CN113888905B - Civil aircraft apron control routing decision calculation method - Google Patents
Civil aircraft apron control routing decision calculation method Download PDFInfo
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Abstract
The invention provides a routing decision calculation method for civil aircraft apron control, which relates to the technical field of aviation control and comprises the following steps: respectively determining all take-off path schemes from a slip-out point to a take-off waiting point and all landing path schemes from a landing disengaging point to a slip-in point on a taxiway; setting a sliding-out time threshold range and a landing departure runway time threshold range of the aircraft, and setting an allowable waiting time range of an intersection point on a taxi; according to the allowable waiting time range, the sliding-out time threshold range or the landing off-runway time threshold range of the intersection, respectively corresponding all take-off path schemes and landing path schemes, respectively calculating all optional schemes of take-off time and landing off-runway time of the aircraft; combining all alternatives of all aircrafts within a preset time period, and carrying out screening and efficiency evaluation to obtain a result scheme. The invention can provide the optimal navigation path and the optimal sliding practice window for the aircraft, and the maximum operating efficiency of the apron is realized.
Description
Technical Field
The invention relates to the technical field of aviation control, in particular to a method for calculating a routing decision of civil aircraft apron control.
Background
The civil aviation apron control routing decision is a command activity implemented by a civil aviation air traffic management unit on the ground taxis of the aircrafts in the airports, and is used for determining specific ground taxiing paths and taxiing time windows of the aircrafts.
At present, the control routing decision of the civil aircraft apron basically depends on the business skills and working experience of people, when the pilot of the aircraft is ready to apply for the aircraft to the controller, the controller usually allows the aircraft to push out and slide as soon as possible, and when the aircraft enters the runway to take off according to the running conditions of the taxiway, the runway and the air after the aircraft slides to the take-off runway head. Because the runway takes off and lands and needs to guarantee a certain safety interval, the runway also needs to guarantee a certain safety interval in the air operation, and in the busy period of the airport, the backlog of more aircrafts on the runway heads can occur, and take off time is waited.
The long-time ground sliding of the aircraft can increase the operation cost of an airline company, increase the carbon emission of an airport, increase the safety management and control risk of a flight area, and influence the riding experience of passengers when waiting for take-off for a long time.
Disclosure of Invention
Aiming at the problems, the invention provides a routing decision calculation method for controlling a civil aircraft apron, which obtains an optimal navigation path and an optimal taxiing time window of an aircraft through operation analysis on the aspects of a control program, an airspace structure, an airport taxiway structure, policy regulations and the like, and realizes maximization of the operation efficiency of the aircraft apron.
In order to achieve the above purpose, the invention provides a method for calculating a routing decision of a civil aircraft apron control, which comprises the following steps:
respectively determining all take-off path schemes from a slip-out point to a take-off waiting point and all landing path schemes from a landing disengaging point to a slip-in point on a taxiway;
setting a sliding-out time threshold range and a landing departure runway time threshold range of an aircraft, and setting an allowable waiting time range of an intersection point on a taxi;
according to the allowable waiting time range of the intersection, the sliding-out time threshold range or the landing-off runway time threshold range, respectively corresponding all the take-off path schemes and landing path schemes, respectively calculating all the optional schemes of the take-off time and the landing-off runway time of the aircraft;
combining all the alternative schemes of all the aircrafts within a preset time period to obtain a plurality of combined path schemes;
screening all the combined path schemes to obtain all available combined path schemes;
and performing efficiency evaluation on all available combined path schemes, and taking the scheme with the highest efficiency evaluation value as a result scheme.
As a further improvement of the present invention, all of the taxiways of an airport are divided into two types, transverse and longitudinal;
naming the intersections of all the transverse taxiways and the longitudinal taxiways and measuring the longitude and latitude of the intersections;
naming the cross waiting points of 50 m distances of all the cross points 'up, down, left and right' and measuring the longitude and latitude of the cross waiting points;
naming a sliding-out point, a sliding-in point, a take-off waiting point and a landing departure runway point of the aircraft and measuring the longitude and latitude of each point;
the path plan is represented by the intersection point, intersection waiting point, slip-out point, slip-in point, take-off waiting point, and landing off runway point.
