CN115273560B - Calculation method of flight capacity combined with training and airport training based on minimum delay - Google Patents

Abstract

The invention discloses a minimum delay-based method for calculating the flight capacity of training operation combined with airport training, which comprises the following steps: step one, ordering all transportation flights in a transportation period according to the sequence of the arrival and departure moments; step two, sequentially determining the time slot time length between two adjacent transportation flights; step three, judging whether training flight can be inserted between two adjacent transportation flights or not: if yes, entering a step four; if not, entering a step six; step four, calculating the number of inter-training flight flights in the available time slots between two adjacent transportation flights; step five, calculating and outputting the training flight capacity in the available time slot between two adjacent transportation flights; step six, judging whether the transportation flight is the last transportation flight or not: if not, returning to the second step; if so, the training flight capacity during the transportation period is output. The calculation method can obviously increase the number of flight frames in combination with airport training, and has minimal influence on transportation flights.

Description

Calculation method of flight capacity combined with training and airport training based on minimum delay

technical field

The invention relates to a method for calculating flight capacity of training combined with airport training based on minimum delay.

Background technique

As a daily basic task, flight training plays a vital role in improving the flight quality of each student. In recent years, due to the rapid growth of flight volume, the combination of training and airport flight training has been limited. In order to ensure that the flight training can be carried out smoothly without affecting the flight training at the airport, it is necessary to combine training and transportation with the actual flight schedule and operation of the airport. The environment is scientific and reasonable to arrange flight training flights in various time periods.

At present, the research on runway capacity assessment is relatively mature. Domestic scholars mostly study the runway capacity assessment model from the perspective of take-off and landing intervals. For example, Shen Zhiyuan and other scholars have constructed a theoretical calculation model of runway capacity for a lateral dual-runway system considering the influence of wake turbulence. Based on the three-runway airport runway capacity model constructed by Li Zhilin and other scholars, the aircraft wake separation is analyzed as a key factor to improve the capacity of the runway system, and the airport runway capacity model based on wake separation is obtained. Wang Lili and other scholars combined the operating rules to establish a runway capacity calculation model for typical runway landing, takeoff and mixed operation under the combination of high-angle approach and traditional approach on close parallel runways. In addition to take-off and landing intervals, runway configuration is also a research hotspot in capacity assessment. Scholars such as Kang Rui have refined the process of aircraft take-off and landing, taxiing and taxiing, defined landing deceleration and runway departure rules, introduced control regulations, and constructed a system that considers the configuration of departures. Airport capacity assessment model. For the new form of intersecting runways, Zhou Xinyang and other scholars proposed a runway capacity assessment method suitable for intersecting runways on the basis of the theory of MANTEA (Airport Capacity and Delay Model). However, there are few studies on the evaluation of training runway capacity. Scholars such as F.A. Cetek established a practical discrete event simulation model to analyze the airport runway service capacity of training flights under different operating scenarios. Scholars such as Zhang Linying considered the influence of training flight visual separation on takeoff separation, and established a runway capacity evaluation model for takeoff and landing route training visual flight. Luo Jingjing built a training airport runway capacity assessment model based on visual field training and instrument transition training landing time intervals. On the basis of analyzing the influencing factors of runway capacity, Gong Xianxin established a general airport runway capacity evaluation model under visual approach and visual separation by using space-time analysis method.

In general, studies on runway capacity evaluation only consider the runway capacity of a single type of transport flight or training flight, ignoring the actual operating environment of the airport combined with training and the impact of training flight on transport flights. The operating rules and wake separation standards of the training flight are quite different from those of the transport flight, and the training flight needs to avoid the transport flight in principle and cannot interfere with the normal operation of the transport flight. Therefore, airports integrating training and transportation need to reasonably arrange training flight flights under the condition of ensuring the normal operation of increasing flights, which is conducive to improving the operational efficiency and quality of flight training combining training and transportation.

Contents of the invention

In order to overcome the above-mentioned shortcomings of the prior art, the present invention proposes a method for calculating the capacity of training flights combined with airport training based on the minimum delay, aiming at improving the quality of training flights and reducing the impact of training flights on the operation of airport transport flights as much as possible. Impact.

The technical solution adopted by the present invention to solve the technical problem is: a method for calculating the flight capacity based on the minimum delay of training combined with airport training flight capacity, comprising the following steps:

Step 1. Sorting all transport flights within the transport period according to the sequence of arrival and departure times;

Step 2, determine the length of time slots between two adjacent transport flights in turn;

Step 3. Determine whether training flights can be interspersed between two adjacent transport flights: if yes, go to step 4; if not, go to step 6;

Step 4, calculating the number of interspersed training flight flights in the available time slot between two adjacent transport flights;

Step five, calculate and output the training flight capacity in the available time slot between two adjacent transport flights;

Step 6. Determine whether it is the last transport flight: if not, return to step 2; if yes, proceed to step 7;

Step 7: Output the training flight capacity within the transportation period.

