Wet dirty runway downwind boundary and influence calculation method based on efficiency and operation cost

Abstract

The invention belongs to the technical field of dispatching distribution, particularly relates to a wet and dirty runway downwind boundary and influence calculation method based on efficiency and operation cost, and aims to solve the problem that the prior art lacks a technical method for judging and calculating downwind take-off and landing operation requirements, operation boundaries and operation load shedding influences of a wet runway and a polluted runway of a field. The anti-weather factor disturbance capability of airport control operation is relatively low; and the operation safety risk is relatively high when the airport frequently switches the runway operation direction. The method comprises the following steps: collecting historical operation related data of an airport as input data; the downwind take-off and landing operation requirements of wet runways and polluted runways of a computer yard are calculated; determining downwind take-off and landing operation boundaries of an airport wet runway and a polluted runway; the average everyday wet runway and polluted runway downwind running flight take-off performance load shedding of the airport based on the running boundary and the hourly capacity is obtained. According to the invention, the blank in the prior art is filled, the weather factor disturbance resistance of airport control operation is improved, and the overall operation safety level of the airport is improved to the greatest extent.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of dispatching allocation, and particularly relates to a wet runway and contaminated runway downwind boundary and influence calculation method based on efficiency and operation cost. BACKGROUND

[0002] With the rapid growth of civil aviation transport airport flight volume and the increasing complexity of the flight area operating environment, the difficulty of improving airport operating efficiency is increasing, and how to effectively use the key resource of the runway to alleviate the pressure of airport operation has become an important way to solve the problem under the premise of ensuring operation safety. At present, in order to improve the efficiency of aircraft and runway, the wet runway downwind take-off and landing operation is used more and more in busy international airports. Under the existing regulations, affected by precipitation weather and wind direction change, the actual operation of domestic busy airports often needs to use wet runway or contaminated runway for take-off and landing operation of aircraft under downwind conditions, and frequent change of runway operation direction is easy to produce flight conflict and other derivative risks. In order to reduce the frequency of runway direction change under the condition of wet runway and contaminated runway downwind, improve the utilization efficiency of runway, it is urgent to carry out the research on the determination method of the downwind take-off and landing operation standard (i.e. operation boundary) of the wet runway and contaminated runway of the airport, to determine the downwind take-off and landing operation boundary of the wet runway and contaminated runway of the airport which meets the actual operation characteristics and operation demand, and to clarify the influence of wet runway and contaminated runway downwind operation under the capacity level and downwind operation boundary, to provide technical method and effective support, which has important practical application value for optimizing and improving the use of airport runway.

[0003] At present, the research on runway operation of China's civil aviation mainly focuses on the determination of runway operation direction, runway operation state recognition, runway operation mode, and runway operation mode, and the research on the technical method of determining the downwind take-off and landing operation demand and operation boundary is very little. The technical research on the downwind take-off and landing operation demand and operation boundary of the wet runway and contaminated runway of the airport, and the technical research on the influence of the downwind operation of the wet runway and contaminated runway of the airport based on the capacity and downwind operation boundary are still in blank, so there is currently lack of technical method for determining and calculating the downwind take-off and landing operation demand and operation boundary of the wet runway and contaminated runway of the airport, and the technical method for the influence of the downwind operation of the wet runway and contaminated runway of the airport based on the capacity and downwind operation boundary. Based on this, the application provides a downwind operation boundary and influence calculation method for the wet runway and contaminated runway of the airport. SUMMARY

