CN118609431A - An airport management system based on noise monitoring and sound source analysis - Google Patents

Abstract

The present invention relates to the field of civil aviation management technology, and in particular to an airport management system based on noise monitoring and sound source analysis, comprising: a noise monitoring module for monitoring aviation noise in a noise control area; a noise source analysis module for acquiring airborne radar data and flight management data to determine the noise source; a distance analysis module for analyzing the first assist distance that the noise source has taxied and the first straight-line distance between the noise source and the noise control area when the aviation noise exceeds a preset noise threshold; and also for analyzing the total taxiing distance of the noise source during takeoff; a taxiway adjustment module for acquiring the taxiway entrance of the noise source entering the runway, and adjusting the taxiway entrance of the noise source entering the runway in combination with the first assist distance, the first straight-line distance and the total taxiing distance. By adopting this solution, aviation noise can be monitored in real time, and the taxiway entrance of the noise source can be adjusted accordingly, thereby reducing the noise impact of aviation noise on the surrounding area of the airport.

Description

An airport management system based on noise monitoring and sound source analysis

Technical Field

The present invention relates to the technical field of civil aviation management, and in particular to an airport management system based on noise monitoring and sound source analysis.

Background Art

With the rapid development of aviation transportation, the noise generated by aircraft takeoff and landing has an increasingly significant impact on the surrounding environment and residents' lives. Especially around urban airports, aviation noise has become an important environmental issue.

In order to reduce the negative impact of aviation noise on the surrounding environment, traditional noise control methods mainly focus on the following aspects: 1. Building soundproof walls: By building soundproof walls around the airport to block and absorb noise, reduce the spread of noise to the surrounding environment. However, this method is costly and has a certain impact on land use, and cannot be widely implemented. 2. Restricting flight time: By limiting night flights or limiting the number of aircraft takeoffs and landings within a specific time period, the noise interference to surrounding residents can be reduced. Although this method is simple and easy to implement, it will have a certain impact on the operating efficiency of the airport and the flight schedule of airlines. 3. Aircraft performance improvement: By improving aircraft design, such as using more advanced engine and wing designs, the noise level of aircraft during takeoff and landing can be reduced. This method requires a long R&D cycle and high R&D costs, and it is difficult to modify existing aircraft. 4. Noise monitoring and prediction: By real-time monitoring and prediction of aviation noise, data support is provided for noise management. This method can help airports and government departments better understand noise pollution, but due to the lack of effective noise control measures, its application effect is limited to a certain extent.

In summary, the existing aviation noise control technology has problems such as high cost, difficulty in implementation, and limited effect. Even if there is a corresponding noise monitoring system, it can usually only adjust the flight time of high-noise flights to prevent them from taking off at night and affecting the rest of residents around the airport. It does not substantially reduce the impact of aviation noise on the surrounding environment, and flight adjustments will have a greater negative impact on airport operations. Therefore, there is an urgent need to provide an airport management system based on noise monitoring and sound source analysis, which can reduce the noise impact of aviation noise on the surrounding area of the airport through real-time monitoring and path optimization, and has low cost, low implementation difficulty, and can be widely used.

Summary of the invention

The present invention provides an airport management system based on noise monitoring and sound source analysis, which can reduce the noise impact of aviation noise on the airport periphery through real-time monitoring and path optimization, and has low cost and low implementation difficulty.

In order to achieve the above objectives, this application provides the following technical solutions:

An airport management system based on noise monitoring and sound source analysis, comprising a noise monitoring module, a noise source analysis module, a distance analysis module and a taxiway adjustment module;

The noise monitoring module is used to monitor the aviation noise in the noise control area;

The noise source analysis module is used to analyze whether the aviation noise exceeds a preset noise threshold, and if so, obtain airborne radar data and flight management data to determine the noise source;

The distance analysis module is used to analyze the first assist distance that the noise source has glided and the first straight-line distance between the noise source and the noise control area when the aviation noise exceeds the preset noise threshold; and is also used to analyze the total gliding distance of the noise source during takeoff;

The taxiway adjustment module is used to obtain the taxiway entrance of the noise source entering the runway, and adjust the taxiway entrance of the noise source entering the runway in combination with the first takeoff distance, the first straight-line distance and the total taxiing distance.

