CN113888905A - Civil aviation apron control route decision calculation method - Google Patents
Civil aviation apron control route decision calculation method Download PDFInfo
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- CN113888905A CN113888905A CN202111145543.9A CN202111145543A CN113888905A CN 113888905 A CN113888905 A CN 113888905A CN 202111145543 A CN202111145543 A CN 202111145543A CN 113888905 A CN113888905 A CN 113888905A
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/003—Flight plan management
- G08G5/0034—Assembly of a flight plan
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0043—Traffic management of multiple aircrafts from the ground
Abstract
The invention provides a civil aviation apron control route decision calculation method, which relates to the technical field of aviation control and comprises the following steps: 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 departure point to a take-in point on a taxiway; setting a threshold range of the sliding-out time of the aircraft and a threshold range of the landing-off time of the aircraft from the runway, and setting an allowable waiting time range of an intersection point on the taxiway; respectively calculating all alternatives of the takeoff time of the aircraft and the landing and runway separating time according to the allowable waiting time range, the sliding-out time threshold range or the landing and runway separating time threshold range of the intersection point and all the corresponding takeoff path schemes and landing path schemes; and combining all the optional schemes of all the aircrafts in the preset time period, and screening and evaluating the efficiency to obtain a result scheme. The invention can provide the optimal navigation path and the optimal sliding practice window for the aircraft, and realizes the maximization of the operating efficiency of the apron.
Description
Technical Field
The invention relates to the technical field of aviation control, in particular to a civil aviation apron control route decision calculation method.
Background
The civil aviation apron control routing decision is a command activity of a civil aviation air traffic management unit on the ground taxi of an aircraft in an airport, and is used for determining a specific ground taxi path and a taxi time window of the aircraft.
At present, the control routing decision of a civil aviation apron basically depends on the business skills and working experience of people, when an aircraft pilot puts an application to a controller after the ground is ready, the controller usually allows the aircraft to be pushed out for sliding as soon as possible, and after the aircraft slides to a take-off runway head, the controller can temporarily decide when the aircraft enters the runway for taking off according to the taxiway, the runway and the air operation condition. Because a certain safety interval is required to be ensured when the runway takes off and lands, and a certain safety interval is also required to be ensured when the runway runs in the air, more aircraft overstocks at the head of the runway and waits for the opportunity of taking off can occur in busy time periods of the airport.
The aircraft is in ground gliding for a long time and can increase airline's operation cost, increases airport carbon and discharges, increases flight area safety control risk, simultaneously, waits for the opportunity of taking off for a long time and can influence passenger's experience of taking advantage of the aircraft.
Disclosure of Invention
Aiming at the problems, the invention provides a method for calculating the control route decision of a civil aviation apron, which is a route decision calculation method for obtaining the optimal navigation path and the optimal taxi time window of an aircraft by carrying out operational analysis on control programs, airspace structures, airport taxiway structures, policy and regulations and the like, thereby realizing the maximization of the operating efficiency of the airport apron.
In order to achieve the above object, the present invention provides a method for calculating a controlled route decision of a civil aviation apron, comprising:
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 departure point to a take-in point on a taxiway;
setting a threshold range of the aircraft sliding-out time and a threshold range of the aircraft landing-out time, and setting an allowable waiting time range of intersection points on the taxiways;
respectively calculating all alternatives of the takeoff time of the aircraft and the landing and runway separating time according to the allowable waiting time range, the slide-out time threshold range or the landing and runway separating time threshold range of the intersection point and all the corresponding takeoff path schemes and landing path schemes;
combining all the optional schemes of all the aircrafts in 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 performance evaluation on all available combined path schemes, and taking the highest performance evaluation value as a result scheme.
As a further improvement of the invention, all the taxiways of the airport are divided into a transverse taxiway and a longitudinal taxiway;
naming the intersection points of all transverse taxiways and longitudinal taxiways and measuring the longitude and latitude of the intersection points;
naming all cross waiting points with the distance of 50 meters from the upper part, the lower part, the left part and the right part of the cross point, and measuring the longitude and latitude of the cross waiting points;
naming aircraft roll-out points, roll-in points, take-off waiting points, landing departure runway points and measuring the longitude and latitude of each point;
and representing the path scheme by the intersection point, the intersection waiting point, the slide-out point, the slide-in point, the take-off waiting point and the landing departure runway point.
As a further improvement of the invention, the takeoff path scheme and the landing path scheme are represented by the intersection, the roll-off point or the landing off-runway point, the takeoff waiting point or the roll-in point, and the intersection related to turning is represented by the intersection waiting point before and after turning and the intersection together.
