A coupling risk constraint type intelligent intensive design and modular construction method and system for plateau mountainous low-altitude take-off and landing facilities

Abstract

The application discloses a kind of plateau mountain area low altitude take-off and landing facilities oriented coupling risk constraint type intelligent intensive design and modular construction method and system, data is registered to uniform grid;Calculate freeze-thaw-wind and snow coupling risk index and include suitable index, optimize landing node under constraint;Interference risk constraint landing core area and compact layout of shared service zone under the joint action of following wash flow and crosswind;Freeze-thaw cycle cost and unapproachable maintenance cost are included in modular component matching;Combining earthwork disturbance and constructible time window organization assembly construction;Through digital twin model, check construction deviation and output correction instruction, use operation data back to standard evaluation and maintenance parameter.The application is constrained throughout the whole process of site, layout, module and construction operation and maintenance by plateau mountain area specific freeze-thaw, wind and snow, transportation and limited flat ground, which can reduce land occupation and earthwork disturbance, and improve construction executability under short construction window.

Description

Technical Field

[0001] This invention relates to the field of low-altitude economic infrastructure construction technology, specifically to an intelligent construction method and system for low-altitude take-off and landing facilities in plateau and mountainous areas. Specifically, this application integrates intelligent site selection and multi-objective optimization technology, prefabricated modular construction technology, digital twin construction monitoring technology, and parameter inversion and updating technology based on operation and maintenance data. It is particularly suitable for plateau and mountainous scenarios characterized by fragmented terrain, scarce flat land, significant freeze-thaw and wind / snow coupling effects, short construction windows, and limited transportation organization. Background Technology

[0002] Low-altitude takeoff and landing (LAT) facilities serve as ground nodes for the operation of UAVs, eVTOL aircraft, small general aviation vehicles, and emergency rescue aircraft. They typically need to simultaneously perform functions such as takeoff and landing, temporary parking, charging and battery swapping, navigation and communication, weather monitoring, fire and rescue, operation and maintenance support, and dispatch management. In plains areas, these functions can be easily achieved through large-area deployment. However, in high-altitude mountainous regions, the construction of LLT facilities faces a series of stringent and interconnected constraints: Natural geographical and ecological constraints: The sites are mostly located on steep slopes, canyons, or ridges with large gradients, and suitable natural flat land is extremely scarce. At the same time, the regions are often located in seismically active zones, landslide and collapse-prone areas, and permafrost / seasonal freeze-thaw zones, resulting in poor foundation stability. In addition, sensitive areas such as ecological protection red lines, water source areas, and basic grasslands are widely distributed, further narrowing the range of available land for construction.

[0003] Severe weather and operational safety constraints: High-altitude mountainous areas experience frequent strong crosswinds, gusts, and gales, accompanied by heavy snowfall, snow accumulation and icing, dense fog, and low visibility. The freeze-thaw cycle and wind-snow interaction exacerbate each other (freeze-thaw weakens foundation strength, while snowmelt intensifies freeze-thaw depth), rendering conventional drainage and foundation treatment methods ineffective. Furthermore, within limited flat terrain, functions such as takeoff and landing, charging, firefighting, and maintenance must be highly centralized; however, the coupling of crosswinds from the canyon with the aircraft's downwash creates complex airflow interference, increasing takeoff and landing risks.

[0004] Construction and transportation constraints: Roads in high-altitude mountainous areas are of low grade and generally have problems such as width restrictions (usually ≤2.2m), fresh weight, steep slopes, and small turning radii, making it difficult for large construction machinery and prefabricated components to enter the site. At the same time, the annual window of construction time that meets the requirements for wind speed, precipitation, temperature, and visibility is extremely short (often less than 4 months), making traditional cast-in-place or large-scale prefabricated construction methods impossible.

[0005] Faced with these multiple constraints, the traditional construction model of "first finding flat land, then expanding the site, and finally deploying equipment" has the following inherent defects: Site selection is based on experience: It relies primarily on slope and clearance for manual judgment, failing to quantify factors such as geological hazards, freeze-thaw / snowstorm coupling effects, ecological avoidance, and transportation accessibility into the site suitability evaluation. This leads to serious problems being exposed at the selected sites during construction or operation and maintenance. Functional layout is decentralized: To avoid interference from takeoff and landing airflow and safety risks, charging / swapping, warehousing, fire protection, and operation and maintenance functional areas are typically separated. However, this is impossible in high-altitude mountainous areas where flat land is scarce, and forced compact layouts lack scientific methods for quantifying interference. Structural components are non-standardized: On-site design and casting for different sites is time-consuming and cannot adapt to repeated settlement and deformation caused by freeze-thaw cycles, resulting in extremely high maintenance costs. Construction verification is delayed: There is a lack of a closed-loop mechanism to continuously verify the construction status using on-site data and feed it back into design parameters. Deviations are often only discovered after completion, leading to huge rectification costs.

[0006] Therefore, there is an urgent need for an intelligent and intensive design and construction method that can systematically solve the problems of "difficult construction and expensive operation and maintenance" of low-altitude take-off and landing facilities in plateau and mountainous areas. This method should unify site selection, facility layout, component design, construction organization, and operation and maintenance feedback within the same technical chain, so as to achieve efficient utilization of limited flat land, significant reduction of earthwork disturbance, and highly reliable construction under short construction windows. Summary of the Invention

[0007] The purpose of this invention is to provide a coupled risk-constrained intelligent intensive design and modular construction method and system for low-altitude take-off and landing facilities in plateau and mountainous areas, addressing the aforementioned problems.

[0008] The technical solution of the present invention is as follows: A coupled risk-constrained intelligent intensive design and modular construction method for low-altitude take-off and landing facilities in plateau and mountainous areas includes the following steps: Establish digital topography, airspace clearance, geological hazards, freeze-thaw cycles, wind and snow weather, ecological land use, road transportation, power and communication, and operational requirements data for candidate areas, and register them to a unified coordinate grid. For each candidate lattice element Extract multi-source constraint features and calculate freeze-thaw-wind-snow coupling risk indicators. It is used as a risk-class normalized indicator for suitability assessment; According to the suitability index Calculate the suitability of each grid cell and determine the optimal take-off and landing nodes under constraints of slope, geological disaster risk, clearance, and ecological avoidance. ; Based on the target aircraft model, functional units for takeoff and landing, charging and battery swapping, fire and rescue, communications and meteorology, operation and maintenance, and dispatch are generated, and the risk of downwash-crosswind interference is calculated. and based on the overall layout effect With the goal of maximizing efficiency, a compact, overlapping layout is achieved that isolates the takeoff and landing core area from the shared service zone. Select components from the modular component library to combine them, where maintenance costs are considered. and based on comprehensive costs Minimize the optimal module combination for the objective ; Based on earthwork disturbance and the construction window defined by wind speed, precipitation, temperature, and visibility. Determine the transportation batches and assembly sequences; Establish a digital twin construction verification model and use on-site observation values ​​according to... Correct the platform's settlement, load-bearing capacity, clearance, and wind and snow conditions, and output correction commands; The records of settlement, readjustment, de-icing, energy consumption, malfunctions, and inaccessibility after commissioning will be used to update the suitability evaluation weights and module maintenance cost parameters.

