CN113888905B - Civil aircraft apron control routing decision calculation method - Google Patents

Abstract

The invention provides a civil aviation apron control routing decision-making method, which relates to the technical field of aviation control, including: respectively determining all the take-off path schemes on the taxiway from the taxi-out point to the take-off waiting point and all the take-off path schemes from the landing departure point to the taxi-in point Landing path plan; set the threshold range of the aircraft’s taxi-out time and the threshold range of the time to land and leave the runway, and set the allowable waiting time range of the intersection on the taxiway; according to the allowable waiting time range of the intersection, the threshold range of the taxi-out time or the time to land and leave the runway Threshold range and all corresponding take-off path schemes and landing path schemes, respectively calculate all optional schemes for aircraft take-off time and landing off the runway time; combine all optional schemes of all aircraft within the preset time period and perform screening and performance evaluation , to obtain the resulting scheme. The invention can provide an optimal navigation path and an optimal taxiing practice window for the aircraft, so as to realize the maximization of the operation efficiency of the apron.

Description

A Calculation Method for Civil Aviation Ramp Control Routing Decision

technical field

The invention relates to the technical field of aviation control, in particular to a calculation method for route decision-making of civil aviation apron control.

Background technique

Civil aviation apron control routing decision-making is a command activity implemented by the civil aviation traffic management unit on the ground taxiing of aircraft in the airport, and is used to determine the specific ground taxiing path and taxiing time window of the aircraft.

At present, civil aviation apron control routing decisions basically rely on people's business skills and work experience. When the aircraft pilot is ready on the ground, he will apply to the controller. The controller will usually allow the aircraft to roll out and taxi as soon as possible. According to the taxiway, runway and air operation conditions, it is temporarily determined when the aircraft enters the runway and takes off. Due to the need to ensure a certain safety interval for takeoff and landing on the runway, and the air operation also needs to ensure a certain safety interval. During the busy period of the airport, there will be a backlog of aircraft at the head of the runway, waiting for the opportunity to take off.

Aircraft taxiing on the ground for a long time will increase the airline's operating costs, increase the airport's carbon emissions, and increase the risk of safety control in the flight area. At the same time, waiting for a long time to take off will affect the passenger's flight experience.

Contents of the invention

In view of the above problems, the present invention provides a civil aviation apron control routing decision-making method, through the operational analysis of the control procedures, airspace structure, airport taxiway structure, policies and regulations, etc., the optimal flight path and the optimal route of the aircraft are obtained. The routing decision calculation method of the taxiing time window maximizes the efficiency of the apron operation.

In order to achieve the above object, the present invention provides a civil aviation apron control routing decision calculation method, comprising:

Determine all the take-off path schemes from the taxi-out point to the take-off holding point and all the landing path schemes from the landing exit point to the taxi-in point on the taxiway;

Setting the taxiing time threshold range and the landing time threshold range for leaving the runway of the aircraft, and setting the allowable waiting time range at the intersection on the taxiway;

According to the allowable waiting time range of the intersection, the threshold range of the slide-out time or the threshold range of the time to land and leave the runway, and all corresponding take-off path schemes and landing path schemes, respectively calculate the aircraft take-off time and landing time to leave the runway all options for

Combining all the optional schemes of all the aircraft within the preset time period to obtain multiple combined route schemes;

Filtering all the combined path schemes to obtain all available combined path schemes;

Performance evaluation is performed on all available combined path schemes, and the scheme with the highest performance evaluation value is taken as the result scheme.

As a further improvement of the present invention, all described taxiways at the airport are divided into two types, horizontal and vertical;

name all transverse and longitudinal taxiway intersections and measure the latitude and longitude of said intersections;

Name all intersections "upper, lower, left, right" 50 meter distance waiting points for crossing and measure the latitude and longitude of waiting points for crossing;

Name the aircraft's slide-out point, slide-in point, take-off holding point, and landing point off the runway, and measure the latitude and longitude of each point;

The route plan is represented by the intersection point, intersection holding point, taxi-out point, taxi-in point, take-off holding point and landing off-runway point.

As a further improvement of the present invention, the take-off path scheme and the landing path scheme are represented by the intersection point, the slide-out point or the landing off-runway point, the take-off holding point or the slide-in point, and then the intersection involving turning Points are collectively represented by the intersection waiting point and the intersection point before and after the turn.