The principles and advantages of the present invention are:

Different types of aircraft generate different noise levels during takeoff. Even if all aircraft use the same runway, the noise impact of each aircraft on the surrounding environment during takeoff and taxiing is still significantly different due to differences in aircraft models. Therefore, this solution monitors the aviation noise in the noise control area in real time, and obtains airborne radar data and flight management data when the aviation noise exceeds the preset noise threshold to accurately determine the noise source. This process not only improves the accuracy of noise control, but also enables the adoption of corresponding measures for specific noise sources.

After determining the noise source, this solution further locks the specific time period during the takeoff process when the aircraft's aviation noise is too high, and analyzes the first takeoff distance and the first straight-line distance from the noise control area that the aircraft has taxied in the current time period, thereby providing data support for analyzing the impact of the noise generated by the aircraft after taxiing the same distance at different taxiway entrances on the noise control area, and then by increasing the straight-line distance between the aircraft and the noise control area, the decibel of the noise during the taxiing process of the aircraft when it is transmitted to the noise control area can be effectively reduced. The principle is that the aviation noise gradually increases during the takeoff process of the aircraft. By adjusting the taxiway entrance, the straight-line distance from the noise control area can be farther after the aircraft taxis the same distance, thereby reducing the impact of the noise transmission to the noise control area; the reason for not directly replacing the runway that is farther from the noise control distance is that replacing the runway involves complex ground route planning, and not every airport has multiple runways. Compared with replacing the runway, replacing the taxiway entrance in this solution is simpler and more efficient. Therefore, the taxiway entrance of the aircraft can be set to the adjusted and optimized taxiway entrance, which can not only reduce the negative impact of aviation noise on the surrounding environment without affecting the airport's operating efficiency, but also has the advantages of low cost and easy implementation.

In addition, the real-time monitoring and data analysis functions of this solution enable airport management departments to respond to noise exceeding the standard in a timely manner and take corresponding measures. Compared with traditional static noise control methods, such as building soundproof walls and restricting night flights, this dynamic noise control strategy has higher flexibility and adaptability. At the same time, the implementation of this solution will not interfere with the airport's existing facilities and operations.

In summary, this solution reduces the impact of aviation noise on the surrounding environment by real-time monitoring of aviation noise, accurately determining the noise source, analyzing the noise propagation law, and ultimately adjusting the taxiway entrance. It is low-cost, easy to implement, and has high flexibility and adaptability.

Further, the noise source analysis module includes a noise decibel analysis module, a noise source position analysis module and a noise source determination module;

The noise decibel analysis module is used to analyze whether the aviation noise exceeds a preset noise threshold, and if so, jump to the noise source location analysis module;

The noise source location analysis module is used to analyze the location of the noise source based on the monitored aviation noise and the sound source localization technology;

The noise source determination module is used to obtain airborne radar data and flight management data, and determine the noise source according to the location of the noise source.

Beneficial effects: By analyzing the location of the noise source based on the sound source positioning technology, the specific area where the noise source is located can be accurately locked. Then, by using the working mode of transmitting radar signals between the aircraft and the tower, the airborne radar data of the noise source is collected in real time. The airborne radar data includes specific information such as the aircraft model and number, so that the specific noise source can be determined, which is conducive to subsequent targeted flight management and reducing the noise impact on the surrounding environment during the taxiing process.