[0009] By unifying the constraints of slope, geological hazards, freeze-thaw cycles, wind and snow, airspace clearance, ecology, and transportation in high-altitude mountainous areas into a suitability index, site selection is transformed from experience-based judgment into quantifiable and verifiable engineering decisions, thus solving the problem of relying solely on experience in site selection. Through a compact layout constrained by downwash and crosswind interference risks, the coupling contradiction between the scarcity of flat land and operational safety is resolved, ensuring that functional overlap within limited flat land does not come at the expense of aircraft safety. By incorporating freeze-thaw cycle readjustment costs and non-accessible maintenance costs into module selection, the problem of non-standardized components is addressed, allowing module combinations to prioritize long-term operation and maintenance needs in high-altitude mountainous areas. Digital twin status correction and operation and maintenance feedback address the problem of delayed construction verification, forming a closed loop of design-construction-operation and maintenance-design.

[0010] Furthermore, the freeze-thaw-snowstorm coupled risk index middle, , and Normalize to 0 to 1. and The non-negative amplification factor is determined by local historical monitoring data, field tests, or sensitivity analysis.

[0011] By normalizing the data, indicators with different dimensions can be used in the evaluation in a unified manner, thus avoiding the dominance of a single indicator in the site selection results.

[0012] Furthermore, the risk of downwash-crosswind interference. middle, Determined by manufacturer data, test data, or flow field simulation results of the target low-altitude vehicle. The safe distance and relative position between the energy fire-fighting compartment, personnel passage area, shared control compartment and emergency support area and the take-off and landing core area are determined.

[0013] Furthermore, the updated suitability evaluation weights and module maintenance cost parameters include: based on post-commissioning settlement, support readjustment times, de-icing times, maintenance hours, and days when site access is unavailable, using a Bayesian update method or a recursive estimation method to... , , , , The bids are submitted and used for subsequent suitability assessments of take-off and landing facilities and selection of module combinations.

[0014] The measured data from settlement, readjustment, and de-icing after commissioning are used to update key parameters, continuously improving the accuracy of suitability assessments and the rationality of module matching for subsequent nodes. As the number of nodes increases, the parameters gradually converge to the true physical laws, and the construction and maintenance costs of subsequent nodes can be reduced by 10% to 20%, forming a knowledge accumulation effect that becomes more accurate with use.

[0015] Furthermore, the preferred take-off and landing node Satisfying Constraint Model: ,in For slope, For comprehensive geological disaster risk, To the degree of clearance satisfaction, This represents the distance from the candidate point to the ecological protection boundary.

[0016] Using four hard constraints—slope, geological hazards, airspace clearance, and ecology—as screening criteria, we ensure that sites that meet basic safety requirements are selected, thus avoiding unacceptable risks from being exposed during the construction or operation and maintenance phases.

[0017] Furthermore, the constructable time window ,in The average wind speed at a height of 10m. Rainfall intensity, The lowest temperature, Visibility.

[0018] Quantifying construction conditions into a calculable set makes construction planning more data-driven and avoids wasted time or safety risks caused by relying on experience-based estimations. By linking with weather forecasts, highly sensitive operations such as hoisting and fine-tuning can be scheduled in a concentrated manner during the construction window, improving the utilization rate of the effective construction window.

[0019] Furthermore, the digital twin construction verification model receives observation data from settlement gauges, inclinometers, anemometers, temperature and humidity sensors, snow depth gauges, load monitoring devices, or video recognition equipment, and calculates the data according to the platform's load-bearing safety factor. Verify structural safety.

[0020] Real-time data from multiple sensors is fused into a digital twin model, enabling continuous monitoring of key parameters such as settlement, tilt angle, and wind and snow loads. The bearing safety factor (SF) serves as a real-time judgment indicator. When the model determines that local settlement of the platform, slope displacement, or clearance obstacles are approaching the threshold, it automatically outputs instructions for support leveling, construction suspension, or clearance clearance removal to avoid rework.

[0021] Furthermore, the modular component library includes adjustable micropile foundations, precast pile caps, adjustable supports, lightweight platform slabs, drainage and de-icing modules, slope protection modules, energy storage and charging modules, communication and navigation modules, and fire safety modules. The number of freeze-thaw cycles is expected within the design period. This refers to the number of days that are expected to be inaccessible due to snow accumulation, icing, road closures, or high-altitude weather conditions.

[0022] Furthermore, the intensive and integrated layout includes a takeoff and landing core area, a shared service zone, an energy and fire protection compartment, a shared control compartment, an operation and maintenance spare parts compartment, and a rescue and support compartment, and isolates the approach and departure flow lines of low-altitude aircraft, the personnel and maintenance flow lines, and the equipment and energy flow lines from each other; the grid size of the unified coordinate grid is 5m×5m to 30m×30m.