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

With the rapid development of the civil aviation industry, the continuous increase in the number of flights is an inevitable trend in the future. Training and transportation combined with the airport's reasonable arrangement of training flights and ensuring the normal operation of transport flights are not only related to the development of airport operations, but also of great significance to the training of pilot students in my country. The invention proposes a training flight capacity calculation model considering training and transportation combined with the actual operating environment of the airport. The model first calculates the available time slots for transport flight operations in a time period, and determines the available time slots for training flights in each time period. Secondly, calculate the number of training flights that can be interspersed within the available time slot. Finally, an example analysis and simulation verification were carried out in combination with a certain training and transportation airport. The simulation results show that the number of training flights combined with training and transportation has increased significantly, and the impact on transportation flights has been minimal, and the airport operation delay has not increased significantly. Therefore, the model of the present invention is used in practice. It has high applicability in use.

Description of drawings

The invention will be described by way of reference to the accompanying drawings, in which:

Figure 1 is a flow chart of the training flight capacity assessment model;

Fig. 2 is the flight volume of each period before the interspersed training flight flight;

Fig. 3 is the flight volume of each period after interspersed training flight flight;

Fig. 4 is the flight volume of each period after the training flight flight increment is 10%;

Fig. 5 is the flight volume of each period after the training flight flight increment is 20%;

Figure 6 shows the number of flights in each period after the training flight flight increment is 30%.

Detailed ways

A method for calculating the flight capacity of training combined with airport training based on minimum delay, including the following content:

1 Establishment of runway capacity assessment model for training flights

The main considerations of the runway capacity mathematical model include: runway structure, layout and use strategy, configuration of runway and taxiway, control constraints caused by arrival and departure routes, wake separation setting, approach speed, runway occupancy time of landing aircraft, Departure flow/arrival flow mix ratio, fleet mix ratio, etc.

Runway capacity is defined as the maximum number of aircraft that the runway can serve per unit time. Runway capacity is generally expressed as a weighted average of service times for all types of aircraft.

The relevant parameters are as follows:

C: runway capacity;

E[h]: average runway service time;

p _ij : the probability of type j aircraft trailing i type aircraft;

T _ij : when aircraft of type j is trailing aircraft of type i, the time interval between them.

M: time available for training flight;

For p _ij , calculate the proportion of each aircraft type in airport flight training, and set the values as a%, b%, and c% (a%+b%+c%=1). In p _ij, the front and rear models i and j respectively correspond to the proportions of models I%, J%, then p _ij =I%+J%.

1.1 Mathematical model of flight approach training flight

According to the different final approach speeds of different training models, the situations in which adjacent approaching aircraft (j-type aircraft trailing i-type aircraft) successively enter the field are divided into the following two types, and their time intervals are calculated respectively:

(1) V _i >V _j , that is, the speed of the front machine is greater than the speed of the rear machine;

(2) V _i ≤ V _j , that is, the speed of the front machine is less than or equal to the speed of the rear machine;

When V _i >V _j , the time interval between two training aircraft is:

Considering the reaction time of controllers and pilots, a buffer time B _ij needs to be added, and its calculation formula is:

or B _ij =0 (if B _ij <0)

When V _i ≤ V _j , the time interval between two training aircraft:

B _ij ＝σ ₀ q _v

Put the values into the following formula,

Obtaining the weighted average of the arrival training flight time interval (ie, the average runway service time of the arrival training flight flight), the arrival capacity can be obtained as:

1.2 Departure training flight mathematical model

According to different take-off and climb speeds of different training models, calculate their time intervals:

Considering the reaction time of controllers and pilots, a buffer time B _ij needs to be added, and its calculation formula is:

B _ij ＝σ ₀ q _v

Put the values into the following formula,

Obtaining the weighted average of departure training flight time intervals (i.e., the average runway service time of departure training flights), the departure capacity can be obtained as:

1.3 Mixed Training Flight Flight Capacity

Calculate the mixed training flight runway capacity according to the ratio of training flight take-off and landing.