As a further improvement of the present invention, the take-off path plan and the landing path plan are represented by the intersection, the slip-out point or the landing-off runway point, the take-off waiting point or the slip-in point, and the intersection relating to the turn is represented by the intersection waiting point before and after the turn and the intersection.
As a further improvement of the present invention, the slip-out time threshold range, the floor-out time threshold range, and the allowable waiting time range of the intersection are all in units of minutes;
each moment in the sliding-out time threshold range corresponds to a sliding-out scheme;
each moment in the falling off time threshold range corresponds to a disengaging scheme;
each instant within the allowable latency range of the intersection corresponds to a latency scheme.
As a further development of the invention, all alternatives for calculating the aircraft take-off moment include:
setting a normal taxiing speed and a turning speed of the aircraft;
calculating the sliding time between the path points according to the distance between the path points in each take-off path scheme and the normal sliding speed and turning speed of the aircraft;
the time of reaching each path point and the time of leaving each path point are obtained by cross accumulation of the sliding time from the sliding point to each path point of each sliding scheme and each waiting scheme at the path point;
the moment leaving the last path point is the take-off moment, and the taxiing scheme is an alternative scheme of the take-off moment of the aircraft.
As a further development of the invention, the number of alternatives for the take-off time of the aircraft is the sum of the products of the number of slipping-off scenarios on the respective take-off path scenario and the number of waiting scenarios for the respective path point.
As a further improvement of the present invention, the screening is performed on all the combined path schemes, wherein the screening constraint includes:
the sliding-out time difference value of any two aircrafts at the same sliding-out point is larger than a set threshold value;
the difference value between the sliding-out time and the sliding-in time of the front aircraft and the rear aircraft of the same stand is larger than a set threshold value;
the difference value of the departure time of each aircraft at the same path point is larger than a set threshold value;
the difference value between the take-off time and/or landing time of each aircraft on the same runway is greater than a set threshold value.
As a further improvement of the invention, performance evaluation is performed on all available combined path schemes, comprising the steps of:
calculating a port aircraft normal total for each available combined path plan;
calculating the positive point rate of the departure aircraft according to the normal total number of the departure aircraft;
average ground taxi time;
the performance assessment is obtained by dividing the departure aircraft positive rate by the average ground taxi time.
As a further improvement of the present invention, said calculating the normal total number of port aircraft comprises:
calculating the difference value between the take-off time and the planned take-off time of each aircraft respectively, and judging that the aircraft is normal if the difference value is smaller than a set threshold value;
counting all normal aircraft to obtain the normal total number of the outgoing aircraft.
As a further improvement of the present invention, the departure aircraft positive point rate is equal to the normal total number of departure aircraft divided by the total number of departure aircraft;
the average ground taxi time is equal to the sum of the total taxi time of the outgoing aircraft and the total taxi time of the incoming aircraft divided by the total number of outgoing aircraft.
Compared with the prior art, the invention has the beneficial effects that:
the invention relates to a multi-objective, multi-time-dimension and multi-track conflict analysis and coping strategy, which is characterized in that the combination schemes which are arranged and combined to meet all running conditions are further evaluated, and a scheme with an optimal evaluation value is selected as a final scheme. The method maximizes the operation efficiency of the apron and reduces the operation cost of the airlines.
When the invention evaluates the efficiency of all available combined path schemes, the problems of ground conflict, aircraft positive point rate, aircraft ground sliding time and the like are fully considered, so that the aircraft ground sliding conflict is reduced, the aircraft ground sliding waiting time is shortened, the airport carbon emission is reduced, the positive point rate of the aircraft is improved, and the passenger riding experience is further improved.