As a further improvement of the present invention, the threshold range of the slide-out time, the threshold range of the landing time and the allowable waiting time range of the intersection are all in minutes;

Each moment within the slide-out time threshold range corresponds to a slide-out scheme;

Each moment within the threshold range of landing and departure time corresponds to a departure scheme;

Each moment within the allowable waiting time range of the intersection corresponds to a waiting scheme.

As a further improvement of the present invention, all alternatives for calculating the take-off time of the aircraft include:

setting the normal taxiing and turning speeds of said aircraft;

Calculate the taxiing time between each waypoint according to the distance between each waypoint in each of the take-off path schemes in combination with the normal taxiing speed and turning speed of the aircraft;

Through the slide-out time of each said slide-out scheme, the slide-out time from the slide-out point to each waypoint and each waiting scheme at the said waypoint are cross-accumulated to obtain the time of arrival at each said waypoint and the departure time. the time of each said waypoint;

The moment of departure from the last waypoint is the take-off time, and the taxiing scheme is an optional scheme for the aircraft's take-off time.

As a further improvement of the present invention, the number of alternative options at the take-off time of the aircraft is the sum of the product of the number of slide-out options on each take-off path option and the number of waiting options at each of the waypoints.

As a further improvement of the present invention, all the combined path schemes are screened, wherein the screening constraints include:

The taxi-out time difference of any two aircraft at the same taxi-out point is greater than the set threshold;

The difference between the taxi-out time and taxi-in time of two aircraft before and after the same parking stand is greater than the set threshold;

The departure time difference of aircraft at the same waypoint is greater than the set threshold;

On the same runway, the average difference between the take-off time and/or landing time of each aircraft is greater than the set threshold.

As a further improvement of the present invention, performance evaluation is performed on all available combined path schemes, including steps:

calculating the normal total number of departing aircraft for each of said combined route options available;

Calculate the punctuality rate of departing aircraft based on the normal total number of departing aircraft;

Average ground taxi time;

The efficiency evaluation value is obtained by dividing the punctuality rate of departing aircraft by the average ground taxiing time.

As a further improvement of the present invention, the calculation of the normal total number of departure aircraft includes:

Calculate the difference between the take-off time of each said aircraft and the planned take-off time, and if the difference is less than the set threshold, it is determined that the aircraft is normal;

All normal aircraft are counted to obtain the normal total number of departing aircraft.

As a further improvement of the present invention, the punctuality rate of said departure aircraft 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 departing aircraft and the total taxi time of incoming aircraft divided by the total number of incoming and outgoing aircraft.

Compared with prior art, the beneficial effect of the present invention is:

The present invention is a multi-objective, multi-time dimension, and multi-trajectory conflict analysis and coping strategy, exhaustively enumerates combination schemes that meet all operating conditions by permutation and combination, further evaluates the combination scheme, and selects the scheme with the best evaluation value as the final plan. This method maximizes the operating efficiency of the apron and reduces the operating cost of the airline.

When the present invention evaluates the effectiveness of all available combined path schemes, issues such as ground conflicts, aircraft punctuality, and aircraft ground taxiing time are fully considered to reduce aircraft ground taxiing conflicts, shorten aircraft ground taxiing waiting time, and reduce airport carbon emissions. At the same time, it improves the punctuality rate of aircraft, thereby improving the passenger experience.

Description of drawings

Fig. 1 is a flow chart of a civil aviation apron routing decision-making calculation method disclosed by an embodiment of the present invention;

Fig. 2 is a schematic diagram of the definition of transverse taxiways, longitudinal taxiways and intersections on the civil aviation apron disclosed by an embodiment of the present invention;

Fig. 3 is a schematic diagram of a path scheme of an outbound aircraft disclosed in an embodiment of the present invention;

Fig. 4 is a schematic diagram of a speed model of an aircraft normal taxiing and turning disclosed in an embodiment of the present invention.

Detailed ways

In order to make the purpose, 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 in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments It is a part of embodiments of the present invention, but not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by persons of ordinary skill in the art without making creative efforts belong to the protection scope of the present invention.