[0023] This application also includes a coupled risk-constrained intelligent intensive design and modular construction system for low-altitude take-off and landing facilities in plateau and mountainous areas, realizing a coupled risk-constrained intelligent intensive design and modular construction method for low-altitude take-off and landing facilities in plateau and mountainous areas, including: The data fusion module establishes digital terrain, airspace clearance, geological disasters, freeze-thaw cycles, wind and snow weather, ecological land use, road transportation, power and communication, and operational requirements data for candidate areas, and registers them to a unified coordinate grid. The risk calculation module is coupled to perform calculations on each candidate cell. Extracting multi-source constraint features, calculating freeze-thaw-wind-snow coupling risk indicators based on freeze-thaw sensitivity and wind-snow effects. Furthermore, the coupled risk index is used as one of the normalized evaluation indicators for risk categories; The suitability assessment and site boundary solution module is based on the suitability index. Calculate the suitability of each candidate lattice element, and determine the optimal take-off and landing node under constraints of slope, geological disaster risk, airspace clearance, and ecological avoidance. And the boundaries that can be constructed; Wash The crosswind interference layout optimization module generates functional units for takeoff and landing, charging and battery swapping, fire and rescue, communication and meteorology, operation and maintenance, and dispatching based on the target aircraft type and mission requirements, addressing the downwash-crosswind interference risks of the layout scheme. Calculations are performed, and the overall utility of the layout is considered. A compact, overlapping layout that maximizes the isolation between the shared service zone and the takeoff and landing core area; The module matching module for freeze-thaw maintenance cost correction selects module combinations from the modular component library with the goal of minimizing the overall cost, based on site freeze-thaw conditions, road transport restrictions and design loads. The maintenance cost includes freeze-thaw cycle readjustment cost and non-access maintenance cost. The construction window and assembly sequence optimization module determines the transportation batches, hoisting routes and assembly sequences based on the earthwork disturbance volume corresponding to the platform elevation and the feasible construction time window limited by wind speed, precipitation, temperature and visibility. The digital twin construction verification module establishes a digital twin construction verification model, uses on-site observation values ​​to correct the platform's settlement, load-bearing capacity, clearance, and wind and snow effects, and outputs correction commands. The operation and maintenance parameter update module uses the settlement, readjustment, de-icing, energy consumption, fault and non-access records after commissioning to update the suitability evaluation weight and module maintenance cost parameters.

[0024] Compared with existing technologies, the advantages of this invention are: By unifying the constraints of slope, geological disasters, freeze-thaw cycles, wind and snow, airspace, ecology, and transportation in plateau and mountainous areas into a suitability index, site selection is transformed from experience-based judgment into a quantifiable and verifiable engineering decision.

[0025] By combining functions and designing shared service zones, take-off and landing, charging, emergency response, operation and maintenance and dispatch functions are arranged in a composite manner within a limited flat area, which improves the functional carrying capacity of unit land area and reduces new land occupation and slope excavation.

[0026] With its modular component library and adjustable foundation, the platform can adapt to different slopes, freeze-thaw depths, and transportation conditions, reducing on-site wet work and large-scale leveling projects.

[0027] By jointly optimizing the construction window, transportation batches, and assembly sequence, we can adapt to the realities of short weather windows and limited road transportation in plateau and mountainous areas.

[0028] By using digital twin construction verification and operation and maintenance feedback, measured data such as settlement, wind and snow, load and usage frequency can be continuously fed back into the design parameters, improving the reliability and replicability of subsequent node construction. Attached Figure Description

[0029] Figure 1 This is a flowchart of the method described in this application.

[0030] Figure 2 This is the multi-source constraint-driven suitability evaluation and intelligent site selection diagram of this application.

[0031] Figure 3 This is a schematic diagram of the integrated layout of the take-off and landing facilities in this application.

[0032] Figure 4 This is a flowchart illustrating the modular component library and prefabricated construction process of this application.

[0033] Figure 5 This is a closed-loop diagram of digital twin construction verification and operation and maintenance feedback for this application. Detailed Implementation

[0034] It should be noted that relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0035] The features and performance of the present invention will be further described in detail below with reference to embodiments.

[0036] Existing technologies primarily focus on single aspects such as helipad construction, general site selection, or general intelligent construction management, lacking specialized methods for low-altitude take-off and landing facilities in high-altitude and mountainous areas. More importantly, the construction constraints in high-altitude and mountainous regions are not isolated but exhibit strongly coupled and mutually reinforcing technical characteristics: (1) Freeze-thaw-snow coupling: Freeze-thaw action reduces the strength of soil and rock and the stability of the foundation. Repeated snow accumulation, snow melting and strong wind blowing will further aggravate the depth and frequency of freeze-thaw cycles. The superposition of the two is not a simple linear addition, but produces a nonlinear amplification effect, which leads to the rapid failure of conventional foundation and drainage designs.

[0037] (2) Scarcity of flat land - coupling of operational safety: The limited amount of flat land available for construction forces functions such as take-off and landing, charging, fire protection, and operation and maintenance to be highly concentrated. However, mountainous areas are often accompanied by crosswinds in the valleys. The combined effect of strong crosswinds and aircraft downwash will generate complex airflow interference, increasing the risk of take-off and landing. Although the traditional decentralized layout can reduce interference, it cannot be implemented in mountainous areas.

[0038] (3) Coupling of transportation constraints and construction window: Narrow roads, width and weight restrictions, and high altitudes lead to a decrease in mechanical efficiency, making large components and on-site casting infeasible; at the same time, the meteorological window in mountainous areas is extremely short (the period when wind speed, precipitation, low temperature, visibility, etc. simultaneously meet the construction conditions is rare), further compressing transportation and assembly time. The two restrict each other, causing traditional construction organization to completely fail.

[0039] Therefore, a systematic intelligent construction method is needed that can simultaneously solve the aforementioned multiple coupled constraints, rather than optimizing each stage independently. This invention is a holistic solution proposed specifically for the "coupling problem" unique to high-altitude mountainous areas.

[0040] Please see Figure 1-5 A coupled risk-constrained intelligent intensive design and modular construction method for low-altitude take-off and landing facilities in plateau and mountainous areas, such as... Figure 1 As shown, it includes the following steps: Establish a data foundation for constraining the construction of low-altitude take-off and landing facilities in plateau and mountainous areas. Acquire DEM or oblique photogrammetric point cloud data, geological disaster and freezing data, slope and aspect, land cover, wind speed and direction, snowfall and precipitation, ecological protection boundaries, road transportation conditions, power and communication conditions, low-altitude operation clearance and service radius requirements for candidate areas, and register the above data to a unified coordinate grid.

[0041] like Figure 2 As shown, suitability evaluation features for candidate grid cells are constructed. For each candidate grid cell, the following parameters are extracted: slope, geological disaster risk, freeze-thaw sensitivity, crosswind risk, snow and ice impact, airspace conflict, ecological avoidance distance, road transportation cost, power and communication access cost, and target service demand intensity. Based on freeze-thaw sensitivity and wind and snow effects, a freeze-thaw-wind-snow coupling risk index is calculated. Furthermore, the dimensions of each indicator were standardized and the reliability was corrected.

[0042] Specifically, for each candidate lattice element Extracting multi-source constraint features, calculating freeze-thaw-wind-snow coupling risk indicators based on freeze-thaw sensitivity and wind-snow effects. Furthermore, the coupled risk indicator is used as one of the normalized evaluation indicators for risk categories.

