CN114170848B - Method for calculating aircraft landing time interval under headwind condition - Google Patents

Abstract

The invention discloses a calculation method for an aircraft landing time interval under a headwind condition, comprising the following steps: S1, obtaining aircraft information of two adjacent approaching aircraft, and determining the dynamic time interval of the two adjacent aircraft; S2, according to the relative Adjacent to the aircraft information of the two aircraft, establish the wake dissipation model of the aircraft under headwind conditions, and obtain the safe wake correction time; S3, set the minimum time interval for the landing phase of the aircraft based on the dynamic time interval and the safe wake correction time; S4, combining the average runway landing time of the aircraft and the minimum time interval to determine the landing time interval of the aircraft. When using the aircraft landing time interval of the present invention to control and command the aircraft landing, it can effectively shorten the time interval between the combination of front and rear models under headwind conditions, which is more suitable for the changeable weather of the airport and reduces the landing rate caused by headwinds Reduce the impact, improve the operating efficiency and utilization of the airport runway.

Description

A Calculation Method of Aircraft Landing Time Interval under Headwind Condition

technical field

The invention relates to the technical field of air control, in particular to a method for calculating the landing time interval of an upwind aircraft.

Background technique

In the efficient operation of the civil aviation industry, during the final landing phase of the aircraft, the two aircraft in front and behind need to maintain a certain safety interval to ensure safe operation. At present, the approach interval of approaching aircraft is either determined by the wake interval, or the interval is monitored by radar Determine the approach separation and use the minimum radar surveillance separation directly when wake separation is not required. At present, the main separation standard implemented is distance-based separation (DBS), which guarantees the safe flight of the aircraft, but the existing minimum wake separation for approach is too conservative. It will reduce the ground speed of the rear aircraft, and on the one hand, it will weaken the wake effect of the front aircraft. Therefore, when the distance-based minimum separation is applied, during the approach, the separation between the leading aircraft and the rear aircraft will increase, resulting in a decrease in landing rate. In the case of strong headwinds, the approach ground speed of the aircraft is relatively small, which will reduce the landing efficiency. Moreover, it is often easy to cause the following aircraft to go around due to insufficient spacing, which not only causes delays and cancellations of airport flights, brings huge losses to airlines and the public, but also affects operational predictability, fuel efficiency, and environmental pollution. It is a great waste of today's scarce airspace resources. However, increased air traffic has further exacerbated the problem.

At present, China is committed to researching the time-based separation standard (TBS) to guide the control and command of aircraft landing. This is a new operating procedure that determines aircraft separation by time rather than distance. Under headwind conditions, the wind speed will reduce the ground speed of the rear aircraft on the one hand, and weaken the wake effect of the front aircraft on the other hand. TBS solves the headwind interference by dynamically reducing the distance between the front and rear aircraft under strong headwind conditions. In order to maintain the runway throughput, but the existing research on the time interval standard is not perfect enough, there is no mature calculation method for the aircraft landing time interval under headwind conditions.

Contents of the invention

The purpose of the present invention is to overcome the reduction of aircraft landing rate under headwind conditions caused by the distance-based interval in the prior art, causing delays and cancellations of airport flights, and to provide a calculation of aircraft landing time intervals under headwind conditions method.

In order to realize the above-mentioned purpose of the invention, the present invention provides the following technical solutions:

A calculation method for an aircraft landing time interval under a headwind condition, comprising the following steps:

S1. Obtain the aircraft information of two adjacent approaching aircraft, and determine the dynamic time interval t _ij of the two adjacent aircraft, and the dynamic time interval t _ij is determined based on a distance interval standard;

S2, according to the aircraft information of the two adjacent aircraft, establish the wake dissipation model of the aircraft under the headwind condition, and obtain the safe wake correction time t _cor , the calculation formula of the safe wake correction time t _cor is:

t _cor ＝[(1-2v _w /v _i )/(1-v _w /v _i )]t

Among them, t is the time of the safe wake vortex circulation of the rear aircraft after encountering the wake of the front aircraft in the far vortex stage, v _i is the average approach speed of the front aircraft i in the two adjacent aircrafts; v _j is the adjacent The average approach speed of the rear aircraft j among the two aircraft; v _w is the headwind wind speed;

S3, based on the dynamic time interval t _ij and the safe wake correction time t _cor to set the minimum time interval of the aircraft landing phase, the minimum time interval t _ij/min =min[t _cor ,t _ij ];

S4, determine the aircraft landing time interval in combination with the aircraft average runway landing time and the minimum time interval, the calculation formula of the aircraft landing time interval T _ij is:

Where t _ROTi is the runway occupancy time of the leading aircraft i, and r is the length of the common glideslope during approach and landing.

