim 7, characterized in that: The slippage level assessment process is as follows: The upper limit of the slip threshold range is denoted as The lower limit of the sliding threshold interval is denoted as ; If the slope slip index < , indicating slope The risk of landslide is low, with a landslide level of 1. Response measures include continuing the routine slope inspection plan, maintaining a monthly maintenance and inspection frequency, and no additional control measures are required. ≤ slope slip index ≤ , indicating slope The landslide risk is moderate, with a landslide level of 2. Response measures include targeted slope reinforcement. The support structure should be maintained and inspected more frequently, up to once a week, if the slope slip index > , indicating slope The risk of landslide is high, with a landslide level of 3. Response measures include immediately stopping the slope stabilization. All work within a 50-meter radius of the slope should be carried out immediately, and personnel should be notified to evacuate to a safe area. Physical isolation zones were set up within the area, and professional technicians were organized to conduct 24-hour uninterrupted real-time monitoring to assess the possibility of slope instability, potential sliding range and degree of harm. Emergency control measures were prioritized, and after the slope condition was initially stabilized, a new comprehensive slope treatment and construction plan was prepared.

9. The airport slope instability monitoring and assessment system according to claim 8, characterized in that: The disturbance level assessment process is as follows: Let the upper limit of the perturbation threshold range be denoted as The lower limit of the perturbation threshold interval is denoted as ; If location Disturbance index < , indicating location The slope stability was minimally weakened by human disturbance, with a disturbance level of 1. Response measures included continuing the routine slope inspection plan, maintaining a monthly maintenance and inspection frequency, and requiring no additional control measures. ≤Location Disturbance index ≤ , indicating location The slope stability was moderately weakened by human disturbance, with a disturbance level of 2. Response measures included suspending the location. The passage of heavy freight vehicles around the slope and the temporary stacking operations at the top of the slope will affect the location. The frequency of slope inspections within the area has been increased to once a week. Targeted repairs are being carried out on areas with excavated or hollowed-out slope toes, excessive loads on slope tops, and damaged vegetation. Leakage points in the drainage network are being addressed. If the location... Disturbance index > , indicating location The slope stability is significantly weakened by human disturbance, with a disturbance level of 3. Response measures include immediate closure of the affected area. All roads surrounding the slopes and work areas are closed to all vehicles and unauthorized personnel. Professional technicians will conduct on-site inspections, develop specific slope reinforcement and emergency response plans, and arrange for 24-hour continuous real-time deformation monitoring. Disturbance index < The area can only be gradually unsealed after passing on-site inspection by technical personnel.

10. A method for monitoring and assessing airport slope instability, applied to an airport slope instability monitoring and assessment system as described in any one of claims 1-9, characterized in that, Includes the following steps: Step 1: By connecting GNSS monitoring receivers, deep displacement inclinometers, pore water pressure gauges, crack gauges, stress monitoring equipment and big data platforms, acquire airport slope management data, airport location operation management data and environmental disturbance data, and classify them into slope datasets, operation datasets and environmental datasets; Step 2: Based on the slope dataset and environmental dataset, assess the mechanical performance defects, hidden water hazards, and potential sliding risks of each slope, and generate the corresponding sliding index. ; Step 3: Based on the slope dataset and operational dataset, assess the degree to which human disturbance factors weaken the stability of each location slope, and generate the corresponding disturbance index. ; Step 4: Based on the environmental dataset, predict the slope instability trend and generate the corresponding hazard score. ; Step 5: Set a fixed range for the sliding threshold. and disturbance threshold range Combined with the slip index Disturbance Index and hazard score It determines the slippage level and disturbance level of the slope, as well as whether the slope is prone to instability under the influence of natural environmental disturbances, and outputs the corresponding judgment results and response measures.

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