[0043] The formula for calculating the suitability evaluation characteristics of candidate lattice cells is:

[0044] , in, Candidate lattice At any moment or statistical period Multi-source constrained feature vectors within; For candidate grid cell numbering, it is recommended that the grid size be between 10m×10m and 30m×30m, and for complex mountainous areas, the density can be increased to [missing information]. ; Desirable , , Or seasonal statistical cycles. This indicates a combination of slope or aspect, derived from DEM, oblique photogrammetric point cloud, or measured terrain. The physical value of the slope ranges from 0° to 90°, and areas with a slope of no more than 8° to 15° should be prioritized during the initial screening. Indicates geological disaster risk. The values ​​represent freeze-thaw sensitivity, and both are derived from engineering geological surveys, geological disaster zoning, and data on permafrost or freeze-thaw depth. After normalization, they are taken as 0 to 1. This indicates the influence of crosswinds, gusts, canyon winds, or wind shear, originating from meteorological stations, on-site micrometeorological monitoring, or numerical wind fields, and is normalized to a value between 0 and 1. It indicates the degree of clearance satisfaction and can take the values ​​of 0 / 1 or a continuous value from 0 to 1, which are derived from obstacle mapping, clearance verification and low-altitude operation requirements. Indicates ecological and land use suitability. Indicates road transport accessibility, Indicates the power supply and communication access conditions. The data represent the intensity of service demand, derived from data on land use, ecological red lines, roads and bridges, power and communications, and low-altitude operation missions.

[0045] Freeze-thaw-snowstorm coupling risk indicators The calculation formula is:

[0046] in, Candidate lattice In the statistical period The freeze-thaw-snowstorm coupling risk value within the region is used as one of the risk class normalization indicators; The values ​​for freeze-thaw sensitivity are derived from freeze-thaw depth, soil moisture content, and freeze-thaw cycle statistics. The wind field influence is derived from on-site micrometeorological or numerical wind field data. The amount of impact from snow accumulation, icing, or blowing snow is derived from meteorological data and field records. and It is a non-negative amplification factor, which can be calibrated based on local historical monitoring or experiments. When historical data is unavailable, an initial sensitivity analysis range of 0.2 to 1.0 can be used. Using this coupling index can avoid underestimating freeze-thaw and snowstorm factors, thus preventing the selection of unstable sites during the construction or operation and maintenance periods.

[0047] Site boundaries are determined based on multi-constraint suitability indices. Freeze-thaw / wind-snowfall coupled risk indicators are also used. As a risk-based normalized evaluation indicator, it is incorporated into the suitability index. Cells that do not meet constraints related to slope, clearance, ecology, geological hazards, and transportation are removed. The buildable boundary and optimal take-off and landing nodes are obtained by maximizing the suitability index. Specifically: according to the suitability index... Calculate the suitability of each candidate lattice element, and determine the optimal take-off and landing node under constraints of slope, geological disaster risk, airspace clearance, and ecological avoidance. And the boundaries that can be constructed.

[0048] The formula for calculating the suitability index is: , in, For grid element The site suitability index is such that a higher value indicates a more suitable site for construction. The number of indicators involved in the evaluation; For the first The weights for each evaluation indicator should ideally be between 0 and 1. ; For the first For each indicator, the normalized appropriate score is recommended to be between 0 and 1. , , The penalty coefficients for excavation disturbance, ecological disturbance, and transportation organization can be set to values ​​ranging from 0 to 1, or converted to a uniform dimension based on project costs. The cost of site leveling, excavation, or filling disturbance comes from the difference between the DEM and the design elevation. The costs of ecological avoidance or restoration stem from ecological management boundaries and restoration measures. Transportation organization costs are derived from road grade, width and weight restrictions, gradient, turning radius, and transportation distance.

[0049] The constraint model for the preferred take-off and landing nodes is as follows: , in, To optimize take-off and landing nodes; For the set of candidate lattice elements; For slope or equivalent construction slope, The allowable slope threshold is determined by the target aircraft type, platform structure, and site leveling method. For comprehensive geological disaster risk, The acceptable risk threshold is derived from the conclusions of geological hazard risk assessment and engineering investigation; )=1 indicates that the airspace conditions meet the requirements for approach, departure, and emergency landing of the target aircraft type; The distance from the candidate site to the ecological protection boundary, sensitive water body, protected vegetation, or sensitive residential areas. The minimum avoidance distance is determined by the project land use approval, ecological control requirements, and environmental impact assessment.

[0050] A facility functional requirements list is generated based on the target aircraft type and operational tasks. This list should include at least the following: landing pad, temporary parking spaces, charging / swapping and energy storage, fire protection and emergency rescue, dispatch and control, communication and navigation, meteorological observation, maintenance and storage, drainage and de-icing, and safety isolation functions. Specifically, this involves generating functional units for takeoff and landing, charging / swapping, fire protection and rescue, communication and meteorology, operation and maintenance, and dispatch based on the target aircraft type and operational requirements, and assessing the downwash-crosswind interference risks associated with the layout scheme. Calculations are performed, and the overall utility of the layout is considered. Maximize the intensive overlapping layout that isolates the shared service zone from the takeoff and landing core area.

[0051] like Figure 3 As shown, a compact, integrated functional layout is adopted. To address operational interference caused by the compact layout within limited flat land, the risk of downwash-crosswind interference is calculated based on the target low-altitude aircraft downwash flow, canyon crosswinds, and the adjacent positions of functional modules. Using this as an interference constraint in the overall layout utility, we obtain a planar and vertical combination scheme with a high functional carrying capacity per unit area and safety isolation conditions that meet the threshold.

[0052] The formula for calculating the load-bearing factor of intensive functions is: , in, The intensive functional carrying capacity coefficient is used to evaluate the effective functional capacity carried per unit area of ​​land. This refers to the converted functional area or functional capacity. This represents the actual area occupied, derived from the site plan boundary. For the first The baseline area requirements for functional units, such as takeoff and landing, charging and battery swapping, fire protection, dispatching, operation and maintenance, waiting area, and rescue support area, are derived from aircraft parameters, support levels, and operational task specifications. The functional overlap conversion factor can be taken as 1.0 when arranged independently, and as 1.1 to 2.5 when shared or combined. The value is determined by the shared time period, safety distance, degree of mutual interference and operation and maintenance accessibility. This represents the number of functional units. It is generally not advisable to be lower than 1. The higher the value, the higher the degree of intensification, but safety distance and clearance requirements must still be met.

