CN115796603A - Method and device for evaluating operation influence of civil aviation navigation airport, storage medium and terminal - Google Patents
Method and device for evaluating operation influence of civil aviation navigation airport, storage medium and terminal Download PDFInfo
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Abstract
The invention discloses a method and a device for evaluating the operation influence of a civil aviation navigation airport, a storage medium and a terminal. The method comprises the following steps: step 1: judging whether the operation between the civil aviation transport airport and the navigation airport is influenced or not by using a simple clear space diagram evaluation method; step 2: judging whether a safety line drawn in a civil aviation transport airport meets the safe operation of the civil aviation transport airport and a navigation airport by using a collision risk evaluation method; and step 3: and judging whether the non-invasive region arranged between the civil aviation transport airport and the navigation airport meets the requirement of safe operation of the civil aviation transport airport and the navigation airport by using a non-invasive region arrangement evaluation method. The invention provides three gradually progressive judging methods for the operation influence degree between adjacent civil aviation transport airports and navigation airports, and whether the operation between the civil aviation transport airports and the navigation airports is influenced or not is evaluated so as to solve the problem of airspace conflict caused by too close distance between the civil aviation transport airports and the navigation airports in the future more and more.
Description
Technical Field
The invention belongs to the technical field of civil aviation air traffic control, and particularly relates to a method and a device for evaluating the operation influence of a civil aviation navigation airport, a storage medium and a terminal.
Background
Along with the rapid increase of the economy of China, the civil aviation transportation industry of China is also developing vigorously. Not only the development of civil aviation transportation aviation, but also the development of general aviation industry is rapid along with the continuous deepening and substantial development of the national low-altitude airspace reform. However, compared with civil aviation transport aviation, the size of the general aviation industry is still smaller, the infrastructure construction is relatively lagged, and under the condition that the development of the civil aviation transport aviation is of such a large scale, the probability that a navigation airport and a civil aviation transport airport are adjacent is greatly increased, but the contradiction between the civil aviation transport aviation and the general aviation in operation is more and more prominent due to the limited civil aviation airspace. At present, the airport operation mode under the condition is to stop the navigation airport for ensuring the normal operation of the civil aviation transport airport, which is not beneficial to the long-term development of the general aviation industry; or the runway operation mode of the civil aviation transport airport is changed, which greatly reduces the runway capacity of the civil aviation transport airport. At present, no assessment method aiming at the operation influence degree of the adjacent civil aviation navigation airport is provided in the industry.
Disclosure of Invention
The invention aims to provide a method and a device for evaluating the operation influence of a civil aviation navigation airport, a storage medium and a terminal, aiming at solving the problem of airspace conflict caused by the fact that the civil aviation transport airport and the navigation airport are too close to each other in the future.
In order to achieve the purpose, the technical scheme provided by the invention is as follows:
first aspect
The invention provides a method for evaluating the operation influence of a civil aviation navigation airport, which comprises the following steps:
step 1: judging whether the operation between the civil aviation transport airport and the navigation airport is influenced or not by using a simple clear space diagram evaluation method; if yes, jumping to the step 2, and if not, independently operating the civil aviation transport airport and the navigation airport respectively;
step 2: judging whether a safety line drawn in a civil aviation transport airport meets the safe operation of the civil aviation transport airport and a navigation airport by using a collision risk evaluation method; if yes, the civil aviation transport airport and the navigation airport operate according to the safety line rule, and if not, the step 3 is skipped;
and step 3: judging whether a non-invasive region arranged between a civil aviation transport airport and a navigation airport meets the requirement of safe operation of the civil aviation transport airport and the navigation airport by using a non-invasive region arrangement evaluation method; if the remote control tower is not in cooperation with the civil aviation transport airport and the navigation airport, the civil aviation transport airport and the navigation airport operate through the remote control tower.
