A method for integrated technology of airport clearance obstacle measurement patrol supervision

Abstract

The present application belongs to the technical field of airport clearance measurement supervision, and proposes a method of airport clearance obstacle measurement patrol supervision integration technology. The present application replaces the traditional RTK, total station and level multi-device combination mode through the integrated design and Bluetooth communication mechanism of the handheld GNSS mobile terminal and laser range finder, and gets rid of the field efficiency bottleneck caused by the heavy equipment and frequent station setting. The initial clearance restriction surface vector data is automatically generated in the GIS environment based on the ICAO Annex 14 standard parameters, avoiding the geometric deviation caused by manual contrast drawing, and ensuring the compliance and accuracy of the restriction surface modeling. Through the construction of spatial overlay analysis and penetration value automatic calculation mechanism, the real-time linkage barrier between the measurement data and the restriction surface data is broken down, and the reading deviation and loss risk caused by manual transcription data are eliminated.

Description

Technical Field

[0001] This invention relates to the field of airport airspace measurement and supervision technology, and in particular to a method for integrated technology of airport airspace obstacle measurement, inspection and supervision. Background Technology

[0002] Airport airspace protection zones are specific airspace designated to ensure the safety of aircraft takeoff, landing, and go-around. The height of obstacles within these zones must strictly adhere to Annex XIV of the International Civil Aviation Organization (ICAO) and related flight procedure standards. Airspace conditions directly impact flight safety and operational efficiency; any obstacle exceeding the restricted area can trigger flight conflicts, restrict airport operational standards, or even lead to safety accidents. Therefore, regularly conducting high-precision measurements and compliance assessments of obstacles such as natural hills, buildings, and construction cranes within the airspace protection zone is a core aspect of airport safety operation management and a mandatory requirement for implementing civil aviation regulations.

[0003] Currently, traditional airspace obstacle measurement mainly relies on a combination of equipment such as RTK, total station, and level. During the measurement process, data such as horizontal distance, azimuth, vertical distance, and ground elevation must be manually read and recorded. This data is then imported into CAD or GIS software for manual calculation and drawing. This method is not only inefficient due to the bulky equipment and cumbersome station setup, but more seriously, manual recording and subsequent transcription are prone to introducing reading deviations or data loss. Furthermore, the drawing of restriction surfaces requires manual comparison with standard parameters, making it difficult to guarantee complete geometric accuracy in accordance with ICAO standards. In addition, because measurement data and restriction surface data cannot be linked in real time, the assessment phase requires manual interpretation of the spatial relationship between obstacles and restriction surfaces on drawings. This not only suffers from the subjectivity of visual interpretation and unclear boundary definitions, but also fails to provide immediate assessment results on-site, resulting in a delayed assessment process that cannot meet the efficient and accurate airspace management requirements of modern airports. Although existing technologies include UAV aerial surveying and BIM-based management systems, the former is limited by airspace control and lacks sufficient elevation accuracy, while the latter faces the dilemma of high modeling costs and difficulty in dealing with temporary obstacle detection. Neither can fundamentally solve the technical problems of low automation, data fragmentation, and poor real-time performance in the existing measurement and evaluation process. Summary of the Invention

[0004] Therefore, one objective of this invention is to propose a method for integrated measurement, inspection and supervision of airport airspace obstacles, in order to solve the problems mentioned in the background art and overcome the shortcomings of the prior art.

[0005] To achieve the above objectives, the present invention provides a method for integrated technology of airport airspace obstacle measurement, inspection, and supervision, comprising: S1: Based on the airport runway parameters, generate initial airspace restriction surface vector data containing multiple airspace restriction surface vectors in the GIS software using parameterization. S2: The sloped area in the initial clearance limit surface vector data is subdivided and cut at intervals of 1m change in the limit height to generate several subdivided height limit areas with unique limit height attribute values, and a clearance limit surface dataset is constructed. S3: Establish a communication connection between the handheld GNSS mobile terminal and the laser rangefinder via Bluetooth, and preset a fixed offset between the phase center of the handheld GNSS mobile terminal antenna and the transmission center of the laser rangefinder. S4: Obtain the station coordinates and ground elevation using a handheld GNSS mobile terminal, and simultaneously obtain the horizontal distance to the obstacle under test using a laser rangefinder. Vertical distance and azimuth And timestamp matching is used to ensure the spatiotemporal consistency of the data; S5: Correct the station coordinates using the fixed offset to obtain the ground projection coordinates of the laser emission center; based on the ground projection coordinates and laser ranging data, calculate the planar coordinates and elevation of the top of the obstacle using a spatial geometric model; S6: Spatially superimpose the planar coordinates of the top of the obstacle with the data set of the clearance restriction surface. When the planar coordinates of the top of the obstacle fall within the boundary buffer of two adjacent subdivided height restriction areas, extract the restriction height attribute value of the adjacent areas and perform bilinear interpolation to obtain the precise restriction height at that coordinate point. When the planar coordinates of the top of the obstacle do not fall within the boundary buffer zone, the height restriction attribute value of the unique subdivided height restriction area where the coordinate point is located is directly retrieved as the precise height restriction; S7: Calculate the difference between the top elevation of the obstacle and the precise height limit as the penetration value; classify the risk level based on the penetration value.