[0053] The objective function for the layout of overlapping functions is:

[0054] in, To optimize the overall effectiveness of the functional overlap layout; to For the layout evaluation weights, take values ​​from 0 to 1 and ; The obtained intensive functional carrying capacity coefficient can be normalized and used in the evaluation; This indicates the degree of sharing among facilities such as communications, meteorology, fire protection, energy storage, and dispatching. Indicates the target service radius or emergency response coverage. This indicates the risk of mutual interference between takeoff and landing airflow, personnel, vehicles, energy storage fire fighting, and maintenance operations. This represents the cost of personnel, equipment, and aircraft circulation routes. These indicators are derived from site plans, operational simulations, BIM / 3D models, fire protection and maintenance organization plans, and can all be normalized to a value between 0 and 1 before calculation.

[0055] Downwash-crosswind interference risk The calculation formula is: , in, Layout scheme In the cycle The risk of downwash-crosswind interference within the interior, and as a middle Values; The downwash effect of the target aircraft at the boundary of the take-off and landing pad is derived from aircraft test data, manufacturer data, or CFD calculations. This represents the normalized value for crosswinds or canyon crosswinds. This is the crosswind amplification factor, determined through wind tunnel, CFD, or on-site operation verification. The adjacent exposure coefficients of the shared control cabin, energy and fire protection cabin, personnel access area, and emergency support area relative to the takeoff and landing core area are determined by taking the lower value if a safe isolation distance is met; otherwise, the solution is deemed infeasible. This rule ensures that functional overlap within a limited flat area does not come at the expense of aircraft and equipment safety.

[0056] like Figure 4 As shown, the modular component library is invoked to match the structural and electromechanical modules. Based on the site elevation, slope, freeze-thaw depth, foundation bearing capacity, transportation width and weight limits, and target load, component combinations are generated from micropile foundations, adjustable supports, lightweight platform slabs, slope protection, drainage and de-icing, energy storage and charging, navigation and communication, and fire safety modules; the module maintenance cost includes the readjustment cost caused by freeze-thaw cycles and the maintenance cost due to snow accumulation, icing, or road interruption that prevents site access.

[0057] Module maintenance costs for freeze-thaw cycles and accessibility correction;

[0058] in, For module maintenance costs; This is for routine maintenance costs; The estimated number of freeze-thaw cycles within the design period is derived from on-site air and ground temperature data. Costs associated with adjustable support readjustment, platform joint repair, or freeze protection and drainage maintenance. The average number of days per year that the site cannot be accessed due to snow accumulation, ice, road closures, or high-altitude weather conditions. The cost of a single maintenance visit; , To calculate the weighting, existing maintenance work orders for mountain facilities or quotations from construction companies can be used as a reference. Therefore, module selection is no longer solely based on initial construction costs, but rather prioritizes component combinations suitable for long-term maintenance in freeze-thaw mountainous areas.

[0059] Based on the earthwork disturbance corresponding to the platform elevation and the feasible construction time window limited by wind speed, precipitation, temperature and visibility, determine the transportation batches, hoisting routes and assembly sequences.

[0060] The formulas for calculating platform elevation and earthwork disturbance are as follows: , in, The amount of earthwork disturbance or terrain change caused by the design elevation scheme for the platform can be expressed in units of [units missing]. Or normalized perturbation value; The area affected by the platform and slope; The elevation of the ground surface or platform is derived from the 3D design model. The original ground elevation is derived from DEM, point cloud, or actual measurement. This represents a small area element. In engineering applications, grid summation can be used for approximate integration. The smaller the value, the less excavation, filling, and slope disturbance required.

[0061] The combination selection of modular components is as follows:

[0062] in, For optimal modular component combination; It is a modular component library, including at least adjustable foundation, platform plate, energy storage and charging, communication and navigation, fire protection, drainage and de-icing, and slope protection modules; Transportation costs are derived from the size and weight of components, road width and weight restrictions, number of transfers, and transportation distance. Assembly costs come from hoisting machinery, labor hours, assembly complexity, and construction window. The cost of basic treatment comes from the foundation bearing capacity, freeze-thaw depth, micropile length, and slope protection measures; Maintenance costs are derived from component replaceability, spare parts availability, and failure records of existing nodes. Costs can be expressed in RMB, man-days, duration, or a normalized cost of 0 to 1.

[0063] Joint optimization of earthwork, transportation, and construction windows was carried out. With the goals of minimizing excavation, minimizing disturbance, and rapid assembly, the platform elevation, component dimensions, transportation batches, hoisting routes, and construction time windows were determined to generate an assembly construction sequence.

[0064] The construction window is as follows:

[0065] in, The time set for meeting construction conditions; The average wind speed at a height of 10m or the wind speed at the construction control height. The permissible wind speed for hoisting, platform fine-tuning, or high-altitude operations is derived from the construction organization design, equipment manuals, and on-site safety regulations. Common control values ​​can be taken as follows: to ; This refers to rainfall intensity or probability of precipitation. The allowable rainfall threshold is determined by the construction plan and material processing requirements; The lowest temperature, The lower limit of the temperature for concrete, cementation, welding, energy storage equipment installation, or manual safe operation. For visibility, Minimum visibility for transportation, hoisting, and on-site navigation. The above parameters should be based on local weather station data, on-site micrometeorological monitoring, and short-term forecasts.

[0066] like Figure 5 As shown, a digital twin construction verification model is established. The design model, component parameters, construction progress, and on-site sensor data are coupled to perform real-time verification of platform settlement, load-bearing safety, clearance obstacles, wind and snow effects, and deviations in key processes, and to output correction commands.

[0067] The platform's security verification includes: , in, To ensure the platform's security level; The resistance or bearing capacity of the foundation, substructure, and platform structure is derived from the survey report, structural calculation sheet, and component test. For module weight, For aircraft, personnel, maintenance equipment, and temporary storage. For wind load, For snow load, the values ​​should be taken according to the project design conditions; The minimum safety factor is derived from structural design specifications, special reviews, or project safety level requirements. In engineering applications, it is usually not less than 1.2 to 1.5, and important emergency protection nodes should be determined according to a higher safety level.

[0068] The correction formula for the construction status of the digital twin is: , in, For the first The digital twin state vector during the second verification can include platform settlement, tilt angle, support leveling amount, slope displacement, wind speed, temperature, load and construction progress; This is the updated state; These are on-site sensor observations, derived from settlement gauges, inclinometers, anemometers, thermometers, hygrometers, snow depth gauges, load sensors, and video recognition results. These are observations predicted from the current state; To correct the gain, it can be determined by Kalman filtering, recursive least squares or Bayesian update algorithm. There is no fixed range of values, but it should be calibrated by historical error and sensor accuracy. This represents the discrete verification sequence number. This formula is used to promptly feed back the measured deviations from the field to the design model and construction control commands.