Second aspect of the invention
The invention provides a civil aviation navigation airport operation influence evaluation device which comprises a simple clear space diagram evaluation unit, a collision risk evaluation unit and a non-invasive zoning evaluation unit;
the simple clear space diagram evaluation unit is used for judging whether the operation between the civil aviation transport airport and the navigation airport is influenced; if so, executing a collision risk evaluation unit, and if not, operating the civil aviation transport airport and the navigation airport independently;
the collision risk evaluation unit is used for judging whether a safety line arranged in the civil aviation transport airport meets the safe operation of the civil aviation transport airport and the navigation airport; if so, the civil aviation transport airport and the navigation airport operate according to the safety line rule, and if not, the non-intrusive region is set up with an evaluation unit;
the non-invasive division evaluation unit is used for judging whether a non-invasive area arranged between a civil aviation transport airport and a navigation airport meets the requirement of safe operation of the civil aviation transport airport and the navigation airport; if the remote control tower is not in cooperation with the civil aviation transport airport and the navigation airport, the civil aviation transport airport and the navigation airport operate through the remote control tower.
Third aspect of the invention
The invention provides a storage medium, wherein at least one instruction, at least one program, a code set or an instruction set is stored in the storage medium, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by a processor to realize the method for evaluating the operation influence of the civil aviation airport.
Fourth aspect of the invention
The invention provides a terminal which comprises a processor and a memory, wherein at least one instruction, at least one program, a code set or an instruction set is stored in the memory, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by the processor to realize the method for evaluating the operation influence of the civil aviation airport.
Compared with the prior art, the invention has the beneficial effects that:
the invention provides a method for gradually and progressively judging the operation influence degree between adjacent civil aviation transport airports and navigation airports from a simple clear aerial image evaluation method, a collision risk evaluation method and a non-invasive division design evaluation method, and evaluates whether the operation between the civil aviation transport airports and the navigation airports is influenced or not so as to solve the problem of airspace collision caused by the fact that the civil aviation transport airports and the navigation airports are too close to each other in the future more and more, so that the operation of the airports with the maximum capacity can be ensured on the premise of meeting the safety of the two airports under collision.
Drawings
FIG. 1 is a flow chart of a method provided by an embodiment of the present application;
fig. 2 is a schematic structural diagram of an apparatus according to an embodiment of the present disclosure;
FIG. 3 is a schematic view of the non-invasive region in an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
As shown in fig. 1, the method for evaluating the operation influence of a civil aviation airport provided by this embodiment includes the following steps:
step 1: judging whether the operation between the civil aviation transport airport and the navigation airport is influenced or not by using a simple clear space diagram evaluation method; if yes, jumping to the step 2, and if not, independently operating the civil aviation transport airport and the navigation airport respectively;
in the step 1, whether the operation between the civil aviation transport airport and the navigation airport is influenced or not is judged by using a simple clear space diagram evaluation method, which specifically comprises the following steps:
step 1.1: judging whether the plane of the airspace used by the navigation airport is overlapped with the plane range of the flight program protection area of the civil aviation transport airport; if so, continuing to judge that the navigation airport uses the airspace boundary furthest to reach the specific area of the plane range of the flight program protection area of the civil aviation transport airport, and jumping to the step 1.2, if not, the operation between the civil aviation transport airport and the navigation airport has no influence;
step 1.2: judging whether the height of the airspace used by the navigation airport is lower than the reference height of a specific area; if so, the operation between the civil aviation transport airport and the navigation airport is not influenced; and if not, the operation between the civil aviation transport airport and the navigation airport is influenced.
The simple clear view is a simplified view of the protection area range and the reference altitude of the flight procedure of the civil aviation transport airport, which is manufactured by an airport management organization;
it should be noted that the flight procedure protection area plane range refers to a range within a radius of 55 km from an airport reference point, and generally consists of seven specific areas. The reference altitude is the altitude established by comprehensively considering the obstacle-exceeding requirements of each main flight section (approach, approach and departure) in the protection area range of the flight program according to the partitioning and conservative principles based on the flight program and the minimum operation standard.
And drawing a simple clear plan of the transport airport according to the simple manufacturing method for the flight program protection area range and the reference height of the transport airport, wherein the finally drawn flight program protection area range is an inverted step type airspace of which the airspace range is gradually reduced along with the height and consists of one to seven areas.