Drawings
FIG. 1 is a flow chart of a method for computing routing decisions for a civil aircraft apron in accordance with one embodiment of the present invention;
FIG. 2 is a schematic illustration of the definition of a lateral taxiway, a longitudinal taxiway and an intersection on a civil aircraft apron in accordance with one embodiment of the present invention;
FIG. 3 is a schematic illustration of an outgoing aircraft path plan disclosed in one embodiment of the present invention;
FIG. 4 is a schematic view of a velocity model for normal taxiing and cornering of an aircraft in accordance with an embodiment of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The invention is described in further detail below with reference to the attached drawing figures:
as shown in fig. 1, the method for calculating the routing decision of the civil air-plane control provided by the invention comprises the following steps:
s1, respectively determining all take-off path schemes from a take-off point to a take-off waiting point and all landing path schemes from a landing disengaging point to a slip-in point on a taxiway;
wherein, the liquid crystal display device comprises a liquid crystal display device,
as shown in fig. 2, all taxiways of an airport are divided into two types, a transverse direction and a longitudinal direction;
designating the intersections of all the lateral taxiways and the longitudinal taxiways and measuring the longitude and latitude of the intersections, taking the example of the A taxiway in FIG. 2, the intersections are defined as A-A1, A-A2, A-A3, A-A4, A-A5, A-A6, A-A7, A-A8, A-A9;
naming the cross waiting points of all the cross points with the distances of 50 meters, namely, up, down, left and right, and measuring the longitude and latitude of the cross waiting points;
naming a sliding-out point, a sliding-in point, a take-off waiting point and a landing departure runway point of the aircraft and measuring the longitude and latitude of each point;
the path plan is represented by intersections, intersection waiting points, slip-out points, slip-in points, take-off waiting points, and landing off runway points.
Further, the method comprises the steps of,
the scheme of taking off path and the scheme of landing path are expressed by crossing points, sliding-out points or landing departure runway points, taking-off waiting points or sliding-in points, and then the crossing points related to turning are expressed by crossing waiting points before and after turning and crossing points.
Namely: firstly, formatting a departure path scheme according to a 'sliding-out point-crossing point 1-crossing point 2-crossing point 3 … -departure waiting point'; formatting the entrance path scheme according to the landing runway departure point-intersection 1-intersection 2-intersection 3 … -slide-in point; there are paths of turns, additionally defined in a "cross-waiting point-cross-waiting point" manner.
As shown in fig. 3, taking an example that the outgoing aircraft slides from PB1 to W1, the path scheme is:
"PB1, B-T20-Y2, B-T20, B-T20-X1, B-B9, B-B10, B-B11-X2, B-B11, B-B11-Y1, W1"; wherein, "B-T20-Y2, B-T20, B-T20-X1", "B-B11-X2, B-B11, B-B11-Y1" are steering path intervals, and are defined and expressed.
S2, setting a sliding-out time threshold range and a landing departure runway time threshold range of the aircraft, and setting an allowable waiting time range of an intersection point on a taxi;
wherein, the liquid crystal display device comprises a liquid crystal display device,
the sliding-out time threshold range, the falling-out time threshold range and the allowable waiting time range of the intersection point are all in units of minutes;
each moment in the range of the sliding-out time threshold corresponds to a sliding-out scheme, such as: setting a sliding-out time threshold range as (T, T+N), wherein the sliding-out scheme is as follows: t, T+1, T+ … T+N, totaling N+1 schemes;
each time within the floor disengagement time threshold corresponds to a disengagement scheme, such as: setting a falling off time threshold range as (T, T+N), wherein the falling off scheme is as follows: t, T+1, T+2, T+ … T+N, totaling N+1 schemes;
each moment in the allowable waiting time range of the intersection corresponds to a waiting scheme, such as: setting the allowable waiting time range of the crossing point to be (0, N), wherein the waiting scheme is as follows: 0,1,2 … N, totaling n+1 schemes.