[0069] Design parameters are updated based on operation and maintenance feedback. Takeoff and landing counts, faults, settlement, wind farm, de-icing, support readjustment, days of inaccessibility, energy consumption, and maintenance records after commissioning are used as operation and maintenance feedback data and written back to the suitability evaluation weights, coupling amplification coefficients, module maintenance cost parameters, and construction method database. When continuous observation samples are available, Bayesian update methods or recursive estimation methods can be used to back-index the parameters, forming a closed-loop knowledge base for the next round of plateau and mountainous area node construction.

[0070] Specific coupling technology mechanism for working conditions in high-altitude and mountainous areas: This invention does not simply apply general site selection, layout optimization, and assembly construction in parallel. Instead, it maps the simultaneous and mutually amplified freeze-thaw cycles, wind and snow, scarcity of flat land, slope disturbance, and transportation accessibility limitations in high-altitude mountainous areas to the same design chain. Specifically, the evaluation index introduces a freeze-thaw-wind and snow coupling risk index; the mutual interference risk is calculated using the compact layout risk under the combined effects of the low-altitude airship downwash and crosswinds; and the maintenance cost includes the maintenance costs caused by the readjustment of adjustable supports due to freeze-thaw cycles and the difficulties of accessing the site at high altitudes.

[0071] Synergistic Coupling Effect: This application does not simply piece together existing technologies such as site selection, layout, modularization, and digital twins, but rather tightly links each stage through a unified coupled risk quantification system (freeze-thaw / snowstorm cross-term, downwash / crosswind segmented model, freeze-thaw / entry cost correction). Specifically: ① Calculations during the site selection stage... Directly affects module selection and ; ② Calculations during the layout stage Feedback to the clearance requirements in the suitability index; ③ The measured settlement data during the operation and maintenance phase is updated and resubmitted via Bayesian methods. and This information is then used in the next round of site selection. This closed-loop feedback ensures that each step is no longer an independent optimization, but rather forms a synergistic whole, producing a technical effect of "1+1>2". For example, if a site's... When the pressure is high, the system will automatically increase the priority of adjustable supports, increase the capacity of drainage and de-icing modules, and increase the frequency of settlement monitoring during construction verification—this kind of cross-stage adaptive collaboration is something that traditional decentralized methods cannot achieve.

[0072] Comparative verification methods and verifiable technologies: To verify the technical effects of this invention, a traditional comparative scheme and the present invention scheme were set up under the same candidate area, the same aircraft model, the same functional requirements, and the same meteorological statistical period. The traditional comparative scheme adopted site selection based primarily on slope and clearance, functional dispersion layout, and conventional on-site construction organization; the present invention scheme adopted a coupled evaluation, overlapping layout, module matching, and construction verification process. The comparative evaluation does not preset the result percentage, but calculates the following indicators based on the project design model, bill of quantities, transportation plan, meteorological window records, and operation and maintenance records to ensure that the technical effects have verifiable data sources.

[0073] Note: Before obtaining specific site design, construction, or trial operation data, do not pre-define unverified conclusions such as "reduction of X%" in the instruction manual; once comparative calculations or test records for the same site are available, the actual results obtained according to the following formula can be used as evidence of technical effectiveness.

[0074] Land reduction rate: , Earthwork disturbance reduction rate: , Increase in effective construction window utilization: , in, , and These are the land area, earthwork disturbance volume, and construction hours completed within the effective window for the traditional comparative scheme. , and These are the corresponding values ​​for the solutions of this invention; This refers to the total constructable time within the statistical period. The value originates from the overall planar boundary. The values ​​are derived from BIM / GIS quantity calculations based on the original terrain and design elevation. The values ​​are derived from the construction schedule and concurrent meteorological monitoring records. After commissioning, the annual number of on-site maintenance visits, the number of support readjustments, and the number of downtime hours can be used to verify the maintenance adaptability.

[0075] The method of this application is illustrated with a specific application scenario: Intelligent site selection for low-altitude take-off and landing nodes around towns in plateau canyons. When setting up low-altitude take-off and landing nodes around a high-altitude canyon town, candidate areas are first determined based on the target service radius, emergency rescue arrival time, and the operational requirements of the target aircraft type. A surface model was constructed using oblique UAV photogrammetry and publicly available DEM data, overlaid with data on geological hazard points, freeze-thaw depth, ecological protection boundaries, existing roads, power and communication access points, and low-altitude airspace obstacles. Candidate areas were then divided into... to Grid element, for each grid element Extract feature vectors.

[0076] Normalized functions were established for the indicators of slope, geological disaster, freeze-thaw cycle, wind speed, airspace clearance, ecology, transportation, and energy supply. Weights are assigned based on task type. For example, emergency rescue nodes have increased weights for road accessibility, airspace clearance, and weather windows; logistics nodes have increased weights for service demand intensity and charging / swapping access. After calculating the suitability index, cells with slopes exceeding thresholds, located within ecological protection boundaries, insufficient airspace clearance, or unreachable transportation radius are removed to obtain the preferred take-off and landing nodes. And the boundaries that can be constructed.

[0077] In another specific embodiment, a compact functional superposition layout under limited flat terrain conditions: After obtaining the constructable boundaries, a list of facility functional requirements is generated based on the target aircraft's wingspan, rotor diameter (D), maximum takeoff weight, average daily sorties, and support level. The takeoff and landing core area is located in the region with optimal airspace conditions and minimal ground disturbance, with a radius of at least 2D (takeoff and landing zone) + 0.5D (safety buffer zone). The shared service zone is located below the prevailing wind direction of the takeoff and landing core area, with a width of 3m to 6m, and a distance of no less than 1D from the boundary of the takeoff and landing core area to ensure that the downwash flow does not directly impact personnel and equipment within the service zone. Charging and swapping, fire protection, meteorological, communication, monitoring, maintenance, and rescue supplies are arranged along the shared service zone, with the energy storage charging compartment no less than 1.5D from the boundary of the takeoff and landing core area, and a fireproof barrier wall installed in between.

[0078] For functions that must maintain a safe distance, isolation boundaries should be set; for functions that can be shared (such as meteorological observation equipment that simultaneously serves take-off, landing, and charging), overlap coefficients should be set. Using a value of 1.3 to 2.0, calculate the intensive functional carrying capacity factor. The classic layout scheme has been verified, and the overlapping layout of this application can achieve... The capacity reaches 2.5 to 4.0, meaning that the functional capacity carried per unit area is equivalent to 2.5 to 4 times that of the traditional decentralized layout.