And 2, step: judging whether a safety line drawn in a civil aviation transport airport meets the safe operation of the civil aviation transport airport and a navigation airport by using a collision risk evaluation method; if yes, the civil aviation transport airport and the navigation airport operate according to the safety line rule, and if not, the step 3 is skipped;
in step 2, whether the safety line marked in the civil aviation transport airport meets the safe operation of the civil aviation transport airport and the navigation airport is judged by using a collision risk assessment method, and the method specifically comprises the following steps:
step 2.1: calculating the minimum safe distance of a civil aviation transport airport and a navigation airport meeting the safe target level, and marking a safe line in the civil aviation transport airport according to the minimum safe distance;
it should be noted that the collision risk is generally expressed in terms of the number of aerial collisions occurring per hour of flight, and the safety target level published by ICAO is the number of times per hour of flight, which is the frequency of simultaneous lateral, longitudinal and vertical overlap of two aircraft. The magnitude of the risk of collision between two aircraft is mainly due to the actual distance between the aircraft. And each airplane has a position error, the interval between two adjacent airplanes is different. Compared with the approach stage, the approach stage is long in flight and small in gradient, and the probability of collision risk is high, so that the collision risk evaluation method establishes a kinematic equation by starting from the interval difference between two adjacent airplanes in the approach stage.
The specific steps for marking the safety line are as follows:
step 2.1.1:D(t)civil aviation transport airplane running at civil aviation transport airportiAnd a navigable aircraft operating at a navigable airportjThe display distance between the two display devices is,D(t)is equal to the actual distance
Minus the error of the instrument display distance
When the instrument displays the distance error
Determining the actual distance when the distribution is normal
Has a probability density function of
And obtaining a probability density function integral formula of the conflict between the civil aviation transport aircraft and the navigation aircraft as follows:
wherein, in the process,drepresenting the collision distance between the civil aviation transport aircraft and the navigation aircraft when the distance between the civil aviation transport aircraft and the navigation aircraft is betweendThe collision between the two machines is represented;
ILS navigation is adopted in the approach stage, and the mean value of the lateral position error of the airplane is
A mean square error of
The position error model is:
；
when the airplane is in the flight of the airplane,tlateral position error at the moment of time of
Wherein
Is a lateral position error of the aircraft,
is the average distance of the aircraft from the centerline of the flight path,
is the variance of the aircraft off-course centerline; in thattAt the moment of time, the time of day,
the lateral distance of the airplane from a certain reference point and the actual position of the airplane in the lateral direction
Then the actual lateral separation of the two aircraft is:
wherein, in the step (A),
is the theoretical lateral distance of two aircraft
(ii) a Because the respective lateral position errors of the two airplanes meet normal distribution, the expressions are respectively
、
The difference between the lateral position errors of the two airplanes also satisfies the normal distribution, and the expression is
(ii) a The actual lateral distance of the two aircraft is therefore:
and the probability density function for a known normal distribution is:
then, the formula of the lateral collision risk model of the two airplanes in the simultaneous approach stage is obtained as follows:
step 2.1.2: according to the estimated actual position relation of the civil aviation transport airport and the navigation airport, a kinematic equation is established from the difference of the intervals between two adjacent airplanes in the approach stage, the difference of the intervals refers to the difference of theoretical intervals and actual intervals, and the worst case plan in operation is considered to ensure safe operation under all conditions. Assuming that the civil aviation transport aircraft in the approach stage of the civil aviation transport airport returns to the original route after 30-degree yawing occurs due to special conditions, establishing a kinematic equation to obtain all time points in the whole process, and substituting the actual lateral interval of the corresponding civil aviation transport aircraft from the navigation airport to the nearest boundary of the airspace into a lateral collision risk model formula to obtain collision risk values corresponding to all time points;
step 2.1.3: the initial distance of the nearest boundary of an airspace, namely the initial theoretical lateral distance, used by the civil aviation transport airport and the navigation airport is adjusted, so that the maximum collision risk value in the collision risk values corresponding to all time points is equal to the safety target level 5 multiplied by 10 published by ICAO -9 The time/flight hour is the minimum safe distance of the civil aviation transport airport and the navigation airport which meets the safe target level;
step 2.1.4: and connecting the IF points at the two ends of the transport airport runway after the IF points are translated along the vertical direction of the transport airport runway to obtain a safety line.