Further, the taxiway adjustment module includes a taxiway acquisition module, a taxiway screening module, a taxiway simulation module and an entrance determination module;

The taxiway acquisition module is used to acquire the position of each taxiway entrance on the runway and the taxiable distance between each taxiway entrance and the end of the runway;

The taxiway screening module is used to screen the taxiway entrance according to the taxiable distance between each taxiway entrance and the end of the runway and the total taxiing distance during the take-off process of the noise source;

The taxiing simulation module is used to simulate and analyze the second straight-line distance between the noise source and the aviation noise control area when the noise source enters the runway from each selected taxiway entrance and taxis the first takeoff distance;

The entrance determination module is used to select a taxiway entrance as an adjusted taxiway entrance according to the first straight-line distance and the second straight-line distance.

Beneficial effects: A runway is usually equipped with multiple taxiway entrances, but not every taxiway entrance is suitable for the take-off and landing of the noise source. If the distance available for taxiing is not enough, it may lead to failure to take off successfully, so it cannot be used. In this scheme, firstly, by calculating the taxiing distance between each taxiway entrance and the end of the runway, as well as the total taxiing distance of the noise source during take-off, the taxiway entrance that can meet the physical conditions for aircraft take-off is effectively screened out, thereby avoiding the risk of take-off failure caused by insufficient taxiing distance. After screening out several taxiway entrances that meet the requirements, the second straight-line distance between the noise source and the aviation noise control area when the noise source enters the runway from each selected taxiway entrance and taxis the first take-off distance is simulated and analyzed, and it can be analyzed whether the second straight-line distance is greater than the first straight-line distance. From this, it is analyzed whether the noise impact of the noise source on the noise control area will be reduced at this time, so as to select the taxiway entrance with lower noise impact, effectively reduce the noise impact of the aircraft on the surrounding environment during take-off, and reduce the interference of aviation noise on the lives of surrounding residents.

Further, the taxiway screening module includes a historical data acquisition module, a safe taxiing distance calculation module and a distance comparison module;

The historical data acquisition module is used to acquire the historical flight data and historical airport parameters of the noise source in the flight management data;

The safe taxiing distance calculation module is used to analyze the safe taxiing distance of the noise source according to the total taxiing distance during the takeoff process of the noise source, historical flight data and historical airport parameters;

The distance comparison module is used to compare the taxiable distance between each taxiway entrance and the end of the runway with the safe taxiing distance of the noise source, and to filter out the taxiway entrances whose taxiable distance is less than the safe taxiing distance.

Beneficial effects: The taxiing distance of the same aircraft during takeoff is affected by many factors. In order to further avoid the risk of takeoff failure caused by insufficient taxiing distance, this solution analyzes the safe taxiing distance of the noise source based on the total taxiing distance of the noise source during takeoff, historical flight data and historical airport parameters, establishes fault tolerance for the aircraft's taxiing, and thus further improves safety.

Furthermore, the calculation formula of the safe sliding distance is as follows:

In the formula, For safe sliding distance, is the safe takeoff speed of the noise source, is the historical average acceleration of the noise source, is the runway friction coefficient, is the influence coefficient of historical wind direction on aircraft takeoff, is the acceleration capability influence coefficient of the historical average thrust-to-weight ratio of the noise source, Reserve sliding distance for extra safety. is the total taxiing distance of the noise source during takeoff.

Beneficial effects: This scheme comprehensively considers the runway friction coefficient, the influence coefficient of historical wind direction on aircraft takeoff, and the acceleration capability influence coefficient of the historical average thrust-to-weight ratio of the noise source, and provides the noise source with a corresponding additional safe reserved taxiing distance, thereby generating a targeted safe taxiing distance. Compared with the use of a unified safe taxiing distance, the safe taxiing distance in this scheme is more suitable for the current noise source and can improve the runway utilization rate.

