CN112329101A - Method for evaluating clearance of airport runway - Google Patents
Method for evaluating clearance of airport runway Download PDFInfo
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Abstract
The application discloses a method for evaluating clearance of an airport runway, which comprises the following steps: establishing a terrain model according to terrain data of an area where an airport is located; establishing a runway model in the terrain model according to the runway parameters, and establishing a clearance limiting surface model according to the runway model; establishing an artificial obstacle model in the terrain model according to the artificial obstacle parameters; and judging the interference relationship between the clearance limiting surface model and the terrain model and the artificial obstacle model to generate a clearance analysis result. According to the technical scheme, the efficient and low-cost clearance assessment scheme for the airport runway is provided.
Description
Technical Field
The application relates to the field of airport construction, in particular to a method for evaluating clearance of an airport runway.
Background
Whether the airport can safely and effectively operate is closely related to the landforms inside and outside the airport and artificial structures. It is desirable to place a requirement, i.e., clearance, on the airspace near the airport within a certain range along the takeoff and landing route (e.g., the airspace at both ends and sides of the runway that is dictated by the need for the aircraft to climb, glide down and hover during takeoff), ensuring that ground obstacles are not available to impede navigation and flight during low altitude flight of the aircraft during takeoff and landing. It is therefore important to assess clearance during the construction of airport runways.
Traditionally, the step of analyzing the clearance of an airport runway typically includes: marking the obstacles, measuring the relative positions of the obstacles, judging clearance limiting surfaces where the obstacles are located, then calculating the limiting height of the positions where the obstacles are located, and then generating an analysis result. The traditional mode is mostly handled by the manual work, so not only inefficiency, the confusion of very easy moreover makes mistakes, especially when the barrier quantity is very much, staff's work load is huge, and loaded down with trivial details repeated work needs to consume very big human cost like this.
Therefore, how to provide an efficient and low-cost clearance assessment scheme for airport runways becomes a technical problem to be solved in the field.
Disclosure of Invention
In view of the above, the present application provides a method for assessing clearance of airport runways, so as to provide an efficient and low-cost clearance assessment scheme for airport runways.
According to the application, the method for evaluating the clearance of the airport runway is provided, and comprises the following steps: establishing a terrain model according to terrain data of an area where an airport is located; establishing a runway model in the terrain model according to the runway parameters, and establishing a clearance limiting surface model according to the runway model; establishing an artificial obstacle model in the terrain model according to the artificial obstacle parameters; and judging the interference relationship between the clearance limiting surface model and the terrain model and the artificial obstacle model to generate a clearance analysis result.
Preferably, the terrain data comprises terrain contour lines of an area where the airport is located, and the terrain model is a curved three-dimensional model built by using the terrain data.
Preferably, the runway parameters include: the grade of the flight area, the length of the runway, the elevation of the center point of the runway, the coordinates of the runway and the direction of the runway; and generating the runway model in the terrain model according to the runway parameters.
Preferably, the headroom assessment method comprises identifying and identifying the part of the terrain model and the artificial obstacle model that is ultrahigh.
Preferably, the screening of the obstacles after establishing the artificial obstacle model comprises: selecting barriers manually or automatically; if the selected barrier is not located in the projection area of the current clearance limiting surface, other barriers are reselected; and if the selected obstacle is positioned in the projection area of the current clearance limiting surface, identifying whether the obstacle has an ultrahigh part, if so, identifying the ultrahigh part, and if not, selecting other obstacles.
Preferably, said identifying the portion that is ultra-high comprises: and acquiring the position of the obstacle of the ultrahigh part, acquiring the limit height of the clearance limit surface at the position, and acquiring the value that the height of the obstacle is higher than the limit height.
Preferably, the headroom assessment method further comprises: adjusting the runway parameters according to the clearance analysis result, further establishing a new runway model and a new clearance limiting surface model, and judging the interference relationship between the clearance limiting surface model and the terrain model and the artificial obstacle model again to generate a new clearance analysis result.
Preferably, adjusting the runway parameter includes adjusting at least one of a runway length, a runway center point elevation, a runway coordinate, and a runway direction.
Preferably, the angle of each adjustment of the runway direction is 0.1-1 degree, preferably 0.5 degree.
Preferably, the headroom assessment method further comprises: and after an ideal clearance analysis result is obtained, determining corresponding runway parameters.
Preferably, the ideal headroom analysis result comprises: the number and the degree of the super-elevation of the terrain model and the artificial obstacle model which are identified are within an allowable range, and/or the terrain model and the artificial obstacle do not interfere with a clearance limiting surface model.
Preferably, during the use of the airport, the interference relationship between the clearance limiting surface model and the terrain model and the artificial obstacle model is judged in real time according to the preset interval time so as to generate a real-time clearance analysis result.