Step 2.1.5: if the safety line is not overlapped with the use airspace of the navigation airport, the safety line is considered to meet the safe operation of the civil aviation transport airport and the navigation airport; and if the part of the civil aviation transport airport and the navigation airport uses the airspace at the same side of the safety line, the safety line is considered not to meet the safety operation of the civil aviation transport airport and the navigation airport.
It should be noted that the safety line rule is that the civil aviation transport aircraft and the navigation aircraft respectively run in the respective airspace at the two sides of the safety line without crossing the safety line.
And 3, step 3: judging whether a non-invasive region arranged between a civil aviation transport airport and a navigation airport meets the requirement of safe operation of the civil aviation transport airport and the navigation airport by using a non-invasive region arrangement evaluation method; if so, the civil aviation transport airport and the navigation airport operate according to the rule of the non-intrusive area, and if not, the civil aviation transport airport and the navigation airport operate in cooperation through the remote tower.
FIG. 3 is a schematic view of the non-invasive region in an embodiment of the present application.
In step 3, judging whether the division of the non-invasive region can meet the safe operation of a civil aviation transport airport and a navigation airport by using a non-invasive region division evaluation method, specifically as follows:
step 3.1: calculating to obtain a first side boundary, a second side boundary and a non-invasive length of the non-invasive region, and constructing the non-invasive region according to the first side boundary, the second side boundary and the non-invasive length;
step 3.2: and if the non-intrusive area and the airspace used by the navigation airport are not overlapped, the non-intrusive area is considered to meet the safe operation of the civil aviation transport airport and the navigation airport, and if the non-intrusive area and the airspace used by the navigation airport are overlapped, the non-intrusive area is considered to not meet the safe operation of the civil aviation transport airport and the navigation airport.
It should be noted that the specific steps for constructing the non-invasive region are as follows:
step 3.1.1: analyzing historical track data of the civil aviation transport airport to obtain the maximum offset of an IF point and an FAF point at the entrance end of a runway, an IF point and an FAF point at the exit end of the runway and the track at the FAF point from a civil aviation transport airport route, translating the IF point and the FAF point at the entrance end of the runway, the IF point and the FAF point at the exit end of the runway to the maximum offset of one side of a civil aviation airport along the direction perpendicular to the civil aviation transport airport route plus a distance of 100m, and sequentially connecting the IF point and the FAF point at the exit end of the runway and the IF point and the FAF point at the exit end of the runway after movement to obtain a first side boundary of a non-intrusion area;
step 3.1.2: calculating the distance of a detection area, wherein the detection area refers to the air space tolerance required by the transportation aircraft to fly in the time period when a controller observes that the transportation aircraft mistakenly enters the non-invasive area, and the tolerance depends on the updating period of a monitoring system, the precision of a radar system and the resolution of a radar display; calculating the distance generated in the time delay/reaction time, including the reaction time of a controller, the reaction time of a captain and the reaction time required by the response of the aircraft; calculating the distance of a correction area, wherein the correction area is an additional tolerance airspace which is the airspace tolerance required by the abnormally flying and transporting airplane within the time when the threatened navigation airplane completes the maneuver avoidance flight; the distance of the lateral trajectory interval is calculated, the lateral trajectory interval is a tolerance airspace formed by a lateral interval and a navigation buffer area and is used for providing enough lateral trajectory interval between the abnormal flight transport aircraft and the threatened navigation aircraft, and the interval is the minimum lateral interval when the aircraft trajectories are parallel. Accumulating the four distances to be used as the width of the non-invasive area (the distance of each area can be obtained through experimental data of each airport), wherein the obtained side boundary of the non-invasive area is translated for the distance along the direction perpendicular to the route of the civil aviation transport airport, so that a second side boundary of the non-invasive area is obtained;
step 3.1.3: the length of the non-invasive area is from the IF point at one end of the civil aviation transport airport runway to the IF point at the other end, and the two ends of the first side boundary and the second side boundary are connected to obtain a closed non-invasive area range;
step 3.1.4: and if the non-intrusive area and the use airspace of the navigation airport are not overlapped, the non-intrusive area is considered to meet the safe operation of the civil aviation transport airport and the navigation airport, and if the non-intrusive area and the use airspace of the navigation airport are overlapped, the non-intrusive area is considered to not meet the safe operation of the civil aviation transport airport and the navigation airport.