As a further improvement of the invention, the threshold range of the slide-out time, the threshold range of the landing and separating time and the allowable waiting time range of the intersection are all in the interval unit of minutes;
each moment in the slide-out time threshold range corresponds to a slide-out scheme;
each moment in the range of the landing disengagement time threshold corresponds to a disengagement scheme;
each time within the allowable waiting time range of the intersection corresponds to a waiting scheme.
As a further development of the invention, all alternatives for calculating the takeoff time of the aircraft include:
setting a normal taxi speed and a turning speed of the aircraft;
calculating the taxiing time between the path points according to the distance between the path points in each takeoff path scheme and the combination of the normal taxiing speed and the turning speed of the aircraft;
the sliding time from the sliding-out point to each path point and each waiting scheme at the path point are accumulated in a crossed mode through the sliding-out time of each sliding-out scheme, and the time when the sliding-out point reaches each path point and the time when the sliding-out point leaves each path point are obtained;
the time when the aircraft leaves the last path point is the takeoff time, and the taxiing scheme is an alternative scheme of the takeoff time of the aircraft.
As a further improvement of the invention, the number of alternatives for the aircraft departure time is the sum of the product of the number of slide-out alternatives on each departure path alternative and the number of waiting alternatives for each path point.
As a further improvement of the present invention, the screening is performed on all the combined path schemes, wherein the screening constraints include:
the difference value of the slide-out time of any two aircrafts at the same slide-out point is larger than a set threshold value;
the difference value between the slide-out time and the slide-in time of two aircrafts before and after the same parking place is larger than a set threshold value;
the difference value of the leaving time of each aircraft at the same route point is greater than a set threshold value;
and in the same runway, the average difference value between the take-off time and/or the landing time of each aircraft is larger than a set threshold value.
As a further improvement of the present invention, the performance evaluation is performed on all available combined path schemes, including the steps of:
calculating the normal total number of the port aircraft according to each available combined path scheme;
calculating the positive point rate of the departure aircraft according to the normal total number of the departure aircraft;
average ground glide time;
and obtaining a performance evaluation value by dividing the forward point rate of the outbound aircraft by the average ground taxi time.
As a further improvement of the present invention, the calculating the normal total number of the port aircrafts includes:
respectively calculating the difference value between the takeoff time of each aircraft and the planned takeoff time, and if the difference value is smaller than a set threshold value, judging that the aircraft is normal;
and counting all the normal aircrafts to obtain the normal total number of the outbound aircrafts.
As a further improvement of the invention, the departure aircraft punctuality 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 departure aircraft and the total taxi time of the arrival aircraft divided by the total number of the arrival aircraft.
Compared with the prior art, the invention has the beneficial effects that:
the invention relates to a multi-target, multi-time-dimension and multi-track conflict analysis and coping strategy, which exhaustly meets the combined scheme of all operating conditions by permutation and combination, further evaluates the combined scheme, and selects the scheme with the optimal evaluation value as a final scheme. The method maximizes the operating efficiency of the airport apron and reduces the operating cost of the airline company.
When the method is used for evaluating the efficiency of all available combined path schemes, the problems of ground conflict, aircraft origin 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 origin rate of the aircraft is improved, and the passenger boarding experience is improved.
Drawings
Fig. 1 is a flowchart of a method for calculating a route decision of a civil aviation apron according to an embodiment of the present invention;
FIG. 2 is a schematic diagram illustrating the definition of lateral taxiways, longitudinal taxiways and intersections on a civil aircraft apron according to one embodiment of the present invention;
FIG. 3 is a schematic illustration of a outbound aircraft routing scheme as disclosed in one embodiment of the present invention;
FIG. 4 is a schematic diagram of a velocity model for normal glide and cornering of an aircraft according to an embodiment of the disclosure.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, 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 some, but not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present 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 a controlled route decision of a civil aviation apron provided by the present invention includes:
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 departure point to a take-in point on a taxiway;
wherein the content of the first and second substances,
as shown in fig. 2, all taxiways of an airport are divided into two types, lateral and longitudinal;
naming the intersections of all the lateral taxiways and the longitudinal taxiways and measuring the latitudes and longitudes of the intersections, taking the taxiway A in FIG. 2 as an example, the intersections are defined as A-A1, A-A2, A-A3, A-A4, A-A5, A-A6, A-A7, A-A8 and A-A9;
naming cross waiting points with 50 m distances of 'up, down, left and right' of all cross points and measuring the longitude and latitude of the cross waiting points;
naming aircraft roll-out points, roll-in points, take-off waiting points, landing departure runway points and measuring the longitude and latitude of each point;
the path plan is represented by intersection points, intersection waiting points, slide-out points, slide-in points, take-off waiting points and landing departure runway points.