Below in conjunction with accompanying drawing, the present invention is described in further detail:

As shown in Figure 1, a kind of civil aviation apron control route decision-making calculation method provided by the present invention comprises:

S1. Determine all take-off path schemes from the taxi-out point to the take-off holding point and all landing path schemes from the landing exit point to the taxi-in point on the taxiway;

in,

As shown in Figure 2, all taxiways at the airport are divided into two types: horizontal and vertical;

Name the intersections of all transverse taxiways and longitudinal taxiways and measure the latitude and longitude of the intersections. Taking taxiway A in Figure 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, A-A9;

Name all intersections "upper, lower, left, right" 50 meters away from the intersection waiting point and measure the latitude and longitude of the intersection waiting point;

Name the aircraft's slide-out point, slide-in point, take-off holding point, and landing point off the runway, and measure the latitude and longitude of each point;

Path schemes are represented by intersection points, cross-hold points, taxi-out points, taxi-in points, takeoff-hold points, and landing off-runway points.

further,

First, the take-off path scheme and landing path scheme are represented by the intersection point, the slide-out point or the landing off-runway point, the take-off holding point or the slide-in point, and then the intersection point involving the turn is represented by the cross-hold point and the intersection point before and after the turn .

That is: first format the outbound path plan according to "slide-out point-intersection point 1-intersection point 2-intersection point 3...-take-off holding point"; Point 3...-slip-in point" to format the incoming route plan; the route with turns is additionally defined in the form of "crossing waiting point - crossing point - crossing waiting point".

As shown in Figure 3, taking the departing aircraft taxiing from PB1 to W1 as an example, 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"; where, "B -T20-Y2, B-T20, B-T20-X1", "B-B11-X2, B-B11, B-B11-Y1" are turning path intervals, which are indicated after additional definition.

S2, setting the taxiing time threshold range of the aircraft and the landing time threshold range from the runway, and setting the allowable waiting time range of the intersection on the taxiway;

in,

The threshold range of the slide-out time, the threshold range of the landing time and the allowable waiting time range of the intersection are all in minutes;

Each moment within the slide-out time threshold range corresponds to a slide-out scheme, such as: set the slide-out time threshold range to (T, T+N), and the slide-out scheme is: T, T+1, T+2...T +N, a total of N+1 schemes;

Each moment within the threshold range of the landing and departure time corresponds to a departure plan, such as: set the landing and departure time threshold range to (T, T+N), and the departure plan is: T, T+1, T+2, T+3 …T+N, a total of N+1 schemes;

Each moment within the allowable waiting time range of the intersection corresponds to a waiting scheme, such as: set the allowable waiting time range of the intersection to (0, N), and the waiting scheme is: 0, 1, 2...N, a total of N+1 kind of scheme.

S3. According to the allowable waiting time range of the intersection, the taxi-out time threshold range or the landing and departure time threshold range and all corresponding take-off path schemes and landing path schemes, respectively calculate all the options for the aircraft take-off time and landing departure time plan;

Among them, all options for calculating the aircraft take-off time include:

Set the normal taxiing speed V1 and turning speed V2 of the aircraft, as shown in Figure 4, X1, X2, Y1, Y2 are the crossing waiting points, and O is the crossing point. For "X-O-Y" paths and "Y-O-X" paths, the section speed is calculated at 18 km/h. For other routes, the speed is calculated at 38 km/h;

Calculate the distance between two adjacent path points according to the measured latitude and longitude of each path point;

Calculate the taxi time between each way point according to the distance between each way point in each take-off path plan combined with the normal taxi speed V1 and turning speed V2 of the aircraft. "Paths and sections are calculated according to the turning taxiing speed V2, and other path sections are calculated according to the normal taxiing speed V1;

The time of arrival at each way point and the time of departure from each way point are obtained by cross-accumulating the time of each way point to each way point and each waiting scheme at the way point through the time of each way out of the way.

The time of departure from the last waypoint is the take-off time, and this taxi scheme is an optional scheme for the aircraft's take-off time.

For example:

According to the latitude and longitude of the first waypoint and the second waypoint, calculate the distance between the two waypoints;

According to the taxiing speed, calculate the taxiing time between two points;

The time to reach the second waypoint is obtained by adding the taxiing time to the time passing through the first waypoint;

Use the time to arrive at the second waypoint plus the taxiing waiting time at the intersection to obtain the time to leave the second waypoint;

Combine several first waypoint time schemes and several intersection waiting time schemes to obtain several path combination schemes from the first waypoint to the second waypoint

By analogy, the next path point is calculated until the end point of the path. For example, there are N1 schemes for waypoint 1, N2 schemes for waypoint 2, N3 schemes for waypoint 3, Nm schemes for waypoint M, and N1*N2*N3...*Nm schemes.

Add a certain threshold range to the end point of the path to obtain alternative plans for aircraft take-off time, and each take-off time corresponds to one plan. For example, the end point of the path is T, the threshold range is (0, N), and the take-off time scheme is T, T+1, T+2...T+N, and there are N+1 schemes in total.