It should be noted that the rule of the non-intrusive region is that during normal operation, the airplanes in the civil aviation transport airport and the navigation airport do not enter the non-intrusive region.
As shown in fig. 2, corresponding to the method, the invention also provides a civil aviation navigation airport operation influence evaluation device, which comprises a simple clear space diagram evaluation unit, a collision risk evaluation unit and a non-invasive partition design evaluation unit;
the simple clear space diagram evaluation unit is used for judging whether the operation between the civil aviation transport airport and the navigation airport is influenced; if so, executing a collision risk evaluation unit, and if not, operating the civil aviation transport airport and the navigation airport independently;
the collision risk evaluation unit is used for judging whether a safety line arranged in the civil aviation transport airport meets the safe operation of the civil aviation transport airport and the navigation airport; if so, the civil aviation transport airport and the navigation airport operate according to the safety line rule, and if not, the non-intrusive area is set up with an evaluation unit;
the non-intrusive region dividing and evaluating unit is used for judging whether a non-intrusive region divided between a civil aviation transport airport and a navigation airport meets the requirement of safe operation of the civil aviation transport airport and the navigation airport; if the remote control tower is not in cooperation with the civil aviation transport airport and the navigation airport, the civil aviation transport airport and the navigation airport operate through the remote control tower.
The simple clear space diagram evaluation unit is specifically configured to execute the following steps:
step 1.1: judging whether the plane of the airspace used by the navigation airport is overlapped with the plane range of the flight program protection area of the civil aviation transport airport; if yes, continuing to judge that the navigation airport uses the airspace boundary furthest to reach a specific area of a plane range of a flight program protection area of the civil aviation transport airport, jumping to the step 1.2, and if not, having no influence on the operation between the civil aviation transport airport and the navigation airport;
step 1.2: judging whether the height of the airspace used by the navigation airport is lower than the reference height of a specific area; if so, the operation between the civil aviation transport airport and the navigation airport has no influence; and if not, the operation between the civil aviation transport airport and the navigation airport is influenced.
Wherein the collision risk assessment unit is specifically configured to perform the following steps:
step 2.1: calculating the minimum safe distance of a civil aviation transport airport and a navigation airport meeting the safe target level, and marking a safe line in the civil aviation transport airport according to the minimum safe distance;
step 2.2: if the safety line is not overlapped with the use airspace of the navigation airport, the safety line is considered to meet the safe operation of the civil aviation transport airport and the navigation airport; and if the part of the civil aviation transport airport and the navigation airport uses the airspace at the same side of the safety line, the safety line is considered not to meet the safety operation of the civil aviation transport airport and the navigation airport.
The non-intrusive zone design and evaluation unit is specifically configured to perform the following steps:
step 3.1: calculating to obtain a first side boundary, a second side boundary and a non-invasive length of the non-invasive region, and constructing the non-invasive region according to the first side boundary, the second side boundary and the non-invasive length;
step 3.2: and if the non-intrusive area and the use airspace of the navigation airport are not overlapped, the non-intrusive area is considered to meet the safe operation of the civil aviation transport airport and the navigation airport, and if the non-intrusive area and the use airspace of the navigation airport are overlapped, the non-intrusive area is considered to not meet the safe operation of the civil aviation transport airport and the navigation airport.