Further, in the above-mentioned case,
the takeoff path scheme and the landing path scheme are represented by an intersection, a roll-off point or a landing departure runway point, a take-off waiting point or a roll-in point, and then the intersection related to turning is represented by the intersection waiting points before and after turning and the intersection.
Namely: firstly, formatting an outbound path scheme according to 'slide-out point-intersection point 1-intersection point 2-intersection point 3 … -take-off waiting point'; formatting the inbound path scheme according to 'landing runway departure point-intersection point 1-intersection point 2-intersection point 3 … -sliding-in point'; the path of the turn exists and is additionally defined in a mode of 'cross waiting point-cross waiting point'.
As shown in fig. 3, taking the taxi from PB1 to W1 as an example, the route scheme is:
"PB 1, B-T20-Y2, B-T20, B-T20-X1, B-B9, B-B10, B-B11-X2, B-B11, B-B11-Y1, W1"; wherein, the terms "B-T20-Y2, B-T20, B-T20-X1", "B-B11-X2, B-B11 and B-B11-Y1" are the steering path sections and are shown after additional definition.
S2, setting a threshold range of the aircraft sliding out time and a threshold range of the aircraft landing off the runway, and setting an allowable waiting time range of an intersection on a taxiway;
wherein the content of the first and second substances,
the sliding-out time threshold range, the landing-out time threshold range and the allowable waiting time range of the intersection point all take minutes as interval units;
each time within the slide-out time threshold corresponds to a slide-out scheme, such as: setting the threshold range of the slide-out time as (T, T + N), wherein the slide-out scheme is as follows: t, T +1, T +2 … T + N, and N +1 schemes in total;
each moment in the range of the landing disengagement time threshold corresponds to a disengagement scheme, such as: the threshold range of the falling disengagement time is set as (T, T + N), and the disengagement scheme is as follows: t, T +1, T +2, T +3 … T + N, and N +1 schemes in total;
each time in the allowable waiting time range of the intersection corresponds to a waiting scheme, such as: setting the allowable waiting time range of the cross point to be (0, N), wherein the waiting scheme is as follows: 0, 1, 2 … N, and N +1 schemes in total.
S3, respectively calculating all alternatives of the takeoff time of the aircraft and the landing and runway separating time according to the allowable waiting time range, the sliding-out time threshold range or the landing and runway separating time threshold range of the intersection point and all corresponding takeoff path schemes and landing path schemes;
wherein all alternatives for calculating the departure time of the aircraft comprise:
the normal taxiing speed V1 and the turning speed V2 of the aircraft are set, as shown in fig. 4, X1, X2, Y1, and Y2 are intersection waiting points, and O is an intersection point. The speed of the X-O-Y path and the Y-O-X path is calculated according to 18 km/h. Other paths, speed is calculated as 38 km/h;
calculating the distance between two adjacent path points according to the measured longitude and latitude of each path point;
calculating the sliding time between the path points according to the distance between the path points in each takeoff path scheme and the normal sliding speed V1 and the turning speed V2 of the aircraft, if the path scheme comprises a path of 'cross waiting point-cross waiting point', the interval is calculated according to the turning sliding speed V2, and the other path intervals are calculated according to the normal sliding speed V1;
the sliding time from the sliding-out point to each path point and each waiting scheme at the path point are accumulated in a crossed way through the sliding-out time of each sliding-out scheme to obtain the time of reaching each path point and the time of leaving each path point;
the time point of leaving the last path point is the takeoff time point, and the taxiing scheme is an alternative scheme of the takeoff time point of the aircraft.
For example:
calculating the distance between the first path point and the second path point according to the longitude and latitude of the first path point and the second path point;
calculating the sliding time between the two points according to the sliding speed;
adding the sliding time to the time passing through the first path point to obtain the time reaching the second path point;
adding the time of reaching the second path point and the sliding waiting time of the intersection point to obtain the time of leaving the second path point;
combining a plurality of first waypoint time schemes and a plurality of intersection waiting time schemes to obtain a plurality of path combination schemes from the first waypoint to the second waypoint
And by analogy, calculating the next path point until the path end point. Such as: there are N1 total waypoint 1 plans, N2 total waypoint 2 plans, N3 total waypoint … total waypoint M total plans Nm total waypoint 1 by N2 by N3 … by Nm.
And adding a certain threshold range to the path end point to obtain the aircraft takeoff time alternative, wherein each takeoff time corresponds to one scheme. If the path end point is T, the threshold range is (0, N), and the departure time scheme is T, T +1, T +2 … T + N, which totals a scheme in N + 1.