According to the technical scheme of this application, through establishing terrain model, runway model, headroom limiting surface model, artifical obstacle model to can judge fast and high-efficiently headroom limiting surface model with the interference relation between terrain model and the artifical obstacle model, and then provide a high-efficient low-cost headroom evaluation scheme that is used for the airport runway.
Additional features and advantages of the present application will be described in detail in the detailed description which follows.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate an embodiment of the invention and, together with the description, serve to explain the invention. In the drawings:
FIG. 1 is a flow chart of a method for assessing airport runway clearance in accordance with a preferred embodiment of the present application;
FIG. 2 is a flow chart of runway model design;
fig. 3 is a flow chart of obstacle clearance limit height analysis;
FIG. 4 is a flow chart of an optimized runway model design;
FIG. 5 is a flow chart of export-generated Excel file design.
Detailed Description
The technical solutions of the present application will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
The traditional clearance analysis method usually needs to consume a large amount of labor cost to survey and draw the obstacles one by one and judge the relation with the clearance limiting surface, further economic cost is needed to be consumed to execute the dismantling work of the obstacles after the analysis is completed, and the traditional manual clearance analysis method is low in efficiency and difficult to control the cost.
Based on the problems, the application provides an efficient and low-cost clearance assessment scheme for the airport runway, so that the average time consumption of non-instrument runway clearance analysis work is shortened, and the work efficiency is improved. As shown in fig. 1, the method for assessing the clearance of an airport runway includes: firstly, importing terrain data into a modeling software environment, and establishing a terrain model according to the terrain data of an area where an airport is located; establishing a runway model in a terrain model according to preset runway parameters, and establishing a clearance limiting surface model according to the runway model; establishing an artificial obstacle model in the terrain model according to the artificial obstacle parameters; and judging interference relations (including obstacle limit height analysis) between the clearance limit surface model and the terrain model and the artificial obstacle model to generate a clearance analysis result. Such as AutoCAD, Geographic Information System (GIS), etc.
In the above process, the terrain data may be terrain data of an area where an airport site is located, which is obtained from a national department or a public information channel such as a network, and the terrain data may be a digital elevation model DEM for realizing digital simulation of a ground terrain through limited terrain elevation data of the area where the airport site is located. Preferably, the terrain data comprises terrain contours of the area of the airport, and the terrain model is a three-dimensional model of a curved surface created in modeling software such as AutoCAD using the terrain data.
In the clearance assessment method, the runway parameters may be basic parameters such as length, width, position, direction, gradient and the like preset by the runway, and a runway model is directly built in the terrain model through the basic parameters. Or preferably as shown in fig. 2, the runway parameters include: and generating a runway model in the terrain model according to the runway parameters, wherein the grade of the flight area, the length of the runway, the elevation of the central point of the runway, the coordinates of the runway and the direction of the runway are the same. In order to further improve the efficiency, the algorithm of the runway model can be preset into a plug-in unit in advance, so that the runway model can be automatically generated in modeling software by directly inputting parameters such as the grade of a flight area, the length of a runway, the elevation of the center point of the runway, the coordinates of the runway, the direction of the runway and the like in the plug-in unit. After the runway model is generated, a clearance limiting surface model is established according to the runway model, the clearance limiting surface model is established based on parameters such as the grade of a flight area of the runway, the length of the runway, the elevation of the center point of the runway, the coordinates of the runway, the direction of the runway and the like, and the establishing process can be integrated into the preset algorithm plug-in unit so as to improve the modeling efficiency.
The parameters of the artificial obstacle may include the height of the obstacle, the position of the obstacle (e.g., geographical coordinates), and the name or serial number of the obstacle. The artificial obstacles may include only those within a certain range of the area where the airport is located, depending on the size of the airport or runway. The artificial obstacles can be buildings such as buildings and high towers, and can also be facilities such as signal towers and high-voltage lines. The artificial obstacles are buildings or facilities with the height of more than 40-50m, and preferably, only the artificial obstacles with the height of more than 45m are considered in the clearance assessment process. And establishing an artificial obstacle model in the terrain model according to the parameters of the artificial obstacle, thereby completing a three-dimensional model for assessing the clearance of the airport runway in modeling software.
After the terrain model, the runway model, the clearance limiting surface model and the artificial obstacle model are established in the modeling software, the terrain model and the artificial obstacle model which affect or even interfere the clearance limiting surface can be found visually and rapidly, and the interference relationship between the clearance limiting surface model and the terrain model and the artificial obstacle model can be automatically identified and judged through software self-checking, so that efficient clearance assessment work can be realized. Preferably, in the method for assessing the clearance of the airport runway, the step of determining the interference relationship between the clearance limiting surface model and the terrain model and the artificial obstacle model includes identifying and marking the part of the terrain model and the artificial obstacle model, which is ultrahigh, and the marking mode may include a serial number, a color and the like, so that an operator can visually check the part in modeling software.