S3, calculating all optional schemes of the aircraft take-off moment and the landing off runway moment according to the allowable waiting time range, the sliding-out time threshold range or the landing off runway time threshold range of the intersection point and all the take-off path schemes and the landing path schemes respectively corresponding to the intersection point;
wherein, all alternatives for calculating the take-off moment of the aircraft comprise:
as shown in fig. 4, the normal taxiing speed V1 and turning speed V2 of the aircraft are set, X1, X2, Y1, Y2 are intersection waiting points, and O is an intersection point. The "X-O-Y" path, the "Y-O-X" path, and the interval speed were calculated as 18 km/h. Other paths, speed is calculated according to 38 km/h;
calculating the distance between two adjacent path points according to the longitude and latitude of each measured path point;
calculating the taxi time between each path point according to the distance between each path point in each take-off path scheme and the normal taxi speed V1 and turning speed V2 of the aircraft, if the path scheme comprises a 'cross waiting point-cross waiting point' path, calculating the section according to the turning taxi speed V2, and calculating other path sections according to the normal taxi speed V1;
the sliding time from the sliding point to each path point and each waiting scheme at the path point are accumulated in a crossed mode through the sliding time of each sliding scheme, so that the moment of reaching each path point and the moment of leaving each path point are obtained;
the moment of leaving the last path point is the take-off moment, and the taxiing scheme is an alternative scheme of the take-off moment of the aircraft.
For example:
calculating the distance between the two path points according to the longitude and latitude of the first path point and the second path point;
calculating the sliding time between two points according to the sliding speed;
obtaining a time to reach a second waypoint by adding the time to pass through the first waypoint to the taxi time;
obtaining the time leaving the second waypoint by adding the time reaching the second waypoint and the sliding waiting time of the intersection;
combining the first plurality of path point time schemes and the cross point latency schemes to obtain a plurality of path combination schemes from the first path point to the second path point
And so on, calculating the next path point until the path end point. Such as: the route point 1 schemes are N1, the route point 2 schemes are N2, the route point 3 schemes are N3 and … route points M are Nm schemes, and the total of the route schemes is N1 x N2 x N3 x … x Nm.
And adding a certain threshold range to the path end point to obtain an aircraft take-off time alternative scheme, wherein each take-off time corresponds to one scheme. If the path end point is T, the threshold range is (0, N), the take-off time scheme is T, T+1, T+ … T+N, and the total is N+1.
Finally, the number of alternatives at the take-off moment of the aircraft is the sum of the products of the number of slipping-off schemes on each take-off path scheme and the number of waiting schemes at each path point.
Further, the method comprises the steps of,
the steps for calculating all alternatives for the moment when the aircraft lands off the runway are identical to the steps for calculating all alternatives for the moment when the aircraft takes off.
S4, combining all optional schemes of all aircrafts in a preset time period to obtain a plurality of combined path schemes;
and (3) calculating a plurality of path schemes of all aircrafts within a certain time range according to the scheme in the step (S3), and combining the schemes to obtain a plurality of combined path schemes. Such as: the total number of the aircraft 1 path schemes is N1, the total number of the aircraft 2 path schemes is N2, the total number of the aircraft 3 path schemes is N3 and … aircraft M total path schemes Nm, and the total combined path schemes is N1N 2N 3 … Nm
S5, screening all the combination path schemes to obtain all available combination path schemes;
wherein, screening the constraint includes:
the sliding-out time difference value of any two aircrafts at the same sliding-out point is larger than a set threshold value. Such as: the aircraft 1 and the aircraft 2 share the same sliding-out point, the threshold value is set to be T, and the sliding-out time of the aircraft 1 minus the sliding-out time of the aircraft 2 is required to be more than or equal to T or less than or equal to-T;
the difference between the sliding-out time and the sliding-in time of the two aircraft in front of and behind the same stand is larger than a set threshold value. Such as: the aircraft 1 (departure) and the aircraft 2 (arrival) share the same stand, the threshold value is set to be T, and the time of sliding in the aircraft 2 minus the time of sliding out the aircraft 1 is more than or equal to T;
the difference in departure time of each aircraft at the same waypoint is greater than a set threshold. Such as: the aircraft 1 and the aircraft 2 pass through the same path point, the threshold value is set to be T, and the time of the exit path point of the aircraft 1 minus the time of the exit path point of the aircraft 2 is more than or equal to T or less than or equal to-T;
the difference value between the take-off time and/or landing time of each aircraft on the same runway is greater than a set threshold value.