Finally, the number of alternatives at the takeoff time of the aircraft is the sum of the product of the number of the slipping-out schemes on each takeoff path scheme and the number of waiting schemes at each path point.
Further, in the above-mentioned case,
the steps of all alternatives for calculating the moment at which the aircraft lands off the runway are the same as the steps of all alternatives for calculating the moment at which the aircraft takes off.
S4, combining all alternatives of all aircrafts in a preset time period to obtain multiple combined path schemes;
according to the scheme in the S3, a plurality of path schemes of all the aircraft within a certain time range are calculated, and the schemes are combined to obtain a plurality of combined path schemes. Such as: the total number of paths of the aircraft 1 is N1, the total number of paths of the aircraft 2 is N2, the total number of paths of the aircraft 3 is N3, the total number of paths of the aircraft … is Nm, and the total number of paths of the combined paths is N1N 2N 3 … Nm
S5, screening all the combined path schemes to obtain all available combined path schemes;
wherein the screening constraints include:
the difference value of the slide-out time of any two aircrafts at the same slide-out point is larger than a set threshold value. Such as: the aircraft 1 and the aircraft 2 share the same sliding-out point, and the threshold value is set to be T (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 value between the slide-out time and the slide-in time of two aircrafts before and after the same parking place is larger than a set threshold value. Such as: the aircraft 1 (departure port) and the aircraft 2 (entry port) share the same parking position, and the set threshold value is T, wherein T is required to be more than or equal to T (the time for the aircraft 2 to slide in minus the time for the aircraft 1 to slide out);
and the departure time difference value of each aircraft at the same route point is greater than the set threshold value. Such as: the aircraft 1 and the aircraft 2 both pass through the same path point, and the set threshold value is T (the time of the aircraft 1 leaving the path point minus the time of the aircraft 2 leaving the path point) is more than or equal to T or less than or equal to-T;
and in the same runway, the average difference value between the take-off time and/or the landing time of each aircraft is larger than a set threshold value.
Such as: taking off the aircraft 1 (departure port) and the aircraft 2 (departure port) by using the same runway, and setting a threshold value as T, wherein the taking-off time of the aircraft 1-the taking-off time of the aircraft 2 needs to be more than or equal to T or less than or equal to-T;
such as: the aircraft 1 (departure port) and the aircraft 2 (arrival port) take off and land on the same runway, and the threshold value is set to be T (the takeoff time of the aircraft 1-the landing time of the aircraft 2) and needs to be greater than or equal to T or smaller than or equal to-T.
And S6, performing performance evaluation on all available combined path schemes, and taking the highest performance evaluation value as a result scheme.
Wherein, including the step:
calculating the normal total number of the port aircraft according to each available combined path scheme; namely: calculating the difference value between the takeoff time of each aircraft and the planned takeoff time, and if the difference value is smaller than a set threshold value, judging that the aircraft is normal; and counting all normal aircrafts to obtain the normal total number of the aircraft which is out of the port. Such as: the takeoff time of the aircraft is T, the planned takeoff time is T0, the set threshold value is X, when the (T-T0) is less than or equal to X, the normal count of the flight is 1, otherwise, the count is 0.
Calculating the positive point rate of the departure aircraft according to the normal total number of the departure aircraft; namely: the normal total number of the aircraft leaving the port divided by the total number of the aircraft leaving the port is equal to the positive point rate of the aircraft leaving the port;
calculating the average ground sliding time; namely:
taking off time-sliding out time as taxi time of the departure flight;
the taxi time of the inbound flight is the taxi-landing time;
dividing the sum of the taxi time sum of the departure aircraft and the taxi time sum of the arrival aircraft by the total number of the arrival aircraft and the departure aircraft to obtain average ground taxi time;
and obtaining a performance evaluation value by dividing the forward point rate of the outbound aircraft by the average ground taxi time.
And taking the scheme with the highest performance evaluation value as a result scheme.
The invention has the advantages that:
(1) the invention relates to a multi-target, multi-time-dimension and multi-track conflict analysis and coping strategy, which exhaustly meets the combined scheme of all operating conditions by permutation and combination, further evaluates the combined scheme, and selects the scheme with the optimal evaluation value as a final scheme. The method maximizes the operating efficiency of the airport apron and reduces the operating cost of the airline company.
(2) When the method is used for evaluating the efficiency of all available combined path schemes, the problems of ground conflict, aircraft origin 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 origin rate of the aircraft is improved, and the passenger boarding experience is improved.