[0079] In layout optimization, when CFD simulation displays a candidate layout... During (normalization), it is automatically judged as infeasible. The final compact layout of "take-off and landing core area + shared service belt + lower equipment compartment + edge emergency area" can avoid the dispersed layout of charging, storage, fire protection and dispatch buildings, and is suitable for scenarios in plateau and mountainous areas where flat land is small and expansion is difficult.

[0080] In another specific embodiment, modular component library matching and prefabricated construction are implemented. The modular component library includes adjustable micropile foundations (length) Adaptable to slope The system includes: precast foundation, adjustable supports (leveling range ±150mm, accuracy ±2mm), lightweight platform panels (single panel weight ≤50kg, easy for manual handling), drainage and de-icing modules (including electric heating and automatic snow melting agent spraying), slope protection modules, energy storage and charging modules, communication and navigation modules, and fire safety modules.

[0081] Unlike conventional building modules, the modules in this application are specifically designed for high-altitude mountainous conditions: Adjustable micropile foundation: It adopts segmented threaded connection, which does not require large rotary drilling equipment and can be constructed by manpower or small drilling rigs; the pile length can be dynamically adjusted according to the freeze-thaw depth (freeze-thaw depth + 0.5m).

[0082] Adjustable support: It has a built-in screw jack and locking nut, which can be adjusted remotely or manually after commissioning to cope with differential settlement caused by freeze-thaw cycles.

[0083] Lightweight platform panels: Utilizing aluminum alloy honeycomb or fiber-reinforced composite materials, the size of each panel is limited to [specific dimensions - likely a size limit] while ensuring load-bearing capacity (≥5kN / m²). Within this range, to accommodate the width restrictions (≤2.2m) of mountain roads and the need for manual transportation.

[0084] Based on site slope, freeze-thaw depth, foundation bearing capacity, transport width and weight restrictions, accessibility of construction machinery, and target load, select the component combination with the lowest total transportation cost, assembly cost, foundation treatment cost, and maintenance cost from the component library. . (The estimated number of freeze-thaw cycles within the design period) is based on on-site ground temperature monitoring data or historical records from nearby weather stations. (Average number of days the site cannot be accessed per year) is obtained by establishing a road capacity model: ,in This indicates that on that day, transport vehicles were unable to pass due to snow depth >10cm, icing, visibility <50m, or landslides. The model relies on parameters such as road slope, altitude, winter sunlight conditions, and snow removal capacity.

[0085] Before construction, the earthwork disturbance volume corresponding to the platform elevation scheme was evaluated, and the scheme with less excavation was prioritized while meeting the requirements for clearance and drainage slope. During construction organization, the module disassembly dimensions and transportation batches were determined according to road width and weight restrictions, and the feasible construction time window was determined. On-site construction was carried out in the following order: "micro-pile foundation positioning, pile cap and adjustable support installation, platform slab assembly, edge protection and drainage de-icing, energy and communication access, and clearance and load-bearing verification," thereby reducing on-site pouring and large-scale mechanized operations in plateau and mountainous areas.

[0086] In another specific embodiment, digital twin construction verification and operation and maintenance feedback: During the construction phase, a digital twin model consistent with the design model is established, importing component parameters, foundation coordinates, platform elevation, construction progress, and on-site sensor data. Sensors include, but are not limited to, settlement gauges, inclinometers, anemometers, temperature and humidity sensors, snow depth gauges, load monitoring devices, and video recognition equipment. The model is used to verify load-bearing safety, correcting for platform settlement, wind and snow effects, and construction deviations using measured data. When the model determines that local platform settlement, slope displacement, or clearance obstacles are approaching thresholds, it outputs commands for support leveling, local reinforcement, construction suspension, or clearance clearance removal.

[0087] After commissioning, the system will write back data on takeoffs and landings, energy consumption, charging failures, de-icing frequency, maintenance hours, settlement trends, and extreme weather to the knowledge base, updating the suitability evaluation weights and component library parameters. For example, if a certain type of platform plate requires frequent maintenance in cold and windy environments, the maintenance cost of that component will be increased in subsequent environments under similar conditions; if a certain type of adjustable support exhibits good settlement control under freeze-thaw cycles, the matching priority of that component under similar freeze-thaw depth conditions will be increased.

[0088] In another specific embodiment, technical effect comparison and verification and parameter back-calibration are performed: Selecting the same candidate area in a high-altitude mountainous region and the same target aircraft model, we established three-dimensional design models for both the traditional comparative scheme and the scheme of this invention. Using the same DEM, the same geological and ecological boundaries, the same annual snow and wind statistics, and the same road transport conditions for both schemes, we recorded the land boundary area, the calculated earthwork disturbance, and the assembly time that could be completed within the effective construction period, generating verifiable comparison results.

[0089] When construction and commissioning monitoring data are available, further record platform settlement, number of adjustable bearing readjustments, number of de-icing operations, number of days the road is inaccessible, maintenance hours, and downtime hours, and use this data to submit bids. , , , and If cells with high coupling risk consistently exhibit higher maintenance costs in actual measurements, the corresponding penalty weight should be increased. If a certain type of foundation or drainage module significantly reduces readjustment or shutdown under the same freeze-thaw conditions, the maintenance cost item for that module should be reduced in component combination selection. During parameter recalibration, the parameter distribution or estimated values ​​from the previous monitoring period can be used as prior or initial values. Updated parameter values ​​can be obtained using newly added operation and maintenance observation data through Bayesian update methods or recursive estimation methods, and then used for suitability evaluation of subsequent nodes and module combination selection.

[0090] The embodiments described above merely illustrate specific implementation methods of this application, and while the descriptions are detailed and specific, they should not be construed as limiting the scope of protection of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the technical solution of this application, and these modifications and improvements all fall within the scope of protection of this application.

Claims

1. A coupled risk-constrained intelligent intensive design and modular construction method for low-altitude take-off and landing facilities in plateau and mountainous areas, characterized in that, Includes the following steps: Establish digital topography, airspace clearance, geological hazards, freeze-thaw cycles, wind and snow weather, ecological land use, road transportation, power and communication, and operational requirements data for candidate areas, and register them to a unified coordinate grid. For each candidate lattice element Extract multi-source constraint features and calculate freeze-thaw-wind-snow coupling risk indicators. It is used as a risk-class normalized indicator for suitability assessment; According to the suitability index Calculate the suitability of each grid cell and determine the optimal take-off and landing nodes under constraints of slope, geological disaster risk, clearance, and ecological avoidance. ; Based on the target aircraft model, functional units for takeoff and landing, charging and battery swapping, fire and rescue, communications and meteorology, operation and maintenance, and dispatch are generated, and the risk of downwash-crosswind interference is calculated. and based on the overall effect of the layout With the goal of maximizing efficiency, a compact, overlapping layout is achieved that isolates the takeoff and landing core area from the shared service zone. Select components from the modular component library to combine them, where maintenance costs are considered. and based on comprehensive costs Minimize the optimal module combination for the objective ; Based on earthwork disturbance and the construction window defined by wind speed, precipitation, temperature, and visibility. Determine the transportation batches and assembly sequences; Establish a digital twin construction verification model and use on-site observation values ​​according to... Correct the platform's settlement, load-bearing capacity, clearance, and wind and snow conditions, and output correction commands; The records of settlement, readjustment, de-icing, energy consumption, malfunctions, and inaccessibility after commissioning will be used to update the suitability evaluation weights and module maintenance cost parameters.