The calculation method of the aircraft landing time interval under the headwind condition of the present invention establishes the wake dissipation model of the aircraft under the headwind condition, and the wake dissipation model is the influence of the wake of the front aircraft on the rear aircraft in the combination of aircraft landing models , the safe wake correction time under the influence of wake is obtained, and the safe wake correction time is added in the calculation of the aircraft landing time interval. When using the aircraft landing time interval of the present invention to control and command the aircraft landing, it can effectively shorten the time interval between the combination of front and rear models under headwind conditions, which is more suitable for the changeable weather of the airport and reduces the landing rate caused by headwinds Reduce the impact, improve the operating efficiency and utilization of the airport runway.

Further, the calculation formula of the dynamic time interval t _ij is:

where _δij is the minimum distance-based separation for landing aircraft i,j.

Further, in step S2, the wake dissipation model includes two stages of near-vortex dissipation and far-vortex dissipation, and the formula for calculating the time t of the safe wake vortex circulation of the rear aircraft is as follows:

b₀为初始尾涡间距，

B为飞机翼展；t^*为近涡阶段持续时间。Among them, Γ _t is the size of the safe wake vortex circulation of the rear aircraft, C is a constant, and the value is 0.45; 0.25N ² represents the influence of the atmospheric knot on the wake vortex dissipation, a constant; Γ ₀ = initial vortex circulation, v ₀ is the characteristic velocity ,

b ₀ is the initial wake vortex spacing,

B is the wingspan of the aircraft; t ^* is the duration of the near vortex stage.

Furthermore, the calculation formula of Γ ₀ is:

In the formula, M is the weight of the aircraft; g is the acceleration of gravity; ρ is the air density; B is the wingspan of the aircraft.

Further, the value of Γ _t is 100.

Furthermore, the duration t ^* of the near-vortex stage is related to the turbulence dissipation rate, the initial characteristic velocity of the wake vortex, the characteristic time and the initial vortex core distance, and the calculation formula of the duration t ^* of the near-vortex stage is:

C_mu是常数，取值0.09，k 为湍动能；l为湍流特征尺度，t₀为特征时间，

Where ε ^* is the eddy dissipation rate; ε is the turbulent dissipation rate,

C _mu is a constant with a value of 0.09, k is the turbulent kinetic energy; l is the characteristic scale of turbulence, t ₀ is the characteristic time,

Furthermore, the calculation formula of ε ^* is:

Further, for the minimum interval time t _ij/min , if v _i ≤ v _j , then when the aircraft i is at the landing threshold of the runway, a minimum time interval rule t _ij/min should be established. In addition, the following conditions must be met: t _ij/min ≥ _{t ROTi} , where t _ROTi is the runway occupancy time of the leading aircraft i; when v _i > v _j , the minimum Time interval rule t _ij/min .

Another aspect of the present invention provides a method of using the above-mentioned aircraft landing time intervals for evaluating the approach capacity of an airport, the formula for calculating the approach capacity is:

where p _ij is the proportion of aircraft pair type i, j in the landing combination.

Further, p _ij is the ratio of aircraft pair type i, j in the landing combination, that is, the probability that aircraft j is behind aircraft i, and if the arrival time of aircraft is random, then p _ij = p _i p _j ,

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

1, the computing method described in the present invention has set up the wake dissipation model of aircraft under headwind condition, and wake dissipation model is the influence of the wake of front machine in the combination of aircraft landing type to rear machine, obtains in wake The safe wake correction time under the influence has added the safe wake correction time in the calculation of the aircraft landing time interval, and when the aircraft landing time interval of the present invention is used to control and command the aircraft landing, the front and rear aircraft under the headwind condition can be effectively shortened. The time interval between the type combinations is more suitable for the changeable weather of the airport, which reduces the impact of the landing rate reduction caused by the headwind, and improves the operating efficiency and utilization of the airport runway.