Further, the taxiing simulation module includes a motion simulation module and a simulation data acquisition module;

The motion simulation module is used to simulate the noise source entering the runway from the taxiway entrance and taxiing;

The simulation data acquisition module is used to obtain the second straight-line distance between the noise source and the aviation noise control area when the noise source enters the runway from the taxiway entrance and taxis the first take-off distance; it is also used to obtain the simulated aviation noise in the noise control area during the taxiing process of the noise source.

Further, the entry determination module includes a first-round screening module and a second-round screening module;

The first round screening module is used to compare the first straight-line distance and the second straight-line distance, and if the second straight-line distance is greater than the first straight-line distance, screen the corresponding taxiway entrance as a candidate taxiway entrance;

The second round screening module is used to analyze the time period when the simulated aviation noise is higher than the preset noise threshold according to the simulated aviation noise of the noise source in the noise control area during the taxiing process of each candidate taxiway entrance, and screen the candidate taxiway with the shortest time period when the simulated aviation noise is higher than the preset noise threshold as the adjusted taxiway entrance.

Beneficial effects: Through two rounds of screening, the scheme with the shortest noise impact time and the smallest noise impact on the noise control area is screened out, and the corresponding taxiway entrance is set as the adjusted taxiway entrance. After that, the aircraft can enter the runway through the taxiway entrance, which is conducive to reducing the noise impact of the aircraft on the surrounding environment during normal takeoff.

Furthermore, the entrance determination module also includes a flight management data updating module, which is used to update the flight management data according to the adjusted taxiway entrance.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a logic block diagram of an embodiment of an airport management system based on noise monitoring and sound source analysis according to the present invention.

FIG. 2 is a logic block diagram of a taxiway adjustment module in an embodiment of an airport management system based on noise monitoring and sound source analysis of the present invention.

FIG3 is a flow chart of an airport management method based on noise monitoring and sound source analysis in an embodiment of the present invention.

DETAILED DESCRIPTION

The following is further described in detail through specific implementation methods:

Embodiment 1:

Embodiment 1 is basically as shown in FIG1:

An airport management system based on noise monitoring and sound source analysis, as shown in FIG1 , includes a noise monitoring module, a noise source analysis module, a distance analysis module and a taxiway adjustment module.

The noise monitoring module is used to monitor the aviation noise in the noise control area. In this embodiment, the noise control area is a residential area around the airport. A plurality of acoustic sensors are arranged in an array in the noise control area to monitor the noise in the noise control area and identify the aviation noise through a sound source identification system.

The noise source analysis module is used to analyze whether the aviation noise exceeds the preset noise threshold. If so, the airborne radar data and flight management data are obtained to determine the noise source. The noise source analysis module includes a noise decibel analysis module, a noise source location analysis module and a noise source determination module. The noise decibel analysis module is used to analyze whether the aviation noise exceeds the preset noise threshold. If so, the module jumps to the noise source location analysis module to analyze the location of the noise source. If not, the aviation noise is continuously monitored. The noise source location analysis module is used to analyze the location of the noise source based on the monitored aviation noise and the sound source localization technology. The noise source determination module is used to obtain airborne radar data and flight management data, and determine the noise source based on the location of the noise source. In this embodiment, the noise source is the aircraft that emits the monitored aviation noise.

The distance analysis module is used to analyze the first assist distance that the noise source has glided and the first straight-line distance between the noise source and the noise control area when the aviation noise exceeds the preset noise threshold; it is also used to analyze the total gliding distance of the noise source during takeoff. In this embodiment, the first straight-line distance is the straight-line distance between the noise source and the nearest end of the noise control area. It is assumed that when the aviation noise exceeds the preset noise threshold, the first assist distance that the noise source has glided is 2000m, the first straight-line distance between the noise source and the noise control area is 1500m, and the total gliding distance of the noise source during takeoff is 3000m.

The taxiway adjustment module is used to obtain the taxiway entrance of the noise source entering the runway, and adjust the taxiway entrance of the noise source entering the runway in combination with the first assist distance, the first straight-line distance and the total taxiing distance. As shown in FIG2 , the taxiway adjustment module includes a taxiway acquisition module, a taxiway screening module, a taxiing simulation module and an entrance determination module.