Preferably, after the artificial obstacle model is established, obstacles need to be screened so as to reduce the work load of clearance assessment, wherein the obstacles include the obstacles interfering with the clearance limiting surface in the terrain model and the obstacles interfering with the clearance limiting surface in the artificial obstacles. As shown in fig. 3, the screening obstacle includes: selecting barriers manually or automatically; if the selected barrier is not located in the projection area of the current clearance limiting surface, other barriers are reselected; and if the selected obstacle is positioned in the projection area of the current clearance limiting surface, identifying whether the obstacle has an ultrahigh part, if so, identifying the ultrahigh part, and if not, selecting other obstacles. Identifying the ultra-high portion includes: the method comprises the steps of obtaining the position of the ultrahigh part of the obstacle, obtaining the limiting height of a clearance limiting surface (a horizontal surface, a approaching surface, a conical surface or a transition surface in the clearance limiting surface), obtaining the height of the obstacle higher than the value of the limiting height, obtaining a clearance limiting analysis result of the obstacle, and further obtaining the clearance analysis result corresponding to the current runway parameter by repeatedly selecting and identifying a new obstacle. The process of identifying the obstacle can be automatically completed through a preset algorithm in software or manually completed. The projected area of the clearance limiting surface is an area where the three-dimensional clearance limiting surface is projected onto the ground in the vertical direction in the terrain model.
After the clearance assessment of the airport runway is carried out based on the method, the runway parameters can be adjusted for many times, and the assessment can be carried out again, so that the non-instrument runway design scheme with low cost can be determined. Specifically, the headroom assessment method further includes: adjusting runway parameters according to the clearance analysis result, further establishing a new runway model and a new clearance limiting surface model, and judging the interference relationship between the clearance limiting surface model and the terrain model and the artificial obstacle model again to generate a new clearance analysis result. The design scheme of non-instrument runway optimization can be conveniently selected by comparing the new clearance analysis result with the clearance analysis result before adjusting the runway parameters. The adjusted runway parameter may include at least one parameter of adjusting a length of the runway, an elevation of a center point of the runway, coordinates of the runway, and a direction of the runway. Preferably, in the course of adjusting the runway parameter, the adjusted runway parameter includes adjusting a runway direction. As shown in fig. 4, after adjusting the runway direction, if the identified ultra-high terrain model and artificial obstacle model are decreased, generating a clearance analysis result; or if the recognized ultrahigh terrain models and the recognized artificial obstacle models are not reduced, the runway direction is continuously readjusted, and therefore the clearance analysis result generated after the runway direction is adjusted each time is less than the number of obstacles in the clearance analysis result of the previous time. And after a clearance analysis result with a small number of obstacles is obtained, an operator judges whether the construction requirement is met, if the construction requirement is not met, the runway direction can be continuously adjusted, and after repeated for multiple times, the optimal runway direction parameter can be selected. The angle of each adjustment of the runway direction can be 0.1-1 degree, and is preferably 0.5 degree. In order to further increase the efficiency of the step, the runway direction can be adjusted by setting 0.1-1 degree for each time, a clearance analysis result corresponding to the runway direction is generated, the runway is stopped after being continuously adjusted by 360 degrees, and one item which has the least obstacles or most meets the construction requirement is selected from the items.
Preferably, the headroom assessment method further comprises: after the ideal clearance analysis result is obtained through the runway parameter optimization, the corresponding runway parameter is determined, so that the airport runway design scheme with lower cost can be realized according to the runway parameter. The ideal clearance analysis result is a clearance analysis result with a better clearance condition under the condition of ensuring that the operation requirement of the airport is met. The ideal headroom analysis result includes: the number and the degree of the super-elevation of the terrain model and the artificial obstacle model which are identified are within an allowable range, and/or the terrain model and the artificial obstacle do not interfere with a clearance limiting surface model.
In the method for evaluating clearance of the airport runway, after the clearance analysis result is generated, in order to facilitate observation and statistics of workers, the clearance analysis result is preferably generated into a table file based on Excel, for example. As shown in fig. 5, first, an Excel interface is called, an Excel object is created, and the analysis result of the obstacle height limit in the database is read and written into the Excel object, so as to export an Excel file for generating the result of the headroom analysis. In addition, in the clearance evaluation process, data input and output can be realized by using excel as described above, and the clearance evaluation process can be performed by using a data table mode; it can also be handled with visualized data representation as in a GIS system. In the latter processing method, information such as data input, adjustment, and presence or absence of interference can be visually and intuitively expressed.