2. The calculation of the aircraft landing time interval using the present invention is more scientific and efficient, and can improve the runway capacity and utilization rate under the premise of ensuring the safety level.

Description of drawings:

Fig. 1 is the flow chart of the calculation method of the aircraft landing time interval of the present invention.

Detailed ways

The present invention will be further described in detail below in conjunction with test examples and specific embodiments. However, it should not be understood that the scope of the above subject matter of the present invention is limited to the following embodiments, and all technologies realized based on the content of the present invention belong to the scope of the present invention.

Example 1

As shown in Figure 1, a method for calculating the time interval between aircraft landings under headwind conditions includes the following steps:

S1. Obtain the aircraft information of two adjacent approaching aircraft, and determine the dynamic time interval t _ij of the two adjacent aircraft. The dynamic time interval t _ij is determined based on the interval standard of distance;

S2. According to the aircraft information of two adjacent aircraft, the wake dissipation model of the aircraft under headwind conditions is established, and the safe wake correction time t _cor is obtained. The calculation formula of the safe wake correction time t _cor is:

t _cor ＝[(1-2v _w /v _i )/(1-v _w /v _i )]t

Among them, t is the time of safe wake vortex circulation of the following aircraft after encountering _the wake of the leading aircraft in the far vortex stage, v _i is the average approach speed of the leading aircraft i in two adjacent aircrafts; The average approach speed of the following aircraft j; v _w is the headwind wind speed;

S3, based on the dynamic time interval t _ij and the safe wake correction time t _cor set the minimum time interval of the aircraft landing phase, the minimum time interval t _ij/min = min[t _cor ,t _ij ];

S4, combined with the average runway landing time of the aircraft and the minimum time interval to determine the aircraft landing time interval, the calculation formula of the aircraft landing time interval T _ij is:

Among them, t _ROTi is the runway occupancy time of the preceding aircraft i, the value of t _ROTi is generally based on the long-term observation of the actual operation of the airport and the value of each airport is different, r is the length of the common glideslope during the approach and landing process.

Specifically, in step S1, the aircraft information of the two adjacent incoming aircraft is obtained, and the models of the two adjacent incoming aircraft are obtained, and the models of the two adjacent aircraft can be obtained through flight information acquisition. When two adjacent approaching aircrafts are obtained, the daily average wind speed graph of the airport during this period can be obtained, and the upwind wind speed v _w is obtained according to the daily average wind speed graph. In this embodiment, v _w =38.2km/h, further Determine the dynamic time interval t _ij of two adjacent aircraft, the calculation formula of dynamic time interval t _ij is:

where _δij is the minimum distance-based separation for landing aircraft type combination i,j, and _vw is the headwind wind speed.

In step S2, the wake dissipation model includes two stages of near-vortex dissipation and far-vortex dissipation, and the calculation formula for the time t of the safe wake vortex circulation of the rear aircraft is as follows:

b₀为初始尾涡间距，

t^*为近涡阶段持续时间。在本实施例中Γ_t的取值为100，Γ₀的计算公式为：where Γ _t is the size of the safe wake vortex circulation of the rear aircraft, C is a constant, and the value is 0.45; 0.25N ² represents the influence of the atmospheric knot on the wake vortex dissipation, a constant; Γ ₀ is the initial vortex circulation, and v ₀ is the characteristic velocity ,

b ₀ is the initial wake vortex spacing,

t ^* is the duration of the near-vortex phase. In the present embodiment, the value of Γ _t is 100, and the calculation formula of Γ ₀ is:

In the formula, M is the weight of the aircraft; g is the acceleration of gravity; ρ is the air density; B is the wingspan of the aircraft.