The taxiway acquisition module is used to obtain the position of each taxiway entrance on the runway and the taxiable distance between each taxiway entrance and the end of the runway.

The taxiway screening module is used to screen the taxiway entrance according to the taxiable distance between each taxiway entrance and the end of the runway and the total taxiing distance of the noise source during takeoff; the taxiway screening module includes a historical data acquisition module, a safe taxiing distance calculation module and a distance comparison module.

The historical data acquisition module is used to obtain the historical flight data and historical airport parameters of the noise source in the flight management data; in this embodiment, the historical flight data includes the takeoff safety speed of the noise source, the historical average acceleration of the noise source, and the historical average thrust-to-weight ratio of the noise source; the historical airport parameters include the runway friction coefficient and the influence coefficient of the historical wind direction on the aircraft takeoff.

The safe taxiing distance calculation module is used to analyze the safe taxiing distance of the noise source according to the total taxiing distance during the takeoff process of the noise source, historical flight data and historical airport parameters; the calculation formula of the safe taxiing distance is as follows:

In the formula, For safe sliding distance, is the safe takeoff speed of the noise source, is the historical average acceleration of the noise source, is the runway friction coefficient, is the influence coefficient of historical wind direction on aircraft takeoff, is the acceleration capability influence coefficient of the historical average thrust-to-weight ratio of the noise source, Reserve sliding distance for extra safety. is the total taxiing distance of the noise source during takeoff. In this embodiment, assume that the runway friction coefficient is 40, the influence coefficient of the historical wind direction on the aircraft takeoff is 2, and the historical average thrust-to-weight ratio of the noise source is is 0.27, where T is thrust, W is weight, and the acceleration capability influence coefficient of the historical average thrust-to-weight ratio of the noise source is , so in this embodiment, the acceleration capability influence coefficient of the historical average thrust-to-weight ratio of the noise source is The preset additional safety reserved taxiing distance is 81, and the preset additional safety reserved taxiing distance is 1000m. In this scheme, the runway friction coefficient, the influence coefficient of historical wind direction on aircraft takeoff, and the influence coefficient of the acceleration capability of the historical average thrust-to-weight ratio of the noise source are integrated to provide the corresponding additional safety reserved taxiing distance for the noise source, thereby generating a targeted safety taxiing distance. Compared with the use of a unified safety taxiing distance, the safety taxiing distance in this scheme is more suitable for the current noise source and can improve the runway utilization rate.

The distance comparison module is used to compare the taxiable distance between each taxiway entrance and the end of the runway with the safe taxiing distance of the noise source, and to filter out the taxiway entrances whose taxiable distance is less than the safe taxiing distance.

The taxiing simulation module is used to simulate and analyze the second straight-line distance between the noise source and the aviation noise control area when the noise source enters the runway from each selected taxiway entrance and taxis for the first take-off distance. The taxiing simulation module includes a motion simulation module and a simulation data acquisition module: the motion simulation module is used to simulate the noise source entering the runway from the taxiway entrance and taxiing; the simulation data acquisition module is used to obtain the second straight-line distance between the noise source and the aviation noise control area when the noise source enters the runway from the taxiway entrance and taxis for the first take-off distance; it is also used to obtain the simulated aviation noise in the noise control area during the taxiing process of the noise source.

The entrance determination module is used to select a taxiway entrance as the adjusted taxiway entrance according to the first straight-line distance and the second straight-line distance. Specifically, the entrance determination module includes a first-round screening module, a second-round screening module and a flight management data updating module.