[0004] In order to solve the above-mentioned problems in the prior art, that is, to solve the problem that the prior art lacks technical methods for determining and calculating the downwind takeoff and landing operation requirements and operation boundaries of wet runways and contaminated runways at airports, as well as technical methods for calculating the downwind operation load reduction effects of wet runways and contaminated runways at airports based on operation boundaries and hourly capacity, thereby resulting in low ability of airport control operations to resist disturbances caused by weather factors and high operational safety risks due to frequent switching of runway operation directions at airports, the first aspect of the present invention proposes a method for calculating the downwind effect of wet and contaminated runways based on efficiency and operating costs, which is used to determine the downwind takeoff and landing operation boundaries of wet and contaminated runways at airports, and then obtain the takeoff performance load reduction of all departing flights of different aircraft types within the downwind operation duration. The method comprises: S100, collecting historical airport operation-related data as input data; the input data includes flight operation data, meteorological data, runway direction change data, and runway surface condition assessment data; S200, combining the input data and using a multi-dimensional constraint model to determine whether a runway reversal at the airport at date T and time t is a downwind takeoff and landing operation on a wet runway or a contaminated runway; if so, calculating the downwind takeoff and landing operation demand for the wet runway or contaminated runway using a pre-built efficiency and operating cost-based calculation model for the airport; S300, based on the downwind takeoff and landing operation demand for the wet runway and the contaminated runway, determining whether the downwind takeoff and landing operation demand for the wet runway and the contaminated runway is urgent by using an objective function for determining the downwind takeoff and landing operation demand for the wet runway and the contaminated runway; if the demand is urgent, determining the downwind takeoff and landing operation boundary for the wet runway and the contaminated runway using a pre-built downwind takeoff and landing operation boundary calculation model for the wet runway and the contaminated runway; S400, based on the airport's wet runway and contaminated runway downwind takeoff and landing operational boundaries, combined with the airport's hourly capacity, through a pre-constructed wet runway and contaminated runway downwind flight load reduction impact calculation model based on the operational boundaries and hourly capacity, obtain the airport's average daily wet runway and contaminated runway downwind flight takeoff performance load reduction based on the operational boundaries and hourly capacity, that is, the takeoff performance load reduction of all departing flights of different aircraft types within the daily wet runway and contaminated runway downwind operation time at the airport.

[0005] In some preferred embodiments, the downwind takeoff and landing operational requirements for wet runways and contaminated runways at an airport are calculated using a pre-built model for calculating downwind takeoff and landing operational requirements for wet runways and contaminated runways based on efficiency and operating costs, and the method is as follows: When a runway change at an airport at date T and time t is a downwind takeoff and landing operation on a wet runway or a contaminated runway, calculate the runway change parameters; the runway change parameters include additional ground taxiing time, delay time, and additional operating costs of the runway change; Based on the runway reversing parameters, the additional ground taxiing time corresponding to the downwind takeoff and landing operation requirements of the wet runway and the contaminated runway, the delay time corresponding to the downwind takeoff and landing operation requirements of the wet runway and the contaminated runway, the additional operating cost corresponding to the downwind takeoff and landing operation requirements of the wet runway and the contaminated runway, and the short-time frequent runway switching corresponding to the downwind takeoff and landing operation requirements of the wet runway and the contaminated runway are obtained, thereby obtaining the airport wet runway and contaminated runway downwind takeoff and landing operation requirements based on efficiency and operating cost; The downwind takeoff and landing operation requirements for wet runways and contaminated runways of each airport based on efficiency and operating cost are accumulated to obtain the downwind takeoff and landing operation requirements for wet runways and contaminated runways of the airport.

[0006] In some preferred embodiments, the additional ground taxiing time is calculated as follows: The taxiing time of the departing flight is obtained based on the actual ground taxiing distance and ground taxiing speed of the departing flight from the parking position to the runway end; Based on the taxiing distance of the departing flight according to the planned runway and taxi path before the runway change and the ground taxiing speed of the departing flight, the minimum taxiing time required for the departing flight to taxi from the gate to the originally planned runway without any conflict, waiting or interference, that is, the undisturbed taxiing time, is obtained; Subtract the taxiing time of the departing flight from the undisturbed taxiing time to obtain the additional ground taxiing time of the departing flight. The additional ground taxiing time of all departing flights within the overall impact period of the runway reversal is accumulated to obtain the additional ground taxiing time of all departing flights within the overall impact period of the runway reversal. .