T _mix ＝P _arrivals T _ij +P _departures T' _ij

Considering the reaction time of controllers and pilots, a buffer time B _ij needs to be added, and its calculation formula is:

B _ij ＝σ ₀ q _v

Put the values into the following formula,

Obtaining the weighted average of the time intervals of mixed take-off and landing training flights (that is, the average runway service time of mixed take-off and landing training flights), the capacity of mixed take-off and landing training flights can be obtained as:

The relevant parameters are as follows:

C _mix : mixed take-off and landing capacity of the runway;

C _arrivals : runway arrival capacity;

C _departures : runway departure capacity;

M: time available for training flight;

V _i : final approach speed of lead aircraft i;

V _j : final approach speed of aircraft j;

V _i ': departure climb speed of leading aircraft i;

ROT _i : average runway occupancy time of model i;

δ _ij : Minimum distance separation between two adjacent approaching aircraft;

δ _ij ': Minimum distance between two adjacent departing aircraft;

γ: distance from final approach fix to runway threshold;

B _ij : buffer time;

T _ij : time interval between aircraft type j and type i of adjacent approaching aircraft;

T' _ij : the time interval between the adjacent departure aircraft type j and type i;

T _mix : time interval between adjacent mixed approach and departure training flights;

p _ij : the ratio of two consecutive aircraft, the front aircraft is i, and the rear aircraft is j;

P _arrivals : the proportion of aircraft arriving for training flights;

P _departures : the proportion of departure training flight aircraft;

σ ₀ : Pilot action intensity coefficient;

q _v : average controller workload.

2 Calculation model of available time slots for training flight in actual operating environment

When the pilot trainees are combined with the airport for transfer flight training, they should try not to affect the normal transport flight operation of the airport. Therefore, when calculating the training flight capacity, it is necessary to calculate the available time for training flights without affecting the normal transport flights of the airport. The main considerations for the calculation of the available time include: the control constraints generated by the arrival and departure of the transport flight and the training flight flight, the wake separation standard, the approach speed, the runway occupancy time of the landing aircraft, the mixing ratio of the departure flow/arrival flow, the Team confounding ratio, etc.

[t ₁ , t ₂ ]: It is a certain time period at the airport, t ₁ is the start time of a certain time period at the airport, and t ₂ is the end time of a certain time period at the airport.

The number of transport flights combined with airports in different periods of time and the distribution of flight schedules are also different. Therefore, when calculating the capacity of training flights, it is necessary to analyze and calculate by time period. Firstly, analyze the operating environment of the airport in a certain period of time combined with training and transportation.

Sorting t ₁ , t ₂ and the arrival and departure times x _ak of all transport flights in chronological order to calculate the available time between transport flight times. Whether training flights can be interspersed between transport flights must meet the following requirements:

M≥min(E[T _mix +B _ij ],E[T' _ij +B _ij ],E[T _ij +B _ij ])

in:

M=(x _a+1,k -x _a,k )-M _before -M _after

In the formula:

(1) There are two situations _before M:

1) When the transport flight is an arrival flight, the impact on the training flight ahead:

2) The transport flight is a departure flight, the impact on the training flight ahead:

(2) _After M, it is divided into the following two situations:

1) The transport flight is an arrival flight, the impact on the rear training flight:

2) The transport flight is a departure flight, the impact on the subsequent training flight:

The relevant parameters are as follows:

x _ak : Indicates the arrival and departure time of the a-th transport flight with type k, if the a-th transport flight is the first flight in [t ₁ ,t ₂ ], then in the calculation formula x _a-1,k =t ₁ , _after M=0; similarly, if the a-th flight is the last flight in [t ₁ ,t ₂ ], then in the calculation formula x _a+1,k =t ₂ , _before M=0 ;

p _i : the proportion of training flight model i;

M: time available for training flight;

_Before M: the impact of the transport flight on the training flight ahead;

_After M: the impact of the transport flight on the rear training flight;

P _arrivals : the proportion of aircraft arriving for training flights;

P _departures : the proportion of departure training flight aircraft;

τ _ik : Indicates the minimum time interval between takeoff/arrival aircraft.