The first round screening module is used to compare the first straight-line distance and the second straight-line distance. If the second straight-line distance is greater than the first straight-line distance, the corresponding taxiway entrance is screened as a candidate taxiway entrance. The second round screening module is used to analyze the time period in which the simulated aviation noise is higher than a preset noise threshold according to the simulated aviation noise of the noise source in the noise control area during the taxiing process of each candidate taxiway entrance, and screen the candidate taxiway with the shortest time period in which the simulated aviation noise is higher than the preset noise threshold as the adjusted taxiway entrance. Thus, through two rounds of screening, a solution with the shortest noise impact time and the smallest noise impact on the noise control area is screened out.

The flight management data update module is used to update the flight management data according to the adjusted taxiway entrance, that is, to update the taxiway entrance for entering the runway in the flight plan of the corresponding aircraft in the flight management data according to the adjusted taxiway entrance, so as to select the taxiway entrance with lower noise impact in the subsequent flight plan, effectively reduce the noise impact of the aircraft on the surrounding environment during takeoff, and reduce the interference of aviation noise on the lives of surrounding residents. In this embodiment, the flight management data includes the taxiway entrance for entering the runway before takeoff, and the taxiway entrance in the subsequent flight plan of the noise source is updated to the adjusted taxiway entrance. In other embodiments of the present application, the safe taxiing distance in the safe taxiing distance calculation module can also be adjusted in combination with the thrust-to-weight ratio, temperature and humidity of the aircraft on the day of takeoff, and then the adjusted safe taxiing distance is used to screen the taxiway entrance. The adjusted safe taxiing distance is as follows:

Where a is the weight coefficient of the glide distance corresponding to noise, b is the weight coefficient of the optimal glide distance corresponding to thrust-to-weight ratio, c is the weight coefficient of the optimal glide distance corresponding to air temperature, and d is the weight coefficient of the optimal glide distance corresponding to humidity. is the optimal glide distance corresponding to the current thrust-to-weight ratio, is the optimal gliding distance corresponding to the current temperature, is the optimal taxiing distance corresponding to the current humidity. In this embodiment, a reference table of thrust-to-weight ratio and corresponding optimal taxiing distance, temperature and corresponding optimal taxiing distance, humidity and corresponding optimal taxiing distance is pre-stored, and the corresponding optimal taxiing distance is output according to the thrust-to-weight ratio of the aircraft and the temperature of the day.

In this embodiment, only the taxiway entrance where the noise source enters the runway is adjusted. The principle is that in modern air transportation, the design and operation efficiency of the airport are crucial to ensuring the punctuality and safety of flights. Multiple taxiway entrances can allow multiple aircraft to enter the take-off state at the same time, reducing the time loss caused by queuing and waiting, and improving the overall operation efficiency of the airport. Therefore, the take-off path of all aircraft cannot be adjusted just because the aviation noise taking off from a certain taxiway entrance is relatively small. Therefore, in this solution, fine-tuning is performed on flights whose aviation noise has a greater impact on the surrounding environment, so that effective control of aviation noise can be achieved without affecting the overall airport management and coordination.

As shown in FIG3 , an airport management method based on noise monitoring and sound source analysis includes the following steps:

S100, monitoring aviation noise in noise control areas;

S200, analyzing whether the aviation noise exceeds a preset noise threshold, and if so, obtaining airborne radar data and flight management data to determine the noise source; including:

S201, analyzing whether the aviation noise exceeds a preset noise threshold, and if so, analyzing the location of the noise source based on the monitored aviation noise and sound source localization technology;

S202, acquiring airborne radar data and flight management data, and determining the noise source according to the location of the noise source.

S300, analyzing the first assist distance that the noise source has glided and the first straight-line distance between the noise source and the noise control area when the aviation noise exceeds the preset noise threshold; analyzing the total gliding distance of the noise source during takeoff;

S400: Obtain a taxiway entrance for the noise source to enter the runway, and adjust the taxiway entrance for the noise source to enter the runway in combination with the first takeoff distance, the first straight-line distance, and the total taxiing distance.