In some embodiments, the duration t ^* of the near-vortex phase is related to the turbulence dissipation rate, the initial characteristic velocity of the wake vortex, the characteristic time, and the initial vortex core distance, and the calculation formula for the duration t ^* of the near-vortex phase is:

C_mu是常数，取值0.09，k 为湍动能；l为湍流特征尺度，湍动能和湍流特征尺度是用湍流计算工具得到。t₀为特征时间，

在一些实施例中，ε^*的计算公式为：Where ε ^* is the eddy dissipation rate; ε is the turbulent dissipation rate,

C _mu is a constant with a value of 0.09, k is the turbulent kinetic energy; l is the characteristic scale of turbulent flow, and the turbulent kinetic energy and characteristic scale of turbulent flow are obtained by turbulent flow calculation tools. t ₀ is the characteristic time,

In some embodiments, the formula for calculating ε ^* is:

A total of 74 aircrafts landed at an airport from 7:00 to 10:00. There are only two types of aircraft, B and D, of which there are 20 B-type aircraft and 54 D-type aircraft. The average number of landing aircraft per hour is 24. The B-type aircraft is the Airbus A359, and the D-type aircraft is the Airbus A321. The average approach speed of Airbus A359 is 300km/h, and the average approach speed of Airbus A321 is 260km/h. Table 1 shows the _model parameters of A359 and A321. When Airbus A359 and Airbus A321 are the leading aircraft in the aircraft type combination, the safe wake correction time t _cor is 94s and 59s respectively.

Table 1 Model parameters and safety wake correction time of A359 and A321

Table 2 shows the distance-based separation standard DBS of the International Civil Aviation Organization (ICAO), and Table 3 shows the time-based separation standard TBS given by ICAO.

Table 2 ICAO distance-based separation criteria

Front machine i/back machine j A B C D. E. f A 3nmi 4nmi 5nmi 5nmi 6nmi 8nm B MRS 3nmi 4nmi 4nmi 5nmi 7 nmi C MRS MRS 3nmi 3nmi 4nmi 6nmi D. MRS MRS MRS MRS MRS 5nmi E. MRS MRS MRS MRS MRS 4nmi f MRS MRS MRS MRS MRS 3nmi

Note: MRS is the minimum radar separation, the value is about 2.5nmi or 3nmi.

TABLE 3 ICAO time-based interval criteria

Front machine i/back machine j A B C D. E. f A ROT 100s 120s 140s 160s 180s B ROT ROT ROT 100s 120s 140s C ROT ROT ROT 80s 100s 120s D. ROT ROT ROT ROT ROT 120s E. ROT ROT ROT ROT ROT 100s f ROT ROT ROT ROT ROT 80s

Note: ROT is the runway occupancy time of the front aircraft, and the value is about 60s.

Table 4 Combinations of different models are based on parameters under the TBS standard

For the minimum interval time t _ij/min , if v _i ≤ v _j , then when aircraft i is at the landing threshold of the runway, the minimum time interval rule t _ij/min should be established. In addition, the following conditions must be met: t _ij/min ≥ _{t ROTi} , where t _ROTi is the runway occupancy time of the leading aircraft i; when v _i > v _j , the minimum Time interval rule t _ij/min . Thus, the runway occupancy time t _ROTi =60S. Thus, the t _ij/min obtained under different aircraft types combinations is shown in Table 4, and the aircraft landing time interval obtained according to the calculation method of the present invention is shown in Table 4.

In order to verify the effect of the aircraft landing time interval of the present invention, the above-mentioned aircraft landing time interval is used to evaluate the approach capacity of the airport, and the calculation formula of the approach capacity is:

不同机型组合的概率如表4所示。Among them, p _ij is the proportion of aircraft pair type i, j in the landing combination; p _ij is the proportion of aircraft pair type i, j in the landing combination, that is, the probability that aircraft j is behind aircraft i, and the arrival time of the aircraft is assumed to be random, Then p _ij = p _i p _j ,

The probabilities of different model combinations are shown in Table 4.

By calculation, under the DBS standard, the total time spent is 112.12 minutes, and the average hourly sortie is about 39 sorties; under the TBS standard of the present invention, the total time spent is 91.09 minutes, the average hourly sortie is about 50 sorties, and the average hourly An increase of 11 sorties, the efficiency of the TBS standard has increased by about 22.08% compared with the DBS standard. It can be seen that when utilizing the aircraft landing time interval of the present invention to carry out the control and command of aircraft landing, the time interval between the front and rear model combinations under the headwind condition can be effectively shortened, which is more suitable for the changeable weather of the airport and reduces the The impact of reduced landing rate brought about by headwinds, improving the operating efficiency and utilization of airport runways.