3 Example evaluation and simulation verification

3.1 Example evaluation

Select the transport flight schedule of a certain training and transportation airport on July 1, 2022, with a total of 28 arrival flights and 32 departure flights, and calculate the training flight capacity in each time period. The original flight information includes flight number, model, aircraft number, seat, scheduled departure time, and scheduled landing time. The airport training flight arrival and departure ratio is 1:1, and the aircraft types include Cessna C-172 (primary trainer), Diamond DA42 (intermediate trainer), and Cessna C-525 (advanced trainer). According to the various standards in the actual operating environment of the airport, the following parameters are set:

Table 1 Calculation model parameter settings

The process of training flight capacity evaluation model is shown in Figure 1, including the following steps:

Step 1. Sorting all transport flights within the transport period according to the sequence of arrival and departure times;

Step 2, sequentially determining the available time slots between two adjacent transport flights;

Step 3. Determine whether training flights can be interspersed between two adjacent transport flights: if yes, go to step 4; if not, go to step 6;

Step 4, calculating the number of interspersed training flight flights in available time slots;

Step 5. Calculate and output the training flight capacity in the available time slot;

Step 6. Determine whether it is the last transport flight: if not, return to step 2; if yes, proceed to step 7;

Step 7: Output the training flight capacity within the transportation period.

According to the calculation results of the model, the number of training flights at the airport can be increased from 20 to 54. The results of training flight capacity in each time period are shown in Table 2 (because there is no flight from 23:00 to 6:00 the next day, it is not included in the calculation range).

Table 2 Calculation results of training flight capacity in each time period

3.2 Simulation of training sorties based on SIMMOD

In this paper, the simmod simulation software is used to verify the calculation results of the research case. Set the parameters of the simulation model according to the actual operating environment of the airport. Focus on analyzing the changes of various key indicators before and after the training flight interspersed, and the changes of various key indicators after increasing the training flight capacity by 10%, 20%, and 30%. Figures 2 to 6 show the volume data of transport flights and training flights in each time period.

3.3 Summary and analysis of assessment results

Table 3 Comparison table of key indicators in various scenarios

It can be seen from Table 3 that after the interspersed calculation capacity training flight, the key indicators of the airport have little change, and the delay indicators are gradually increasing with the increase of the incremental ratio. Because the flight training cannot interfere with the normal operation of the transport flight, all key indicators should remain unchanged or have a small change during interspersed training flights. Therefore, the calculation result of the model of the present invention is accurate and reasonable.

The present invention combines the training and operation characteristics of the airport, and proposes a navigation training capacity evaluation model based on the minimum delay. Firstly, the training runway capacity evaluation model is established, and the average service time of the training runway is obtained. Then, the available time slot model for training flight under the transport aircraft operating environment is established, and the available time slots that can be interspersed with training flights in each time period are obtained, and the number of interspersed training flights in each available time slot is calculated. Finally, using Simmod simulation software, the average delay of the whole day and the average delay of peak hours are used as key indicators to obtain the change trend of training flight capacity. The simulation results show that: the training flight capacity evaluation results can increase the number of airport training flight sorties by 270% while ensuring the minimum delay.

Claims (10)