S400 includes the following steps:

S401, obtaining the position of each taxiway entrance on the runway and the taxiable distance between each taxiway entrance and the end of the runway;

S402, selecting a taxiway entrance according to the taxiable distance between each taxiway entrance and the end of the runway and the total taxiing distance of the noise source during takeoff; S402 includes:

S4021, obtaining historical flight data and historical airport parameters of the noise source in the flight management data;

S4022, analyzing the safe taxiing distance of the noise source based on the total taxiing distance during takeoff of the noise source, historical flight data, and historical airport parameters;

S4023, compare the taxiable distance between each taxiway entrance and the end of the runway with the safe taxiing distance of the noise source, and screen out the taxiway entrances where the taxiable distance is less than the safe taxiing distance.

S403, respectively simulating and analyzing the second straight-line distance between the noise source and the aviation noise control area when the noise source enters the runway from each selected taxiway entrance and taxis the first takeoff distance; S403 includes:

S4031, simulates the noise source entering the runway from the taxiway threshold and taxiing;

S4032, obtaining the second straight-line distance between the noise source and the aviation noise control area when the noise source enters the runway from the taxiway entrance and taxis the first takeoff distance; also used to obtain the simulated aviation noise in the noise control area during the taxiing process of the noise source.

S404, selecting a taxiway entrance as an adjusted taxiway entrance according to the first straight-line distance and the second straight-line distance. S404 includes:

S4041, comparing the first straight-line distance and the second straight-line distance, if the second straight-line distance is greater than the first straight-line distance, selecting a corresponding taxiway entrance as a candidate taxiway entrance;

S4042, analyzing the time period during which the simulated aviation noise is higher than a preset noise threshold based on the simulated aviation noise of the noise source in the noise control area during the taxiing process at each candidate taxiway entrance, and selecting the candidate taxiway with the shortest time period during which the simulated aviation noise is higher than the preset noise threshold as the adjusted taxiway entrance.

S4043, update the flight management data according to the adjusted taxiway entrance.

The above are only embodiments of the present invention. Common knowledge such as the known specific structures and characteristics in the scheme is not described in detail here. Ordinary technicians in the relevant field are aware of all the common technical knowledge in the technical field to which the invention belongs before the application date or priority date, can obtain all the existing technologies in the field, and have the ability to apply conventional experimental means before that date. Ordinary technicians in the relevant field can improve and implement this scheme in combination with their own abilities under the enlightenment given by this application. Some typical known structures or known methods should not become obstacles for ordinary technicians in the relevant field to implement this application. It should be pointed out that for those skilled in the art, without departing from the structure of the present invention, several deformations and improvements can be made, which should also be regarded as the scope of protection of the present invention, which will not affect the effect of the implementation of the present invention and the practicality of the patent. The scope of protection required by this application shall be based on the content of its claims, and the specific implementation methods and other records in the specification can be used to interpret the content of the claims.

Claims (8)