The above is only a preferred embodiment of the present invention, and is not intended to limit the present invention, and various modifications and changes will occur to those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A civil aviation apron control route decision calculation method is characterized by comprising the following steps:
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 departure point to a take-in point on a taxiway;
setting a threshold range of the aircraft sliding-out time and a threshold range of the aircraft landing-out time, and setting an allowable waiting time range of intersection points on the taxiways;
respectively calculating all alternatives of the takeoff time of the aircraft and the landing and runway separating time according to the allowable waiting time range, the slide-out time threshold range or the landing and runway separating time threshold range of the intersection point and all the corresponding takeoff path schemes and landing path schemes;
combining all the optional schemes of all the aircrafts in 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 performance evaluation on all available combined path schemes, and taking the highest performance evaluation value as a result scheme.
2. The routing decision computation method of claim 1, wherein:
dividing all taxiways of an airport into a transverse taxiway and a longitudinal taxiway;
naming the intersection points of all transverse taxiways and longitudinal taxiways and measuring the longitude and latitude of the intersection points;
naming all cross waiting points with the distance of 50 meters from the upper part, the lower part, the left part and the right part of the cross point, and measuring the longitude and latitude of the cross waiting points;
naming aircraft roll-out points, roll-in points, take-off waiting points, landing departure runway points and measuring the longitude and latitude of each point;
and representing the path scheme by the intersection point, the intersection waiting point, the slide-out point, the slide-in point, the take-off waiting point and the landing departure runway point.
3. The routing decision computation method of claim 2, wherein: and representing the takeoff path scheme and the landing path scheme through the intersection, the roll-off point or the landing departure runway point, the takeoff waiting point or the roll-in point, and representing the intersection related to the turning by the intersection waiting point and the intersection before and after the turning.
4. The routing decision computation method of claim 1, wherein: the sliding-out time threshold range, the landing-out time threshold range and the allowable waiting time range of the intersection point all take minutes as interval units;
each moment in the slide-out time threshold range corresponds to a slide-out scheme;
each moment in the range of the landing disengagement time threshold corresponds to a disengagement scheme;
each time within the allowable waiting time range of the intersection corresponds to a waiting scheme.
5. The routing decision computation method of claim 4, wherein: all alternatives for calculating the takeoff time of the aircraft include:
setting a normal taxi speed and a turning speed of the aircraft;
calculating the taxiing time between the path points according to the distance between the path points in each takeoff path scheme and the combination of the normal taxiing speed and the turning speed of the aircraft;
the sliding time from the sliding-out point to each path point and each waiting scheme at the path point are accumulated in a crossed mode through the sliding-out time of each sliding-out scheme, and the time when the sliding-out point reaches each path point and the time when the sliding-out point leaves each path point are obtained;
the time when the aircraft leaves the last path point is the takeoff time, and the taxiing scheme is an alternative scheme of the takeoff time of the aircraft.
6. The routing decision computation method of claim 4, wherein: the number of the optional solutions at the takeoff time of the aircraft is the sum of the number of the optional solutions corresponding to the takeoff path solutions;
and the number of the alternatives corresponding to each takeoff path scheme is the product of the number of the slide-out schemes on the takeoff path scheme and the number of the waiting schemes of all the path points.
7. The routing decision computation method of claim 1, wherein: the screening is performed on all the combined path schemes, wherein the screening constraint conditions include:
the difference value of the slide-out time of any two aircrafts at the same slide-out point is larger than a set threshold value;
the difference value between the slide-out time and the slide-in time of two aircrafts before and after the same parking place is larger than a set threshold value;
the difference value of the leaving time of each aircraft at the same route point is greater than a set threshold value;
and in the same runway, the average difference value between the take-off time and/or the landing time of each aircraft is larger than a set threshold value.
8. The routing decision computation method of claim 1, wherein: performing a performance evaluation on all available combined path schemes, comprising the steps of:
calculating the normal total number of the port aircraft according to each available combined path scheme;
calculating the positive point rate of the departure aircraft according to the normal total number of the departure aircraft;
average ground glide time;
and obtaining a performance evaluation value by dividing the forward point rate of the outbound aircraft by the average ground taxi time.
9. The routing decision computation method of claim 8, wherein: the calculating of the normal total number of the port aircraft comprises the following steps:
respectively calculating the difference value between the takeoff time of each aircraft and the planned takeoff time, and if the difference value is smaller than a set threshold value, judging that the aircraft is normal;
and counting all the normal aircrafts to obtain the normal total number of the outbound aircrafts.
10. The routing decision computation method of claim 8, wherein:
the departure aircraft punctuality 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 departure aircraft and the total taxi time of the arrival aircraft divided by the total number of the arrival aircraft.
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