[0007] In some preferred embodiments, the delay time is calculated as follows: Obtain the actual pushback time and the planned pushback time of the departing flight, and subtract the actual pushback time from the planned pushback time to obtain the waiting time of the departing flight due to the runway diversion. Obtain the additional ground taxiing time of the departing flight due to runway diversion, that is, the additional ground taxiing time of the departing flight; Obtain the time when the departing flight enters the runway and the time when the departing flight arrives at the runway head and starts queuing and waiting; subtract the time when the departing flight enters the runway from the time when the departing flight arrives at the runway head and starts queuing and waiting to obtain the waiting time of the departing flight at the runway head; The ground delay time of the departure flight is obtained by adding the time of the departure flight waiting for the runway reversal at the gate, the time of the departure flight increasing due to the runway reversal ground taxiing, and the time of the departure flight waiting at the runway head; the ground delay time of all departure flights is accumulated to obtain the total ground delay time of all departure flights due to the runway reversal in the runway reversal overall influence period; The average flight speed of all types of arrival flights when flying in the air is obtained by multiplying the flight speed of each type of arrival flight when flying in the air by the number of all arrival flights; the air delay time of the arrival flight when flying in the air is obtained by multiplying the arrival flight air flying distance by the average flight speed; The total air delay time of all arrival flights due to the runway reversal when flying in the air is obtained by accumulating the air delay time of all arrival flights when flying in the air; ; Wherein, The air delay time of the arrival flight when flying in the air is represented by , The arrival flight air flying distance is represented by The number of types of arrival flights in the runway reversal overall influence period is represented by The number of arrival flights is represented by The flight speed of the arrival flight when flying in the air is represented by The total ground delay time of all departure flights due to the runway reversal in the runway reversal overall influence period and the total air delay time of all arrival flights due to the runway reversal when flying in the air are added to obtain the delay time.

[0008] In some preferred embodiments, the runway reversal additional operation cost is calculated as follows: The ground sliding 1-minute fuel consumption of each type of departure flight with single engine state, the number of engines of each type of departure flight, the ground sliding 1-minute fuel consumption of each type of departure flight with single engine state and the corresponding number of engines are multiplied and accumulated as a first accumulation result, and the first accumulation result and the The average ground sliding 1-minute fuel consumption of different types of departure flights is obtained by multiplying and accumulating the first accumulation result and the The air flying 1-minute fuel consumption of each type of arrival flight with single engine state and the corresponding number of engines are multiplied and accumulated as a second accumulation result, and the second accumulation result and the The average air flying 1-minute fuel consumption of different types of arrival flights is obtained by multiplying and accumulating the second accumulation result and the The average fuel consumption of 1 minute of ground taxiing for the different types of departing flights, the total time added by all departing flights for ground taxiing due to runway reversal, and the price of one ton of fuel are multiplied to obtain the Additional operating costs incurred due to ground taxiing for all departing flights during the overall impact period of the runway diversion ; The average fuel consumption per minute of the inbound flights of different aircraft types, the waiting time of all inbound flights, and the price of one ton of fuel are multiplied to obtain the The additional operating costs incurred by all inbound flights during the overall impact period of the runway diversion ; The With the Add together and get Additional operating costs for runway change.

[0009] In some preferred embodiments, the downwind takeoff and landing operation requirements for wet runways and contaminated runways at airports based on efficiency and operating costs are obtained by: Determining a plurality of taxi time intervals based on the additional ground taxi time, half of the sum of the undisturbed taxi time, and the sum of the undisturbed taxi time, and determining, within different taxi time intervals, additional ground taxi time corresponding to downwind takeoff and landing operation requirements for a wet runway and a contaminated runway according to a set first weight vector; Determining multiple delay time intervals based on the delay time, the acceptable delay time during the reversing period, and twice the acceptable delay time during the reversing period, and determining delay times corresponding to downwind takeoff and landing operation requirements for wet runways and contaminated runways according to a set second weight vector within different delay time intervals; Determining multiple operating cost ranges based on the additional operating cost of the runway change, half of the flight revenue of the total flight, and the flight revenue of the total flight, and determining, within different operating cost ranges, the additional operating costs corresponding to the downwind takeoff and landing operation requirements for the wet runway and the contaminated runway based on a set third weight vector; When the runway switching duration at date T and time t is less than the set duration threshold or the runway switching frequency at date T is greater than or equal to the set frequency threshold, the short-term frequent runway switching corresponding to the wet runway and contaminated runway tailwind takeoff and landing operation demand is determined according to the set weights of the airport's wet runway and contaminated runway tailwind takeoff and landing operation demand; The additional ground taxiing time corresponding to the downwind takeoff and landing operation requirements for wet runways and contaminated runways, the delay time corresponding to the downwind takeoff and landing operation requirements for wet runways and contaminated runways, the additional operating cost corresponding to the downwind takeoff and landing operation requirements for wet runways and contaminated runways, and the short-term frequent runway switching corresponding to the downwind takeoff and landing operation requirements for wet runways and contaminated runways are added together to obtain the airport wet runway and contaminated runway downwind takeoff and landing operation requirements based on efficiency and operating costs.