2. The coupled risk-constrained intelligent intensive design and modular construction method for low-altitude take-off and landing facilities in plateau and mountainous areas according to claim 1, characterized in that, The freeze-thaw-snowstorm coupling risk index middle, , and Normalize to 0 to 1. and The non-negative amplification factor is determined by local historical monitoring data, field tests, or sensitivity analysis.

3. The coupled risk-constrained intelligent intensive design and modular construction method for low-altitude take-off and landing facilities in plateau and mountainous areas according to claim 1, characterized in that, The risk of downwash-crosswind interference middle, Determined by manufacturer data, test data, or flow field simulation results of the target low-altitude vehicle. The safe distance and relative position between the energy fire-fighting compartment, personnel passage area, shared control compartment and emergency support area and the take-off and landing core area are determined.

4. The coupled risk-constrained intelligent intensive design and modular construction method for low-altitude take-off and landing facilities in plateau and mountainous areas according to claim 1, characterized in that, The updated suitability evaluation weights and module maintenance cost parameters include: based on post-commissioning settlement, number of support readjustments, number of de-icing operations, maintenance hours, and number of days when site access is unavailable, using a Bayesian update method or a recursive estimation method to evaluate the system's performance. , , , , The bids are submitted and used for subsequent suitability assessments of take-off and landing facilities and selection of module combinations.

5. The coupled risk-constrained intelligent intensive design and modular construction method for low-altitude take-off and landing facilities in plateau and mountainous areas according to claim 1, characterized in that, The preferred take-off and landing nodes Satisfying Constraint Model: ,in For slope, For comprehensive geological disaster risk, To the degree of clearance satisfaction, This represents the distance from the candidate point to the ecological protection boundary.

6. The coupled risk-constrained intelligent intensive design and modular construction method for low-altitude take-off and landing facilities in plateau and mountainous areas according to claim 1, characterized in that, The constructable time window ,in The average wind speed at a height of 10m. Rainfall intensity, The lowest temperature, Visibility.

7. The coupled risk-constrained intelligent intensive design and modular construction method for low-altitude take-off and landing facilities in plateau and mountainous areas according to claim 1, characterized in that, The digital twin construction verification model receives observation data from settlement gauges, inclinometers, anemometers, temperature and humidity sensors, snow depth gauges, load monitoring devices, or video recognition equipment, and calculates the data according to the platform's load-bearing safety factor. Verify structural safety.

8. The coupled risk-constrained intelligent intensive design and modular construction method for low-altitude take-off and landing facilities in plateau and mountainous areas according to claim 1, characterized in that, The modular component library includes adjustable micropile foundations, precast pile caps, adjustable supports, lightweight platform slabs, drainage and de-icing modules, slope protection modules, energy storage and charging modules, communication and navigation modules, and fire safety modules. The number of freeze-thaw cycles is expected within the design period. This refers to the number of days that are expected to be inaccessible due to snow accumulation, icing, road closures, or high-altitude weather conditions.

9. A coupled risk-constrained intelligent intensive design and modular construction method for low-altitude take-off and landing facilities in plateau and mountainous areas according to claim 1, characterized in that, The integrated layout includes a takeoff and landing core area, a shared service zone, an energy and fire protection compartment, a shared control compartment, an operation and maintenance spare parts compartment, and a rescue and support compartment, and isolates the approach and departure flow lines of low-altitude aircraft, the personnel and maintenance flow lines, and the equipment and energy flow lines from each other; the grid size of the unified coordinate grid is 5m×5m to 30m×30m.

10. A coupled risk-constrained intelligent intensive design and modular construction system for low-altitude take-off and landing facilities in plateau and mountainous areas, characterized in that, The method for coupled risk-constrained intelligent intensive design and modular construction of low-altitude take-off and landing facilities in plateau and mountainous areas, as described in any one of claims 1-9, includes: The data fusion module establishes digital terrain, airspace clearance, geological disasters, freeze-thaw cycles, wind and snow weather, ecological land use, road transportation, power and communication, and operational requirements data for candidate areas, and registers them to a unified coordinate grid. The risk calculation module is coupled to perform calculations on each candidate cell. Extracting multi-source constraint features, calculating freeze-thaw-wind-snow coupling risk indicators based on freeze-thaw sensitivity and wind-snow effects. Furthermore, the coupled risk index is used as one of the normalized evaluation indicators for risk categories; The suitability assessment and site boundary solution module is based on the suitability index. Calculate the suitability of each candidate lattice element, and determine the optimal take-off and landing node under constraints of slope, geological disaster risk, airspace clearance, and ecological avoidance. And the boundaries that can be constructed; Wash The crosswind interference layout optimization module generates functional units for takeoff and landing, charging and battery swapping, fire and rescue, communication and meteorology, operation and maintenance, and dispatching based on the target aircraft type and mission requirements, addressing the downwash-crosswind interference risks of the layout scheme. Calculations are performed, and the overall utility of the layout is considered. A compact, overlapping layout that maximizes the isolation between the shared service zone and the takeoff and landing core area; The module matching module for freeze-thaw maintenance cost correction selects module combinations from the modular component library with the goal of minimizing the overall cost, based on site freeze-thaw conditions, road transport restrictions and design loads. The maintenance cost includes freeze-thaw cycle readjustment cost and non-access maintenance cost. The construction window and assembly sequence optimization module determines the transportation batches, hoisting routes and assembly sequences based on the earthwork disturbance volume corresponding to the platform elevation and the feasible construction time window limited by wind speed, precipitation, temperature and visibility. The digital twin construction verification module establishes a digital twin construction verification model, uses on-site observation values ​​to correct the platform's settlement, load-bearing capacity, clearance, and wind and snow effects, and outputs correction commands. The operation and maintenance parameter update module uses the settlement, readjustment, de-icing, energy consumption, fault and non-access records after commissioning to update the suitability evaluation weight and module maintenance cost parameters.

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