[0006] Preferably, in step S1, the plurality of clearance limiting surface vectors include an approach surface, a transition surface, an inner horizontal surface, a conical surface, and a takeoff and climb surface.

[0007] Preferably, in step S2, before subdividing the cut at 1m intervals according to the height limit, the following is also included: Calculate the spatial topological relationship between any two adjacent subdivided height-limited zones, and identify and handle the following three cases based on the calculation results: (1) When the overlapping area of ​​two adjacent areas is greater than zero, extract the restriction height attribute values ​​of the two areas, and select the higher value as the unified restriction height of the overlapping area based on the principle of prioritizing airspace safety. (2) When the boundary distance between two adjacent regions is greater than zero and less than the preset spatial tolerance threshold, it is determined to be a micro gap; the micro gap is filled by constructing a bridging surface, and the higher limit height attribute of the adjacent regions is assigned to the bridging surface; (3) When the deviation between the boundary line of the restricted surface adjacent to the runway and the preset runway buffer zone boundary line exceeds the spatial tolerance threshold, the boundary of the restricted surface is geometrically fitted and the coordinates are corrected based on the runway buffer zone boundary line.

[0008] Preferably, the geometric fitting and coordinate correction of the boundary of the constraint surface includes: Using the preset runway buffer zone boundary line as the fitting reference, discrete sampling points on the boundary line to be corrected adjacent to the restrictive surface of the runway are extracted. The discrete sampling points are linearly fitted based on the least squares criterion to obtain the fitted boundary line. While maintaining the design slope and height gradient of the limiting surface in accordance with the ICAO Annex XIV standard, the planar coordinates of the fitted boundary line are adjusted so that the deviation between the corrected boundary line and the runway buffer zone boundary line is less than or equal to the spatial tolerance threshold.

[0009] Preferably, in step S5, the fixed offset is used. GNSS station coordinates After correction, the ground projection coordinates of the laser emission center are obtained. The corrected formula is: ; ; ; Using the ground projection coordinates of the laser emission center Using the origin as the reference point, and combining it with the horizontal distance obtained from the laser rangefinder... Vertical distance and azimuth The planar coordinates and elevation of the top of the obstacle are obtained by solving the problem. The solution formula is as follows: ; ; ; in, For the coordinates of the measuring station, For a fixed offset, Here are the ground projection coordinates of the laser emission center. It is the azimuth angle. Let the coordinates of the top of the obstacle be in planar coordinates. This represents the elevation of the top of the obstacle.

[0010] Preferably, in step S6, the specific process of bilinear interpolation calculation is as follows: extract the limit height of the adjacent first subdivision region and the limit height of the second subdivision region, calculate the distance weighting coefficient of the obstacle plane coordinates from the boundary, and calculate the precise limit height using a formula.

[0011] Preferably, in step S7, classifying the risk level based on the penetration value includes: If the penetration value is greater than 0, it is a dangerous area; If the height restriction is 90% < penetration value ≤ 0, then it is a warning zone; If the penetration value is less than or equal to 90% of the height limit, it is considered a safe zone.

[0012] Preferably, the method further includes: Step S8, Data Verification: When the data deviation of three consecutive measurements of the same obstacle exceeds 5%, a re-measurement command is triggered; Step S9, Inspection and Supervision Closed Loop: In response to the judgment result being a dangerous area or a warning area, control the handheld GNSS mobile terminal to collect on-site images of obstacles, and encapsulate the on-site images, coordinates, penetration values ​​and risk levels into an alarm data packet, which is then uploaded to the airport airspace management and supervision platform in real time via wireless network; Step S10, Report and Map Output: After the assessment is completed, an assessment report containing obstacle attribute information, penetration status and penetration value is automatically generated. At the same time, a remote sensing image thematic map with obstacle locations and risk level color classifications is generated.

[0013] Preferably, in step S2, a slope information field is added to the attribute table of the subdivided height restriction area; after the determination in step S7, if it is determined to be a dangerous area, the software automatically retrieves the slope information of the area, combines the obstacle type to predict the penetration trend after future growth or expansion, and incorporates the trend analysis into the evaluation report.

[0014] Preferably, the assessment report generated in step S10 can be exported as PDF and Excel formats, and the thematic map can be exported as Shp and Kml formats. The exported data retains the obstacle penetration value attribute field and risk level classification field.