Finally, the number of options available at the time of aircraft takeoff is the sum of the products of the number of slide-out options on each takeoff path and the number of waiting options at each waypoint.

further,

The steps for calculating all alternatives for the moment when the aircraft lands and leaves the runway are the same as the steps for calculating all alternatives for the moment when the aircraft takes off.

S4. Combining all optional schemes of all aircraft within the preset time period to obtain multiple combined path schemes;

Wherein, according to the scheme in S3, several path schemes of all aircrafts within a certain time range are calculated, and the schemes are combined to obtain several combined path schemes. For example, there are N1 routing schemes for aircraft 1, N2 routing schemes for aircraft 2, N3 routing schemes for aircraft 3, Nm routing schemes for aircraft M, and N1*N2*N3...*Nm total combined routing schemes

S5. Screening all combined path schemes to obtain all available combined path schemes;

Among them, the screening constraints include:

The taxi-out time difference of any two aircraft at the same taxi-out point is greater than the set threshold. For example: aircraft 1 and aircraft 2 share the same exit point, set the threshold as T, (aircraft 1 taxi out time minus aircraft 2 taxi out time) must be greater than or equal to T or less than or equal to -T;

The difference between the taxi-out time and the taxi-in time of two aircraft before and after the same gate is greater than the set threshold. For example: Aircraft 1 (outbound) and aircraft 2 (inbound) share the same parking position, and the threshold is set to T, (aircraft 2 taxiing time minus aircraft 1 taxiing time) must be greater than or equal to T;

The departure time difference of each aircraft at the same waypoint is greater than the set threshold. For example: aircraft 1 and aircraft 2 both pass through the same waypoint, set the threshold as T, (the time when aircraft 1 leaves the waypoint minus the time when aircraft 2 leaves the waypoint) must be greater than or equal to T or less than or equal to -T;

On the same runway, the average difference between the take-off time and/or landing time of each aircraft is greater than the set threshold.

For example: aircraft 1 (departure) and aircraft 2 (departure) use the same runway to take off, set the threshold as T, and (aircraft 1 departure time - aircraft 2 departure time) must be greater than or equal to T or less than or equal to -T;

For example: aircraft 1 (departure) and aircraft 2 (arrival) use the same runway to take off and land, set the threshold as T, and (aircraft 1 departure time - aircraft 2 landing time) must be greater than or equal to T or less than or equal to -T.

S6. Evaluate the performance of all available combined path schemes, and use the one with the highest performance evaluation value as the resulting scheme.

Among them, include steps:

Calculate the normal total number of outbound aircraft for each available combined route scheme; that is: calculate the difference between the take-off time of each aircraft and the planned take-off time, if the difference is less than the set threshold, it is determined that the aircraft is normal; count all normal aircraft, Get the normal total number of departing aircraft. For example: the aircraft take-off time is T, the planned take-off time is T0, and the threshold is set to X. When (T-T0) is less than or equal to X, the flight normal count is 1, otherwise the count is 0.

Calculate the punctuality rate of departure aircraft based on the normal total number of departure aircraft; that is, divide the normal number of departure aircraft by the total number of departure aircraft equals the punctuality rate of departure aircraft;

Calculate the average ground taxi time; that is:

Taxi time of outbound flight = departure time - taxi out time;

Taxi time of inbound flight = taxi-in time - landing time;

The average ground taxi time is obtained by dividing the sum of the total taxi time of departing aircraft and the total taxi time of incoming aircraft by the total number of incoming and outgoing aircraft;

The efficiency evaluation value is obtained by dividing the punctuality rate of departing aircraft by the average ground taxiing time.

The program with the highest performance evaluation value is the result program.

Advantages of the present invention:

(1) The present invention is a multi-objective, multi-time dimension, multi-trajectory conflict analysis and coping strategy, exhaustively enumerates combination schemes that meet all operating conditions by permutation and combination, further evaluates the combination scheme, and selects the one with the best evaluation value program as the final program. This method maximizes the operating efficiency of the apron and reduces the operating cost of the airline.

(2) When the present invention carries out performance evaluation to all available combined path schemes, issues such as ground conflict, aircraft punctuality rate, aircraft ground taxiing time are fully considered, to reduce aircraft ground taxiing conflict, shorten aircraft ground taxiing waiting time, reduce airport Carbon emissions, while improving the punctuality rate of aircraft, thereby improving passenger experience.

The above are only preferred embodiments of the present invention, and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and changes. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included within 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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