Such as: the aircraft 1 (departure) and the aircraft 2 (departure) take off by using the same runway, the threshold value is set to be T, and the (take-off time of the aircraft 1-the take-off time of the aircraft 2) is more than or equal to T or less than or equal to-T;
such as: the aircraft 1 (departure) and the aircraft 2 (arrival) take off and land on the same runway, the threshold is set to be T, and the threshold is greater than or equal to T or less than or equal to-T (the take-off time of the aircraft 1-the landing time of the aircraft 2).
And S6, performing efficiency evaluation on all available combined path schemes, and taking the scheme with the highest efficiency evaluation value as a result scheme.
The method comprises the following steps:
calculating a port aircraft normal total for each available combined path plan; namely: calculating the difference value between the take-off time and the planned take-off time of each aircraft, and judging that the aircraft is normal if the difference value is smaller than a set threshold value; counting all the normal aircraft to obtain the normal total number of the outgoing aircraft. Such as: the aircraft takes off time T, the planned take off time T0, the threshold value is set to be X, when (T-T0) is smaller than or equal to X, the flight normal count is 1, otherwise, the flight normal count is 0.
Calculating the positive point rate of the harbor aircraft according to the normal total number of the harbor aircraft; namely: the normal total number of the outgoing aircraft divided by the total number of the outgoing aircraft is equal to the positive point rate of the outgoing aircraft;
calculating average ground sliding time; namely:
departure flight taxi time = departure time-departure time;
departure flight taxi time = departure time-arrival time;
the average ground taxi time is obtained by dividing the sum of the taxi time total of the departure aircraft and the taxi time total of the departure aircraft by the total of the departure aircraft;
the performance assessment is obtained by dividing the departure aircraft positive rate by the average ground taxi time.
And taking the scheme with the highest efficacy evaluation value as a result scheme.
The invention has the advantages that:
(1) The invention relates to a multi-objective, multi-time-dimension and multi-track conflict analysis and coping strategy, which is characterized in that the combination schemes which are arranged and combined to meet all running conditions are further evaluated, and a scheme with an optimal evaluation value is selected as a final scheme. The method maximizes the operation efficiency of the apron and reduces the operation cost of the airlines.
(2) When the method evaluates the efficiency of all available combined path schemes, the problems of ground conflict, aircraft positive point rate, aircraft ground sliding time and the like are fully considered, so that the aircraft ground sliding conflict is reduced, the aircraft ground sliding waiting time is shortened, the carbon emission of an airport is reduced, the positive point rate of the aircraft is improved, and the passenger riding experience is further improved.