[0015] Compared with the prior art, the advantages and beneficial effects of the present invention are as follows: This invention, through the integrated design of a handheld GNSS mobile terminal and a laser rangefinder, and the Bluetooth communication mechanism, replaces the traditional multi-device combination mode of RTK, total station, and level, thus overcoming the bottleneck of field efficiency caused by bulky equipment and frequent station setups. By parametrically and automatically generating initial clearance limit surface vector data in the GIS environment based on ICAO Annex XIV standard parameters, it avoids geometric deviations caused by manual drawing comparisons, ensuring the compliance and accuracy of limit surface modeling. Furthermore, by constructing a spatial overlay analysis and automatic penetration value calculation mechanism, it establishes real-time linkage between measurement data and limit surface data. This invention eliminates the risk of reading deviations and data loss caused by manual transcription of data, while replacing the outdated method of visual interpretation on drawings. It also eliminates assessment errors caused by subjective factors and unclear boundary definitions, enabling real-time on-site measurement and evaluation processes and shortening the response cycle from measurement to decision-making. Compared with UAV aerial surveying subject to airspace control and expensive BIM systems, this invention solves the problem of high-frequency inspection of dynamic obstacles such as temporary construction tower cranes and fast-growing trees with extremely low hardware costs and flexible mobility, improving the automation level and real-time monitoring capabilities of airport airspace management.

[0016] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a flowchart of some steps in a method for integrated measurement, inspection, and supervision of airport airspace obstacles according to an embodiment of the present invention. Figure 2 This is a flowchart illustrating the overall steps of a method for integrating airport airspace obstacle measurement, inspection, and monitoring according to an embodiment of the present invention. Detailed Implementation

[0018] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0019] like Figure 1 As shown, this invention provides a method for integrated technology of airport airspace obstacle measurement, inspection, and supervision, comprising: S1: Based on the airport runway parameters, generate initial airspace restriction surface vector data containing multiple airspace restriction surface vectors in the GIS software using parameterization.

[0020] Furthermore, in step S1, the plurality of clearance limiting surface vectors include an approach surface, a transition surface, an inner horizontal surface, a conical surface, and a takeoff climb surface.

[0021] Specifically, based on ICAO Annex XIV standards and airport clearance reference heights, and combined with airport runway parameters and types, a clearance limitation surface vector layer is drawn in GIS software. The clearance limitation surface vector layer includes approach surface, transition surface, inner horizontal surface, conical surface, and takeoff climb surface, etc.

[0022] Understandably, when drawing the clearance limit surface vector in GIS software, it is necessary to strictly follow the dimensions, slope and other parameters of each limit surface specified in Annex XIV of the ICAO standard.

[0023] S2: The sloped area in the initial clearance limit surface vector data is subdivided into several subdivided height limit areas with unique height limit attribute values ​​by dividing the limit height into several subdivided height limit areas at intervals of 1m each, thus constructing the clearance limit surface dataset.

[0024] For sloped restricted surfaces, the height restriction area is subdivided into sections with a 1m change in height restriction. In the attribute table of the net clearance restricted surface vector data, "height restriction" and "restricted surface" information are added to the subdivided height restriction areas.

[0025] In the attribute table of the clearance limit surface vector data, the information added for the height restriction area subdivided by the slope limit surface also includes the slope information of the area.

[0026] It is understood that the division of the height restriction area into limits based on a 1m change in height is merely an example. For instance, the height restriction area could also be divided into limits based on a 2m change in height, or a 0.5m change in height. In other words, any division of the height restriction area based on a certain distance as the limit of height change is within the scope of protection of this invention.

[0027] Furthermore, in step S2, before subdividing the cut at 1m intervals according to the limit height, the following steps are also included: Calculate the spatial topological relationship between any two adjacent subdivided height-limited zones, and identify and handle the following three cases based on the calculation results: (1) When the overlapping area of ​​two adjacent areas is greater than zero, extract the limit height attribute values ​​of the two areas, select the higher value as the unified limit height of the overlapping area according to the principle of prioritizing airspace safety, and merge the boundary to eliminate redundant geometry; (2) When the boundary distance between two adjacent regions is greater than zero and less than the preset spatial tolerance threshold, it is determined to be a micro gap; the micro gap is filled by constructing a bridging surface, and the higher limit height attribute of the adjacent regions is assigned to the bridging surface to achieve continuous seamless splicing of the regions; (3) When the deviation between the boundary line of the restricted surface adjacent to the runway and the preset runway buffer zone boundary line exceeds the spatial tolerance threshold, the boundary of the restricted surface is geometrically fitted and the coordinates are corrected based on the runway buffer zone boundary line, while maintaining the design slope and height limit gradient of the restricted surface in accordance with ICAO Annex XIV.

[0028] Furthermore, the geometric fitting and coordinate correction of the constraint surface boundary includes: Using the preset runway buffer zone boundary line as the fitting reference, discrete sampling points on the boundary line to be corrected adjacent to the restrictive surface of the runway are extracted. The discrete sampling points are linearly fitted based on the least squares criterion to obtain the fitted boundary line. While maintaining the design slope and height gradient of the limiting surface in accordance with the ICAO Annex XIV standard, the planar coordinates of the fitted boundary line are adjusted so that the deviation between the corrected boundary line and the runway buffer zone boundary line is less than or equal to the spatial tolerance threshold.