Example 2

The present embodiment is similar to Embodiment 1, and the difference is that two different adjacent approaching aircrafts are used. Table 5 is the parameters of different grades of models, and Table 6 is the combination of different grades of models obtained according to the calculation method of the present invention. Landing time interval.

Table 5 Parameters of models of different grades

Table 6. Combinations of different models are based on parameters under the TBS standard

The above descriptions are only preferred embodiments of the present invention, and are not intended to limit the present invention. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present invention should be included in the protection of the present invention. within range.

Claims (6)

1. A method for calculating the landing time interval of an airplane under the condition of upwind is characterized by comprising the following steps:

s1, acquiring airplane information of two adjacent incoming airplanes, and determining dynamic time interval t of two adjacent airplanes _ij Said dynamic time interval t _ij Is a distance-based spacing criteria determination;

said dynamic time interval t _ij The calculation formula of (c) is:

wherein delta _ij Minimum separation distance for landing aircraft i, j;

s2, establishing a wake flow dissipation model of the airplane under the headwind condition according to the airplane information of the two adjacent airplanes to obtain safe wake flow correction time t _cor Correction time t of said safety wake _cor The calculation formula of (2) is as follows:

t _cor ＝[(1-2v _w /v _i )/(1-v _w /v _i )]t

wherein t is the time of the safe wake vortex ring quantity of the rear aircraft after encountering the wake flow of the front aircraft in the far vortex stage; v. of _i The average approach speed of the front aircraft i in the two adjacent airplanes is obtained; v. of _w Is the upwind speed;

s3, based on the dynamic time interval t _ij And said safety wake modification time t _cor Determining a minimum time interval of an aircraft landing phase, said minimum time interval t _ij/min ＝min[t _cor ,t _ij ]；

S4, determining an aircraft landing time interval by combining the average runway landing occupation time of the aircraft and the minimum time interval, wherein the aircraft landing time interval T _ij The calculation formula of (2) is as follows:

wherein t is _ROTi Is the runway occupation time of the front aircraft i; r is the length of the common glideslope in the approach landing process; v. of _j And the average approach speed of the rear aircraft j in the two adjacent aircraft is obtained.

2. The method for calculating the landing time interval of the airplane under the headwind condition according to claim 1, wherein in the step S2, the wake dissipation model comprises two stages of near vortex dissipation and far vortex dissipation, and the calculation formula of the time t of the safe wake vortex volume of the rear-engine is as follows:

wherein gamma is _t The volume of the safe tail vortex ring of the post machine is large; c is a constant, and the value of C is 0.45;0.25N ² Represents the influence of atmospheric layer junction on wake vortex dissipation, and is constant; gamma-shaped ₀ Is the initial vortex ring amount; v. of ₀ In order to be the characteristic speed of the vehicle,

b ₀ in order to be the initial wake vortex spacing,

b is the wingspan of the airplane; t is t ^* The duration of the perivortex phase.

3. Method for calculating the landing time interval of an aircraft under headwind conditions according to claim 2, characterised in that Γ _t Is 100.

4. Method for calculating the landing time interval of an aircraft under headwind conditions according to claim 2, characterised in that Γ ₀ The calculation formula of (2) is as follows:

wherein M is the aircraft weight; g is gravity acceleration; ρ is the air density.

5. Method for calculating the landing time interval of an aircraft under headwind conditions according to claim 4, characterised in that the duration t of the near vortex phase ^* The duration t of the near vortex phase is related to the turbulent dissipation ratio, the initial characteristic speed of the wake vortex, the characteristic time and the initial vortex core distance ^* The calculation formula of (2) is as follows:

wherein epsilon ^* Is the vortex dissipation ratio; epsilon is the turbulent dissipation ratio,

C _mu is a constant number, C _mu Taking the value of 0.09, and k is the turbulent kinetic energy; l is the characteristic dimension of turbulence, t ₀ Is a special oneThe time of the sign is determined,

6. a method as claimed in claim 5, wherein ε is a measure of the time between landing of an aircraft in the upwind regime ^* The calculation formula of (2) is as follows:

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