The above is only a preferred embodiment of the present invention, and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (8)
1. A method for calculating a routing decision of a civil aircraft apron control is characterized by comprising the following steps:
respectively determining all take-off path schemes from a slip-out point to a take-off waiting point and all landing path schemes from a landing disengaging point to a slip-in point on a taxiway;
setting a sliding-out time threshold range and a landing departure runway time threshold range of an aircraft, and setting an allowable waiting time range of an intersection point on a taxi; the sliding-out time threshold range, the falling-off time threshold range and the allowable waiting time range of the intersection point are all in units of minutes; each moment in the sliding-out time threshold range corresponds to a sliding-out scheme; each moment in the falling off time threshold range corresponds to a disengaging scheme; each moment in the allowable waiting time range of the intersection corresponds to a waiting scheme;
according to the allowable waiting time range of the intersection, the sliding-out time threshold range or the landing-off runway time threshold range, respectively corresponding all the take-off path schemes and landing path schemes, respectively calculating all the optional schemes of the take-off time and the landing-off runway time of the aircraft; all alternatives for calculating the aircraft take-off moment include: setting a normal taxiing speed and a turning speed of the aircraft; calculating the sliding time between the path points according to the distance between the path points in each take-off path scheme and the normal sliding speed and turning speed of the aircraft; the time of reaching each path point and the time of leaving each path point are obtained by cross accumulation of the sliding time from the sliding point to each path point of each sliding scheme and each waiting scheme at the path point; the moment leaving the last path point is the take-off moment, and the take-off moment is an alternative scheme of the take-off moment of the aircraft;
combining all the alternative schemes of all the aircrafts within a preset time period to obtain a plurality of combined path schemes;
screening all the combined path schemes to obtain all available combined path schemes;
and performing efficiency evaluation on all available combined path schemes, and taking the scheme with the highest efficiency evaluation value as a result scheme.
2. The routing decision computation method of claim 1, wherein:
dividing all the taxiways of the airport into a transverse type and a longitudinal type;
naming the intersections of all the transverse taxiways and the longitudinal taxiways and measuring the longitude and latitude of the intersections;
naming the cross waiting points of 50 m distances of all the cross points 'up, down, left and right' and measuring the longitude and latitude of the cross waiting points;
naming a sliding-out point, a sliding-in point, a take-off waiting point and a landing departure runway point of the aircraft and measuring the longitude and latitude of each point;
the path plan is represented by the intersection point, intersection waiting point, slip-out point, slip-in point, take-off waiting point, and landing off runway point.
3. The routing decision computation method of claim 2, wherein: the take-off route plan and the landing route plan are represented by the intersection points, the slip-out points or the landing departure runway points, the take-off waiting points or the slip-in points, and the intersection points related to turning are represented by the intersection waiting points before and after turning and the intersection points.
4. The routing decision computation method of claim 1, wherein: the number of the optional schemes at the take-off moment of the aircraft is the sum of the number of the optional schemes corresponding to each take-off path scheme;
the number of the alternatives corresponding to each take-off path scheme is the product of the number of the sliding-out schemes on the take-off path scheme and the number of the waiting schemes of all the path points.
5. The routing decision computation method of claim 1, wherein: screening all the combined path schemes, wherein screening constraint conditions comprise:
the sliding-out time difference value of any two aircrafts at the same sliding-out point is larger than a set threshold value;
the difference value between the sliding-out time and the sliding-in time of the front aircraft and the rear aircraft of the same stand is larger than a set threshold value;
the difference value of the departure time of each aircraft at the same path point is larger than a set threshold value;
the difference value between the take-off time and/or landing time of each aircraft on the same runway is greater than a set threshold value.
6. The routing decision computation method of claim 1, wherein: performing performance evaluation on all available combined path schemes, wherein the performance evaluation comprises the following steps:
calculating a port aircraft normal total for each available combined path plan;
calculating the positive point rate of the departure aircraft according to the normal total number of the departure aircraft;
average ground taxi time;
the performance assessment is obtained by dividing the departure aircraft positive rate by the average ground taxi time.
7. The routing decision computation method of claim 6, wherein: the calculating the normal total number of the port aircraft comprises the following steps:
calculating the difference value between the take-off time and the planned take-off time of each aircraft respectively, and judging that the aircraft is normal if the difference value is smaller than a set threshold value;
counting all normal aircraft to obtain the normal total number of the outgoing aircraft.
8. The routing decision computation method of claim 6, wherein:
the departure aircraft positive point rate is equal to the normal total number of the departure aircraft divided by the total number of the departure aircraft;
the average ground taxi time is equal to the sum of the total taxi time of the outgoing aircraft and the total taxi time of the incoming aircraft divided by the total number of outgoing aircraft.
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