[0029] In one embodiment, for any two adjacent subdivided height restriction zones , ( ), and detect and handle overlaps and gaps as follows: (1) Overlap detection and repair: Determine the region and region Does the intersection area exist? ; in, The integration domain, i.e., the region and region The overlapping area As an indicator function, when the plane coordinates It also belongs to the region and region If the value is 1, otherwise the value is 0. Judgment area and region There are overlapping areas (intersection area), and the area is extracted during repair. and region Limiting height value and Take the maximum of the two. Overlapping areas and regions and region The overall attribute is uniformly assigned a value. Remove duplicate boundaries in overlapping areas and merge them into a single continuous surface feature.

[0030] (2) Gap detection and repair: Calculation area and region Minimum Euclidean distance to the boundary: ; in, and They are respectively regions and region The set of boundary points, For a two-dimensional Euclidean norm, They are the boundaries and boundaries any point on, if , The preset spatial tolerance threshold is set to a value no greater than the planar positioning accuracy of the handheld GNSS mobile terminal; in this embodiment, it is set to 5cm, and the determination area is... and region There are micro-gaps between them, which are connected during repair. upper distance The nearest endpoint and upper distance The nearest endpoint Generate bridging surfaces Its height limit value is taken as , will the region bridging surface and region Merge into continuous, seamless surface features.

[0031] For all restricted surfaces adjacent to the runway rise and fall zone, the following methods should be used to detect and address boundary misalignment issues: (3) Boundary overlap detection and repair: Extract the boundary line of the limiting surface on the side closest to the runway: ; in, The runway buffer zone boundary line (parallel lines 75m from each side of the runway centerline). The Euclidean distance from a point to a line; calculate and Hausdorff distance (deviation): ; like The determination is that the boundary of the limiting surface does not coincide with the boundary of the runway buffer zone; during repair, it is determined that... Based on, for Perform affine transformation fitting, and All boundary points projected to Keeping the design slope and height gradient of the restricted surface in accordance with the ICAO Annex XIV standard parameters unchanged, the vertex coordinates of the restricted surface are recalculated after correction; After the correction is completed, if there are micro gaps between the limiting surface and other adjacent limiting surfaces caused by the coordinate adjustment, bridge and fill them according to the aforementioned gap detection and repair rules.

[0032] After completing the above processing, initial clearance limit surface vector data with consistent topology, no overlap and no gaps are constructed, ensuring that any plane coordinate can uniquely match a subdivided height limit area.

[0033] Existing clearance modeling methods often neglect topological consistency at the intersection of complex curved surfaces such as approach surfaces and transition surfaces, leading to micro-gaps or overlaps, which are particularly noticeable after subdivision, causing spatial superposition to return null values ​​or value conflicts. This invention forces topological operations to be performed before subdivision, and identifies geometric defects through overlap detection and repair, gap detection and repair, and boundary coincidence detection and repair. It also uses attribute fusion and bridging surface filling to ensure that the coordinates of any obstacle after 1m subdivision can be uniquely matched to an effective subdivision height restriction area, eliminating the evaluation blind spots caused by poor surface splicing in traditional methods, and improving the completeness and reliability of clearance evaluation results.

[0034] S3: Establish a communication connection between the handheld GNSS mobile terminal and the laser rangefinder via Bluetooth, and preset a fixed offset between the phase center of the handheld GNSS mobile terminal antenna and the transmission center of the laser rangefinder.

[0035] Furthermore, it also includes steps to test the stability of Bluetooth connection and data transmission. The test environment includes mountainous areas, densely populated urban areas with high-rise buildings, and electromagnetic interference areas around airports. The test content includes connection establishment time, number of connection interruptions and recovery time, and ensures the accuracy of data transmission between the handheld GNSS mobile terminal and the laser rangefinder.

[0036] In one embodiment, in actual use, the laser rangefinder is clipped onto the top / side of the GNSS handheld device via a dedicated bracket, or is rigidly fixed as a whole by screws. This is a rigid fixed connection, and the relative position of the two will not change during the measurement process. Therefore, the fixed offset only needs to be calibrated once before leaving the factory, or manually calibrated once before use. After that, all measurements can directly call this pre-stored value, without the need to recalibrate for each measurement.

[0037] The preset fixed offset The constant is determined through a precise on-site calibration. The calibration process requires establishing at least three forced centering control points arranged in a triangle on an open, hardened surface, and the three-dimensional coordinates of each control point (…) It has been obtained through high-precision measurement.

[0038] Maintaining the rigid connection between the handheld GNSS mobile terminal and the laser rangefinder, position the device above the control point and adjust its horizontal orientation. Change the true north azimuth angle of the device's head by rotating the handheld terminal. (Collect at least 3 sets of distinct azimuth angle data, with an inter-set angle greater than 30°). In each set: first, obtain the fixed solution coordinates of the GNSS antenna phase center ( Secondly, control the laser rangefinder to precisely aim at the center of the control point to obtain the horizontal distance. Vertical distance .