In addition, the present embodiment also provides a storage medium, where at least one instruction, at least one program, a code set, or an instruction set is stored in the storage medium, and the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a processor to implement the method for estimating the operational impact of the civil aviation airport.
In addition, the present embodiment also provides a terminal, where the terminal includes a processor and a memory, where the memory stores at least one instruction, at least one program, a code set, or an instruction set, and the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by the processor to implement the method for assessing an operational impact on a civil aviation airport.
The terminal is a PC and other terminal equipment with a data processing function.
The foregoing shows and describes the general principles, essential features, and advantages of the invention. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, and the preferred embodiments of the present invention are described in the above embodiments and the description, and are not intended to limit the present invention. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (10)
1. A method for evaluating the operation influence of a civil aviation navigation airport is characterized by comprising the following steps:
step 1: judging whether the operation between the civil aviation transport airport and the navigation airport is influenced or not by using a simple clear space diagram evaluation method; if yes, jumping to the step 2, and if not, independently operating the civil aviation transport airport and the navigation airport respectively;
and 2, step: judging whether a safety line drawn in a civil aviation transport airport meets the safe operation of the civil aviation transport airport and a navigation airport by using a collision risk evaluation method; if so, the civil aviation transport airport and the navigation airport operate according to the safety line rule, and if not, jumping to the step 3;
and step 3: judging whether a non-invasive region arranged between a civil aviation transport airport and a navigation airport meets the requirement of safe operation of the civil aviation transport airport and the navigation airport by using a non-invasive region arrangement evaluation method; if the remote control tower is not in cooperation with the civil aviation transport airport and the navigation airport, the civil aviation transport airport and the navigation airport operate through the remote control tower.
2. The method for evaluating the operation influence of the civil aviation airport according to claim 1, wherein in the step 1, whether the operation between the civil aviation airport and the aviation airport is influenced is judged by using a simple clear space diagram evaluation method, which comprises the following specific steps:
step 1.1: judging whether the plane of the airspace used by the navigation airport is overlapped with the plane range of the flight program protection area of the civil aviation transport airport; if so, continuing to judge that the navigation airport uses the airspace boundary furthest to reach the specific area of the plane range of the flight program protection area of the civil aviation transport airport, and jumping to the step 1.2, if not, the operation between the civil aviation transport airport and the navigation airport has no influence;
step 1.2: judging whether the altitude of the airspace used by the navigation airport is lower than the reference altitude of a specific area or not; if so, the operation between the civil aviation transport airport and the navigation airport has no influence; and if not, the operation between the civil aviation transport airport and the navigation airport is influenced.
3. The method for evaluating the operation influence of the civil aviation airport according to claim 2, wherein in the step 2, whether the safety line marked in the civil aviation airport meets the safe operation of the civil aviation airport and the aviation airport is judged by using a collision risk evaluation method, which comprises the following specific steps:
step 2.1: calculating the minimum safe distance of a civil aviation transport airport and a navigation airport meeting the safe target level, and marking a safe line in the civil aviation transport airport according to the minimum safe distance;
step 2.2: if the safety line is not overlapped with the use airspace of the navigation airport, the safety line is considered to meet the safe operation of the civil aviation transport airport and the navigation airport; and if the part of the civil aviation transport airport and the navigation airport uses the airspace at the same side of the safety line, the safety line is considered not to meet the safety operation of the civil aviation transport airport and the navigation airport.
4. The method for evaluating the operation influence of the civil aviation and navigation airport according to claim 1, wherein in the step 3, whether the planned non-invasive area can meet the safe operation of the civil aviation and navigation airport is judged by using a non-invasive area planning evaluation method, which comprises the following specific steps:
step 3.1: calculating to obtain a first side boundary, a second side boundary and a non-invasive length of the non-invasive region, and constructing the non-invasive region according to the first side boundary, the second side boundary and the non-invasive length;
step 3.2: and if the non-intrusive area and the airspace used by the navigation airport are not overlapped, the non-intrusive area is considered to meet the safe operation of the civil aviation transport airport and the navigation airport, and if the non-intrusive area and the airspace used by the navigation airport are overlapped, the non-intrusive area is considered to not meet the safe operation of the civil aviation transport airport and the navigation airport.