1. A kind of training flight capacity calculation method based on delay minimum in combination with airport training flight capacity, is characterized in that: comprise the steps: Step 1. Sorting all transport flights within the transport period according to the sequence of arrival and departure times; Step 2, determine the length of time slots between two adjacent transport flights in turn; Step 3. Determine whether training flights can be interspersed between two adjacent transport flights: if yes, go to step 4; if not, go to step 6; Step 4, calculating the number of interspersed training flight flights in the available time slot between two adjacent transport flights; Step five, calculate and output the training flight capacity in the available time slot between two adjacent transport flights; Step 6. Determine whether it is the last transport flight: if not, return to step 2; if yes, proceed to step 7; Step 7: Output the training flight capacity within the transportation period. 2. the minimum training based on delay according to claim 1 combines airport training flight capacity calculation method, characterized in that: the method of judging whether two adjacent transport flights can be interspersed with training flights described in step 3 comprises the following steps: The first step is to calculate the time M available for training flight between two adjacent transport flights; The second step is to judge whether M≥min(E[T _mix +B _ij ],E[T' _ij +B _ij ],E[T _ij +B _ij ]), In the formula, E[T _mix +B _ij ], E[T′ _ij +B _ij ], E[T _ij +B _ij ] represent the average runway service time of arrival, departure and mixed takeoff and landing training flights respectively, If yes, training flights can be interspersed between two adjacent transport flights; if not, training flights cannot be interspersed between two adjacent transport flights. 3. the minimum training based on delay according to claim 2 combines airport training flight capacity calculation method, characterized in that: calculate the time M available for training flight between two adjacent transport flights according to the following formula: M=(x _a+1,k -x _a,k )-M _before -M _after In the formula, x _a+1,k and x _a,k represent the arrival and departure time of the a+1th and ath transport flights respectively, and k represents the flight type; if the a+1th transport flight is the transport period For the first flight in [t ₁ ,t ₂ ], then x _a,k =t ₁ , _after M=0; if the a-th flight is the last flight in [t ₁ ,t ₂ ], then x _{a+ 1, k} =t ₂ , M _front = 0; M _front represents the impact of the transport flight on the preceding training flight; M _post represents the impact of the transport flight on the rear training flight. 4. the minimum training based on delay according to claim 3 combines airport training flight capacity calculation method, it is characterized in that: _before M is calculated by the following formula: 1) When the transport flight is an incoming flight: 2) When the transport flight is a departure flight: In the formula, p _i represents the proportion of training flight type i; Par _arrivals represents the proportion of aircraft entering training flight; P _departures represents the proportion of aircraft leaving training flight; τ _ik : represents the minimum time interval between takeoff/arrival aircraft; T _ik represents the time interval between adjacent aircraft type k and type i; V _i represents the final approach speed of type i; ROT _i represents _{the average runway occupancy time of type i ;} The minimum distance between adjacent arriving and departing aircraft. 5. the minimum training based on delay according to claim 3 combines airport training flight capacity calculation method, it is characterized in that: _after M, calculate and obtain by following formula: 1) When the transport flight is an incoming flight: 2) When the transport flight is a departure flight: In the formula, p _i represents the proportion of training flight type i; Par _arrivals represents the proportion of aircraft entering training flight; P _departures represents the proportion of aircraft leaving training flight; τ _ik : represents the minimum time interval between takeoff/arrival aircraft; T _ik represents the time interval between adjacent aircraft type k and type i; V _i represents the final approach speed of type i; ROT _i represents _{the average runway occupancy time of type i ;} The minimum distance between approaching and departing aircraft; γ indicates the distance from the final approach fix to the threshold of the runway. 6. The method for calculating flight capacity based on training and transport at an airport with minimum delay according to claim 2, wherein: the flight capacity for training comprises: (1) The arrival runway capacity C _arrivals is calculated according to the following formula: (2) Departure runway capacity C _departures is calculated according to the following formula: (3) The mixed take-off and landing runway capacity C _mix is calculated according to the following formula: 7. the minimum training based on delay according to claim 6 is combined with the airport training flight capacity calculation method, characterized in that: the runway average service time of the approach training flight flight is calculated by the following formula: In the formula, p _ij represents the ratio of two consecutive aircraft, i is the front aircraft, and j is the subsequent aircraft; T _ij represents the time interval between the preceding aircraft i and the subsequent aircraft j of adjacent approaching aircraft; B _ij is the buffer time ;in: 1) When V _i >V _j : 2) When V _i ≤ V _j : B _ij ＝σ ₀ q _v In the formula: V _i and V _j represent the final approach speeds of the leading aircraft i and the following aircraft j respectively; δ _ij represents the minimum distance between two adjacent approaching aircraft; γ represents the distance between the final approach fix and the threshold of the runway; ROT _i represents the average runway occupancy time of model i; σ ₀ represents the pilot action intensity coefficient; q _v represents the average workload of the controller. 8. The flight capacity calculation method based on the minimum delay training combined with airport training flight capacity according to claim 7, characterized in that: when V _i >V _j , if the calculated B _ij is less than 0, then make B _ij =0 . 9. the minimum training based on delay according to claim 6 combines airport training flight capacity calculation method, characterized in that: the runway average service time of departure training flight flight is calculated by the following formula: In the formula, p _ij represents the ratio of two consecutive aircraft, the preceding aircraft is i, and the following aircraft is j; T' _ij represents the time interval between the preceding aircraft i and the following aircraft _j ; time; of which: B _ij ＝σ ₀ q _v In the formula, V _i ' represents the departure climb speed of the leading aircraft i; δ _ij ' represents the minimum distance between two adjacent departing aircraft; ROT _i represents the average runway occupancy time of aircraft type i; σ ₀ represents the pilot's action intensity coefficient; q _v represents the average workload of controllers. 10. The method for calculating flight capacity based on the minimum delay in training combined with airport training flight capacity according to claim 6, characterized in that: the runway average service time of mixed take-off and landing training flights is calculated by the following formula: In the formula, p _ij represents the ratio of two consecutive aircraft, the front aircraft is i, and the rear aircraft is j; T _mix represents the time interval between adjacent mixed arrival and departure training flights; B _ij is the buffer time; where: T _mix ＝P _arrivals T _ij +P _departures T' _ij B _ij ＝σ ₀ q _v In the formula, T _ij , T' _ij represent the time interval between the adjacent approaching and departing aircraft type j and type i respectively; P _arrivals and P _departures are the proportions of incoming and departing training flight aircraft respectively; σ ₀ represents Pilot action intensity coefficient; q _v represents the average workload of controllers.