[0039] Based on the principle of spatial geometric constraints, an observation equation system is established: the known coordinates of the control points should be equal to the GNSS antenna coordinates after rotation and translation via the boom vector, plus the laser ranging vector. The least squares method is used to adjust and solve this overdetermined equation system, finding the fixed offset that minimizes the sum of squared residuals of all observation equations. .

[0040] In one embodiment, to ensure that the calibration accuracy meets the clearance measurement requirements, the root mean square error (RMSE) of the calibration residual needs to be calculated. If this error is greater than a preset accuracy threshold (e.g., 5 mm), the calibration is deemed a failure and the measurement is repeated; if the calibration is successful, the obtained fixed offset is... This fixed offset is stored as a fixed parameter for the equipment. Unless the equipment suffers a severe impact or the connecting bracket is replaced, this fixed offset remains unchanged in all subsequent field measurement operations and can be directly recalled.

[0041] S4: Obtain the station coordinates and ground elevation using a handheld GNSS mobile terminal, and simultaneously obtain the horizontal distance to the obstacle under test using a laser rangefinder. Vertical distance and azimuth Furthermore, timestamp matching is used to ensure the spatiotemporal consistency of the data.

[0042] S5: Correct the station coordinates using the fixed offset to obtain the ground projection coordinates of the laser emission center; based on the ground projection coordinates and laser ranging data, calculate the planar coordinates and elevation of the top of the obstacle using a spatial geometric model.

[0043] Furthermore, in step S5, the fixed offset is used. GNSS station coordinates After correction, the ground projection coordinates of the laser emission center are obtained. The corrected formula is: ; ; ; Using the ground projection coordinates of the laser emission center Using the origin as the reference point, and combining it with the horizontal distance obtained from the laser rangefinder... Vertical distance and azimuth The planar coordinates and elevation of the top of the obstacle are obtained by solving the problem. The solution formula is as follows: ; ; ; in, For the coordinates of the measuring station, For a fixed offset, Here are the ground projection coordinates of the laser emission center. It is the azimuth angle. Let the coordinates of the top of the obstacle be in planar coordinates. This represents the elevation of the top of the obstacle.

[0044] In traditional clearance assessments using continuous formulas to calculate height limits, centimeter-level planar measurement errors are usually negligible. However, in the "1m interval subdivision" scenario implemented in this invention, this error is amplified geometrically. Specifically, after subdivision, the originally continuous slope surface is discretized into countless "steps" with an arithmetic progression of 1m height, and there are strict mathematical boundaries between adjacent subdivision height limit areas. When the GNSS station coordinates, without arm correction (i.e., using the fixed offset to correct the station coordinates), have a systematic offset of 2-3cm, the planar projection point of the obstacle's top is very likely to "jump" from its current subdivision area to another adjacent subdivision area. Since the height limits of adjacent areas are fixed at 1m, this small deviation in planar position will directly affect the read... The attribute value undergoes a step jump of 1m. This "boundary jump effect" caused by the coupling of discretization modeling and measurement error does not exist in traditional coarse-precision evaluation.

[0045] Therefore, this invention uses a fixed offset obtained by least squares calibration to rigidly correct the station coordinates before coordinate calculation. In particular, after performing 1m interval subdivision cutting, this invention eliminates the systematic deviation caused by equipment integration, ensuring that the obstacle projection coordinates can accurately fall into the corresponding subdivision height restriction area, and avoiding 1m level height restriction misjudgment caused by centimeter-level planar error.

[0046] S6: Spatially superimpose the planar coordinates of the top of the obstacle with the clearance restriction surface dataset. When the planar coordinates of the top of the obstacle fall within the boundary buffer of two adjacent subdivided height restriction areas, extract the restriction height attribute values ​​of the adjacent areas and perform bilinear interpolation calculation to obtain the precise restriction height at that coordinate point.

[0047] When the planar coordinates of the top of the obstacle do not fall within the boundary buffer zone, the height restriction attribute value of the unique subdivision height restriction area where the coordinate point is located is directly retrieved as the precise height restriction.

[0048] Furthermore, in step S6, the specific process of bilinear interpolation calculation is as follows: extract the limit height of the adjacent first subdivision region and the limit height of the second subdivision region, calculate the distance weight coefficient of the obstacle plane coordinates from the boundary, and calculate the precise limit height through the formula.

[0049] Specifically, when it is determined that the planar coordinates of an obstacle fall within the common boundary buffer zone between adjacent first and second subdivision regions, the restricted height of the first subdivision region is extracted. Restricted height of the second subdivision area And calculate the shortest Euclidean distance from the obstacle coordinates to the common boundary. Specifically, iterate through each line segment of the common boundary and find the nearest point for each line segment according to the projection parameter t. Take the minimum distance obtained among all line segments as... The distance weighting coefficient is obtained by normalizing the buffer zone width (5cm). The precise limiting height at that point is calculated using a linear transition formula: ; like Then, based on spatial overlay, the limit height of the subdivided region is directly read as the precise limit height.