5. The device for evaluating the operation influence of the civil aviation navigation airport is characterized by comprising a simple clear space diagram evaluation unit, a collision risk evaluation unit and a non-invasive partition design evaluation unit;
the simple clear space diagram evaluation unit is used for judging whether the operation between the civil aviation transport airport and the navigation airport is influenced; if so, executing a collision risk evaluation unit, and if not, independently operating the civil aviation transport airport and the navigation airport respectively;
the collision risk evaluation unit is used for judging whether a safety line arranged in the civil aviation transport airport meets the safe operation of the civil aviation transport airport and the navigation airport; if so, the civil aviation transport airport and the navigation airport operate according to the safety line rule, and if not, the non-intrusive region is set up with an evaluation unit;
the non-invasive division evaluation unit is used for judging whether a non-invasive area arranged between a civil aviation transport airport and a navigation airport meets the requirement of safe operation of the civil aviation transport airport and the navigation airport; if the remote control tower is not in cooperation with the civil aviation transport airport and the navigation airport, the civil aviation transport airport and the navigation airport operate through the remote control tower.
6. The civil aviation navigation airport operation impact assessment device according to claim 5, wherein said simple clear map assessment unit is specifically configured to perform the following steps:
step 1.1: judging whether the plane of the airspace used by the navigation airport is overlapped with the plane range of the flight program protection area of the civil aviation transport airport; if so, continuing to judge that the navigation airport uses the airspace boundary furthest to reach the specific area of the plane range of the flight program protection area of the civil aviation transport airport, and jumping to the step 1.2, if not, the operation between the civil aviation transport airport and the navigation airport has no influence;
step 1.2: judging whether the height of the airspace used by the navigation airport is lower than the reference height of a specific area; if so, the operation between the civil aviation transport airport and the navigation airport has no influence; if not, the operation between the civil aviation transport airport and the navigation airport is influenced.
7. The civil aviation navigation airport operation impact assessment device according to claim 6, wherein said collision risk assessment unit is specifically configured to perform the following steps:
step 2.1: calculating the minimum safe distance of a civil aviation transport airport and a navigation airport meeting the safe target level, and marking a safe line in the civil aviation transport airport according to the minimum safe distance;
step 2.2: if the safety line is not overlapped with the use airspace of the navigation airport, the safety line is considered to meet the safe operation of the civil aviation transport airport and the navigation airport; and if the part of the civil aviation transport airport and the navigation airport uses the airspace at the same side of the safety line, the safety line is considered not to meet the safety operation of the civil aviation transport airport and the navigation airport.
8. The civil aviation navigation airport operation impact assessment device according to claim 5, wherein said non-intrusive zoning assessment unit is specifically configured to perform the following steps:
step 3.1: calculating to obtain a first side boundary, a second side boundary and a non-invasive length of the non-invasive region, and constructing the non-invasive region according to the first side boundary, the second side boundary and the non-invasive length;
step 3.2: and if the non-intrusive area and the airspace used by the navigation airport are not overlapped, the non-intrusive area is considered to meet the safe operation of the civil aviation transport airport and the navigation airport, and if the non-intrusive area and the airspace used by the navigation airport are overlapped, the non-intrusive area is considered to not meet the safe operation of the civil aviation transport airport and the navigation airport.
9. A storage medium having stored therein at least one instruction, at least one program, a set of codes or a set of instructions, which is loaded and executed by a processor to implement the method of assessing civil aviation airport operational impact as claimed in any one of claims 1 to 4.
10. A terminal, characterized in that it comprises a processor and a memory in which at least one instruction, at least one program, set of codes or set of instructions is stored, which is loaded and executed by the processor to implement the method of assessing the operational impact of a civil aviation airport according to any one of claims 1 to 4.
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