According to the clearance assessment method of the preferred embodiment of the application, terrain data is imported into modeling software (such as AutoCAD) to generate a curved surface three-dimensional model of the terrain; inputting runway parameters in a plug-in of a preset algorithm to establish a runway model and generating a clearance limiting surface model based on the runway model; establishing an artificial obstacle model in the model according to the parameters of the artificial obstacle; the current clearance analysis result can be generated by analyzing the clearance limiting height between the terrain model and the artificial obstacle model and between the clearance limiting surface model; and optimizing the runway model and repeating the steps to obtain a clearance analysis result based on the optimized runway model. Therefore, the efficient and low-cost clearance assessment scheme for the airport runway is realized.
According to the clearance assessment method in the application, the method can be applied to the design stage before runway construction, and can also be used for periodic inspection of airports. Preferably, during the use of the airport, the terrain model and the artificial obstacle model are updated according to the actual environmental change at preset intervals, so that the interference relationship between the clearance limiting surface model and the terrain model and the artificial obstacle model is judged in real time to generate a real-time clearance analysis result. By means of the regular inspection mode, whether a new factor threatening airport clearance condition is generated due to environmental change can be judged efficiently and timely, and safety is improved.
The preferred embodiments of the present application have been described in detail above, but the present application is not limited to the specific details of the above embodiments, and various simple modifications can be made to the technical solution of the present application within the technical idea of the present application, and these simple modifications all belong to the protection scope of the present application.
It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various possible combinations are not described in the present application.
In addition, any combination of the various embodiments of the present application is also possible, and the same should be considered as disclosed in the present application as long as it does not depart from the idea of the present application.
Claims (12)
1. A method for assessing airport runway clearance, the method comprising:
establishing a terrain model according to terrain data of an area where an airport is located;
establishing a runway model in the terrain model according to the runway parameters, and establishing a clearance limiting surface model according to the runway model;
establishing an artificial obstacle model in the terrain model according to the artificial obstacle parameters;
and judging the interference relationship between the clearance limiting surface model and the terrain model and the artificial obstacle model to generate a clearance analysis result.
2. A method of assessing clearance in an airport runway according to claim 1, wherein the terrain data includes contour contours of the terrain in the area of the airport, and the terrain model is a three-dimensional model of a curved surface constructed using the terrain data.
3. The method of assessing airport runway clearance of claim 1, wherein the runway parameters comprise: the grade of the flight area, the length of the runway, the elevation of the center point of the runway, the coordinates of the runway and the direction of the runway; and generating the runway model in the terrain model according to the runway parameters.
4. A method of assessing clearance of an airport runway according to claim 1, wherein the method of assessing clearance comprises identifying and identifying portions of the terrain model and the artificial obstacle model that are ultra-high.
5. A method of assessing clearance in an airport runway according to claim 4, wherein screening for obstacles after the artificial obstacle model is established comprises: selecting barriers manually or automatically; if the selected barrier is not located in the projection area of the current clearance limiting surface, other barriers are reselected; and if the selected obstacle is positioned in the projection area of the current clearance limiting surface, identifying whether the obstacle has an ultrahigh part, if so, identifying the ultrahigh part, and if not, selecting other obstacles.
6. The method of assessing airfield runway clearance as defined in claim 5, wherein said identifying the ultra-high portion comprises: and acquiring the position of the obstacle of the ultrahigh part, acquiring the limit height of the clearance limit surface at the position, and acquiring the value that the height of the obstacle is higher than the limit height.
7. A method of assessing airfield runway clearance according to any of claims 1 to 6, characterised in that the method further comprises:
adjusting the runway parameters according to the clearance analysis result, further establishing a new runway model and a new clearance limiting surface model, and judging the interference relationship between the clearance limiting surface model and the terrain model and the artificial obstacle model again to generate a new clearance analysis result.
8. The method of assessing airport runway clearance as recited in claim 7, wherein adjusting the runway parameter comprises adjusting at least one of runway length, runway center point elevation, runway coordinates, runway direction.
9. A method of assessing airfield runway clearance according to claim 8 wherein the angle of each adjustment of runway direction is 0.1-1 degrees.
10. A method of assessing clearance in an airport runway according to claim 7, further comprising: and after an ideal clearance analysis result is obtained, determining corresponding runway parameters.
11. A method of assessing clearance in an airport runway according to claim 10, wherein the desired clearance analysis comprises: the number and the degree of the super-elevation of the terrain model and the artificial obstacle model which are identified are within an allowable range, and/or the terrain model and the artificial obstacle do not interfere with a clearance limiting surface model.
12. The method of claim 1, wherein the interference relationship between the clearance limiting surface model and the terrain model and the artificial obstacle model is determined in real time at predetermined intervals during airport use to generate a real-time clearance analysis result.
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