[0050] Understandably, a boundary buffer zone refers to a manually defined strip of tolerance area surrounding the common boundary of adjacent subdivided height restriction zones. Its width (set to 5cm) is no greater than the planar positioning accuracy of a handheld GNSS mobile terminal. This buffer zone is used to accommodate GNSS measurement errors and computer floating-point calculation errors, ensuring that when the coordinates of an obstacle fall near the boundary due to minor errors, a smooth transition can be achieved through bilinear interpolation algorithms, avoiding a 1m height restriction jump caused by hard attribution.

[0051] In the geometric calculation kernel of traditional GIS spatial overlay analysis, computers use double-precision floating-point numbers to store coordinates. Because binary cannot perfectly map to decimal fractions, a coordinate with a theoretical value of 1000.000000m may be stored as 999.999999999m or 1000.000000001m in the computer. After executing the "1m interval subdivision cutting" of this invention, the originally continuous slope surface is forcibly discretized into stepped planes with a tolerance of 1m. Strict integer value boundaries exist between adjacent subdivision regions (such as the 1000m line and the 1001m line). When the planar coordinates of an obstacle happen to fall near this theoretical boundary, floating-point errors can cause the point to be instantaneously determined to be at a position of "999.999…" (belonging to the 1000m height restriction zone), and then instantaneously (or due to different software calculation order) at a position of "1000.000…1" (belonging to the 1001m height restriction zone). This "boundary jitter" caused by the superposition of discrete mathematical characteristics of computers and the 1m hard cutting rule directly causes the read limit height value to jump back and forth between adjacent areas, resulting in a step error of 1m. The bilinear interpolation algorithm introduced in this invention calculates the weight by capturing this tiny coordinate offset, and smooths the discrete "step" again, thereby suppressing the risk of 1m-level misjudgment caused by floating point error.

[0052] S7: Calculate the difference between the top elevation of the obstacle and the precise height limit as the penetration value; classify the risk level based on the penetration value.

[0053] Furthermore, in step S7, classifying the risk level based on the penetration value includes: If the penetration value is greater than 0, it is a dangerous area; If the height restriction is 90% < penetration value ≤ 0, then it is a warning zone; If the penetration value is less than or equal to 90% of the height limit, it is considered a safe zone.

[0054] like Figure 2 As shown, further, the method also includes: Step S8, Data Verification: When the data deviation of three consecutive measurements of the same obstacle exceeds 5%, a re-measurement command is triggered; Step S9, Inspection and Supervision Closed Loop: In response to the judgment result being a dangerous area or a warning area, control the handheld GNSS mobile terminal to collect on-site images of obstacles, and encapsulate the on-site images, coordinates, penetration values ​​and risk levels into an alarm data packet, which is then uploaded to the airport airspace management and supervision platform in real time via wireless network; Step S10, Report and Map Output: After the assessment is completed, an assessment report containing obstacle attribute information, penetration status, and penetration value is automatically generated. At the same time, a thematic map of remote sensing imagery with obstacle locations and risk level color grading is generated. In step S8, the data from three consecutive measurements of the same obstacle refers to the raw observation dataset collected three times consecutively, including at least the horizontal and vertical distances obtained by the laser rangefinder and the ground elevation obtained by the handheld GNSS mobile terminal.

[0055] The data deviation is determined by calculating the percentage relative deviation of each set of observations: first, the range (difference between the maximum and minimum values) of three measurements of the same parameter is calculated; then, the ratio of this range to the average of the three measurements is calculated. If the relative deviation of any of the horizontal distance, vertical distance, or ground elevation exceeds 5%, it is determined that there is a gross error in the measurement process, and the measurement is repeated until the relative deviation of all three measurements is within 5%. Only then is the set of data adopted for subsequent coordinate calculation and penetration value calculation. This mechanism effectively eliminates random errors in field operations and ensures a high degree of consistency in the input data.

[0056] Furthermore, in step S2, a slope information field is added to the attribute table of the subdivided height restriction area; after the determination in step S7, if it is determined to be a dangerous area, the slope information of the area is automatically retrieved, and the penetration trend after future growth or expansion is predicted in combination with the obstacle type, and the trend analysis is included in the evaluation report.

[0057] Furthermore, the assessment report generated in step S10 can be exported as PDF and Excel formats, and the thematic map can be exported as Shp and Kml formats. The exported data retains the obstacle penetration value attribute field and risk level classification field.