1. An airport management system based on noise monitoring and sound source analysis, characterized by: comprising a noise monitoring module, a noise source analysis module, a distance analysis module and a taxiway adjustment module; The noise monitoring module is used to monitor the aviation noise in the noise control area; The noise source analysis module is used to analyze whether the aviation noise exceeds a preset noise threshold, and if so, obtain airborne radar data and flight management data to determine the noise source; The distance analysis module is used to analyze the first assist distance that the noise source has glided and the first straight-line distance between the noise source and the noise control area when the aviation noise exceeds the preset noise threshold; and is also used to analyze the total gliding distance of the noise source during takeoff; The taxiway adjustment module is used to obtain the taxiway entrance of the noise source entering the runway, and adjust the taxiway entrance of the noise source entering the runway in combination with the first takeoff distance, the first straight-line distance and the total taxiing distance. 2. The airport management system based on noise monitoring and sound source analysis according to claim 1, characterized in that: the noise source analysis module includes a noise decibel analysis module, a noise source location analysis module and a noise source determination module; The noise decibel analysis module is used to analyze whether the aviation noise exceeds a preset noise threshold, and if so, jump to the noise source location analysis module; The noise source location analysis module is used to analyze the location of the noise source based on the monitored aviation noise and the sound source localization technology; The noise source determination module is used to obtain airborne radar data and flight management data, and determine the noise source according to the location of the noise source. 3. The airport management system based on noise monitoring and sound source analysis according to claim 1, characterized in that: the taxiway adjustment module includes a taxiway acquisition module, a taxiway screening module, a taxiway simulation module and an entrance determination module; The taxiway acquisition module is used to acquire the position of each taxiway entrance on the runway and the taxiable distance between each taxiway entrance and the end of the runway; The taxiway screening module is used to screen the taxiway entrance according to the taxiable distance between each taxiway entrance and the end of the runway and the total taxiing distance during the take-off process of the noise source; The taxiing simulation module is used to simulate and analyze the second straight-line distance between the noise source and the aviation noise control area when the noise source enters the runway from each selected taxiway entrance and taxis the first takeoff distance; The entrance determination module is used to select a taxiway entrance as an adjusted taxiway entrance according to the first straight-line distance and the second straight-line distance. 4. The airport management system based on noise monitoring and sound source analysis according to claim 3, characterized in that: the taxiway screening module includes a historical data acquisition module, a safe taxiing distance calculation module and a distance comparison module; The historical data acquisition module is used to acquire the historical flight data and historical airport parameters of the noise source in the flight management data; The safe taxiing distance calculation module is used to analyze the safe taxiing distance of the noise source according to the total taxiing distance during the takeoff process of the noise source, historical flight data and historical airport parameters; The distance comparison module is used to compare the taxiable distance between each taxiway entrance and the end of the runway with the safe taxiing distance of the noise source, and to filter out the taxiway entrances whose taxiable distance is less than the safe taxiing distance. 5. The airport management system based on noise monitoring and sound source analysis according to claim 4 is characterized in that the calculation formula of the safe taxiing distance is as follows: In the formula, For safe sliding distance, is the safe takeoff speed of the noise source, is the historical average acceleration of the noise source, is the runway friction coefficient, is the influence coefficient of historical wind direction on aircraft takeoff, is the acceleration capability influence coefficient of the historical average thrust-to-weight ratio of the noise source, Reserve sliding distance for extra safety. is the total taxiing distance of the noise source during takeoff. 6. The airport management system based on noise monitoring and sound source analysis according to claim 3, characterized in that: the taxiing simulation module includes a motion simulation module and a simulation data acquisition module; The motion simulation module is used to simulate the noise source entering the runway from the taxiway entrance and taxiing; The simulation data acquisition module is used to obtain the second straight-line distance between the noise source and the aviation noise control area when the noise source enters the runway from the taxiway entrance and taxis the first take-off distance; it is also used to obtain the simulated aviation noise in the noise control area during the taxiing process of the noise source. 7. The airport management system based on noise monitoring and sound source analysis according to claim 6, characterized in that: the entrance determination module includes a first-round screening module and a second-round screening module; The first round screening module is used to compare the first straight-line distance and the second straight-line distance, and if the second straight-line distance is greater than the first straight-line distance, screen the corresponding taxiway entrance as a candidate taxiway entrance; The second round screening module is used to analyze the time period when the simulated aviation noise is higher than the preset noise threshold according to the simulated aviation noise of the noise source in the noise control area during the taxiing process of each candidate taxiway entrance, and screen the candidate taxiway with the shortest time period when the simulated aviation noise is higher than the preset noise threshold as the adjusted taxiway entrance. 8. The airport management system based on noise monitoring and sound source analysis according to claim 7 is characterized in that: the entrance determination module also includes a flight management data update module, which is used to update the flight management data according to the adjusted taxiway entrance.