[0058] Compared with the prior art, the present invention also has the following advantages: This invention combines ICAO standard parameters with GIS parametric modeling. After generating initial clearance limit surface vector data, it introduces a topology check and repair mechanism. It identifies overlapping surface features by calculating the area of ​​overlapping regions, identifies micro-gap by calculating the minimum Euclidean distance between boundaries, and identifies boundary deviation by calculating the Hausdorff distance between the boundary line and the runway buffer zone boundary line. It also specifically employs attribute fusion, bridging surface filling, and least squares fitting correction to solve the defects of existing technologies, such as low accuracy of manually drawn restriction surfaces, micro-gap between regions, and overlapping, which lead to empty or incorrect attribute values ​​in spatial overlay analysis. This ensures that the planar coordinates of any obstacle can be uniquely matched to the subdivided height restriction area, thus building a reliable underlying data foundation for subsequent high-precision assessment.

[0059] By subdividing the sloped restricted surface into 1m height limit intervals in GIS software, subdivided height limit areas with unique height limit attribute values ​​are generated. Combined with bilinear interpolation algorithm to process the coordinate points within the boundary buffer, this solves the problems of low efficiency caused by traditional clearance assessment relying on manual formula calculation or coarse GIS query, as well as the problem of 1m-level height limit jumps caused by floating-point calculation errors when obstacles fall on the subdivided boundaries. This achieves a leap from coarse screening to sub-meter-level accurate measurement.

[0060] By presetting the fixed arm offset between the handheld GNSS mobile terminal and the laser rangefinder, and calibrating this constant based on multi-point azimuth observation and least squares adjustment, the station coordinates are corrected by arm offset before coordinate calculation. This eliminates the systematic plane offset caused by hardware integration, solves the measurement error introduced by ignoring the non-coincidence of the antenna phase center and the laser emission center in polar coordinate method measurement, and especially ensures that small plane offsets in high-precision 1m subdivision scenarios will not cause obstacles to be judged to fall into the wrong height restriction zone.

[0061] By establishing a real-time wireless network interaction mechanism between handheld terminals and the monitoring platform, when a dangerous or warning area is identified, the system automatically associates on-site images, coordinates, and penetration values ​​into an alarm data packet and uploads it, triggering a re-measurement instruction and work order dispatch process. This solves the shortcomings of the traditional measurement and assessment process being lagging behind and the inability to synchronize alarm information to management departments and control towers in real time, achieving a seamless closed loop from the discovery of hidden dangers in the field to the coordinated handling in the office.

[0062] By adding a slope information field to the attribute table of subdivided height restriction areas, and automatically predicting the penetration trend after future growth or expansion when an area is determined to be dangerous, the shortcomings of existing technologies that can only assess the current state but cannot predict the risk of dynamic obstacle evolution are overcome, providing data support for the long-term management and preventive maintenance of airport airspace.

[0063] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0064] It will be readily understood by those skilled in the art that this invention includes any combination of the inventive description and specific embodiments outlined in the foregoing specification, as well as the various parts shown in the accompanying drawings. Due to space limitations and for the sake of brevity, not all of these combinations have been described in detail. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

[0065] Although embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention without departing from the principles and spirit of the invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A method for integrated technology of measuring, inspecting, and monitoring airport airspace obstacles, characterized in that, include: S1: Based on the airport runway parameters, parameterize and generate initial airspace restriction surface vector data containing multiple airspace restriction surface vectors in GIS software; S2: The sloped area in the initial clearance limit surface vector data is subdivided and cut at intervals of 1m change in the limit height to generate several subdivided height limit areas with unique limit height attribute values, and a clearance limit surface dataset is constructed. S3: Establish a communication connection between the handheld GNSS mobile terminal and the laser rangefinder via Bluetooth, and preset a fixed offset between the phase center of the handheld GNSS mobile terminal antenna and the transmission center of the laser rangefinder. S4: Obtain the station coordinates and ground elevation using a handheld GNSS mobile terminal, and simultaneously obtain the horizontal distance to the obstacle under test using a laser rangefinder. Vertical distance and azimuth And timestamp matching is used to ensure the spatiotemporal consistency of the data; S5: Correct the station coordinates using the fixed offset to obtain the ground projection coordinates of the laser emission center; based on the ground projection coordinates and laser ranging data, calculate the planar coordinates and elevation of the top of the obstacle using a spatial geometric model; S6: Spatially superimpose the planar coordinates of the top of the obstacle with the data set of the clearance restriction surface. When the planar coordinates of the top of the obstacle fall within the boundary buffer of two adjacent subdivided height restriction areas, extract the restriction height attribute value of the adjacent areas and perform bilinear interpolation to obtain the precise restriction height at that coordinate point. When the planar coordinates of the top of the obstacle do not fall within the boundary buffer zone, the height restriction attribute value of the unique subdivided height restriction area where the coordinate point is located is directly retrieved as the precise height restriction; S7: Calculate the difference between the top elevation of the obstacle and the precise height limit as the penetration value; classify the risk level based on the penetration value.

2. The method of integrated airport airspace obstacle measurement, inspection and supervision technology as described in claim 1, characterized in that, In step S1, the plurality of clearance limiting surface vectors include the approach surface, transition surface, inner horizontal surface, conical surface, and takeoff climb surface.

3. The method of integrated airport airspace obstacle measurement, inspection and supervision technology as described in claim 1, characterized in that, In step S2, before subdividing the cut at 1m intervals according to the height limit, the following is also included: Calculate the spatial topological relationship between any two adjacent subdivided height-limited zones, and identify and handle the following three cases based on the calculation results: (1) When the overlapping area of ​​two adjacent areas is greater than zero, extract the restriction height attribute values ​​of the two areas, and select the higher value as the unified restriction height of the overlapping area based on the principle of prioritizing airspace safety. (2) When the boundary distance between two adjacent regions is greater than zero and less than the preset spatial tolerance threshold, it is determined to be a micro gap; the micro gap is filled by constructing a bridging surface, and the higher limit height attribute of the adjacent regions is assigned to the bridging surface; (3) When the deviation between the boundary line of the restricted surface adjacent to the runway and the preset runway buffer zone boundary line exceeds the spatial tolerance threshold, the boundary of the restricted surface is geometrically fitted and the coordinates are corrected based on the runway buffer zone boundary line.

4. The method of integrated airport airspace obstacle measurement, inspection and supervision technology as described in claim 3, characterized in that, The geometric fitting and coordinate correction of the boundary of the constraint surface includes: Using the preset runway buffer zone boundary line as the fitting reference, discrete sampling points on the boundary line to be corrected adjacent to the restrictive surface of the runway are extracted. The discrete sampling points are linearly fitted based on the least squares criterion to obtain the fitted boundary line. While maintaining the design slope and height gradient of the limiting surface in accordance with the ICAO Annex XIV standard, the planar coordinates of the fitted boundary line are adjusted so that the deviation between the corrected boundary line and the runway buffer zone boundary line is less than or equal to the spatial tolerance threshold.

5. The method of integrated airport airspace obstacle measurement, inspection and supervision technology as described in claim 1, characterized in that, In step S5, the fixed offset is used. GNSS station coordinates After correction, the ground projection coordinates of the laser emission center are obtained. The corrected formula is: ； ； ； Using the ground projection coordinates of the laser emission center Using the origin as the reference point, and combining it with the horizontal distance obtained from the laser rangefinder... Vertical distance and azimuth The planar coordinates and elevation of the top of the obstacle are obtained by solving the problem. The solution formula is as follows: ； ； ； in, For the coordinates of the measuring station, For a fixed offset, Here are the ground projection coordinates of the laser emission center. It is the azimuth angle. Let the coordinates of the top of the obstacle be in planar coordinates. This represents the elevation of the top of the obstacle.

6. The method of integrated airport airspace obstacle measurement, inspection and supervision technology as described in claim 1, characterized in that, In step S6, the specific process of bilinear interpolation calculation is as follows: extract the limit height of the adjacent first subdivision region and the limit height of the second subdivision region, calculate the distance weight coefficient of the obstacle plane coordinates from the boundary, and calculate the precise limit height through the formula.

7. The method of integrated airport airspace obstacle measurement, inspection and supervision technology as described in claim 1, characterized in that, In step S7, classifying risk levels based on penetration values ​​includes: If the penetration value is greater than 0, it is a dangerous area; If the height restriction is 90% < penetration value ≤ 0, then it is a warning zone; If the penetration value is less than or equal to 90% of the height limit, it is considered a safe zone.

8. The method of integrated airport airspace obstacle measurement, inspection and supervision technology as described in claim 1, characterized in that, Also includes: Step S8, Data Verification: When the data deviation of three consecutive measurements of the same obstacle exceeds 5%, a re-measurement command is triggered; Step S9, Inspection and Supervision Closed Loop: In response to the judgment result being a dangerous area or a warning area, control the handheld GNSS mobile terminal to collect on-site images of obstacles, and encapsulate the on-site images, coordinates, penetration values ​​and risk levels into an alarm data packet, which is then uploaded to the airport airspace management and supervision platform in real time via wireless network; Step S10, Report and Map Output: After the assessment is completed, an assessment report containing obstacle attribute information, penetration status and penetration value is automatically generated. At the same time, a remote sensing image thematic map with obstacle locations and risk level color classifications is generated.

9. The method of integrated airport airspace obstacle measurement, inspection and supervision technology as described in claim 1, characterized in that, In step S2, a slope information field is added to the attribute table of the subdivided height restriction area; after the determination in step S7, if it is determined to be a dangerous area, the slope information of the area is automatically retrieved, and the penetration trend after future growth or expansion is predicted in combination with the obstacle type, and the trend analysis is included in the evaluation report.

10. The method of integrated airport airspace obstacle measurement, inspection and supervision technology as described in claim 8, characterized in that, The assessment report generated in step S10 can be exported as PDF and Excel formats, and the thematic map can be exported as Shp and Kml formats. The exported data retains the obstacle penetration value attribute field and risk level classification field.

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