[0010] In some preferred embodiments, the method for determining the downwind takeoff and landing operation boundary between a wet runway and a contaminated runway at an airport is as follows: Obtain the upper limit of the wind speed range for all dates when the downwind takeoff and landing operational demand for wet and contaminated runways at the airport is non-zero based on efficiency and operating cost. Determine the downwind operational boundaries for wet and contaminated runways that take into account historical operational demand based on the wind speed with the highest frequency of occurrence at the upper limit of the wind speed range and its corresponding runway surface condition code. Determine the tailwind components corresponding to each runway surface condition code for different aircraft types based on the airline's operations manual. Based on the tailwind components with the highest frequency and their corresponding runway surface condition codes, determine the tailwind operating boundaries for wet and contaminated runways for different aircraft types based on the airline's operations manual. Obtain the runway surface condition codes corresponding to different aircraft models on wet and contaminated runways and the takeoff performance loads under different tailwind conditions , runway surface condition codes corresponding to different aircraft models on dry runways and takeoff performance payloads under different tailwind conditions , and calculate the difference in takeoff performance payload, and obtain the value when the difference is less than the set difference threshold The corresponding maximum tailwind speed and minimum runway surface condition code are used to determine the downwind operation boundaries for wet and contaminated runways based on takeoff performance; Obtain the required runway length for landing of each aircraft type under different runway surface conditions and different tailwind conditions , based on a length less than the runway The corresponding maximum tailwind speed and minimum runway surface condition code determine the downwind operation boundaries of wet runways and contaminated runways based on landing performance; The intersection of the wet runway and contaminated runway downwind operation boundaries of different aircraft models based on the airline's operation manual, the wet runway and contaminated runway downwind operation boundaries based on takeoff performance, the wet runway and contaminated runway downwind operation boundaries based on landing performance, and the wet runway and contaminated runway downwind operation boundaries considering historical operation needs shall serve as the airport's wet runway and contaminated runway downwind takeoff and landing operation boundaries.

[0011] In some preferred embodiments, the method for obtaining the required runway length for landing of each aircraft type under different runway and tailwind conditions is as follows:

[0012]

[0013]

[0014]

[0015]

[0016]

[0017]

[0018] in, 、 、 Respectively represent the landing distances required for dry runways, wet runways, and contaminated runways, i.e., the runway lengths required for landing. The certified landing distance for aircraft on contaminated runways is represents the glide angle, is the distance from the glide path start point to the average touchdown point, for The standard deviation of It is the distance that the aircraft rolls on the runway until the speed reaches 0 after landing. represents the tailwind speed, is the speed conversion factor between indicated airspeed and true airspeed, is the reference speed, is the aircraft touchdown speed The average value of is the standard deviation of the mean touchdown velocity, and They are the time it takes for the aircraft to move from the glide path point to the touchdown point, and the time it takes for the aircraft to reach zero speed after landing.

[0019] In some preferred embodiments, the method for obtaining the takeoff performance load reduction of all departing flights of different aircraft types within the downwind operation time of wet runways and contaminated runways at the airport every day is as follows:

[0020]

[0021]

[0022]

[0023]

[0024]

[0025] in, Indicates the airlines in the airport Takeoff performance load reduction for all departing flights of this type of aircraft, It represents the difference between the takeoff payload under tailwind conditions on a dry runway and the takeoff payload under tailwind conditions on a wet or contaminated runway. represents the hourly capacity of the airport, represents the average hourly takeoff number of the airport, Indicates the downwind operation time on wet and contaminated runways Aircraft type, departure flight number, Indicates the model within the reversing direction. It indicates the average daily downwind operation time of wet runway and contaminated runway at the airport. express The proportion of departure flights by aircraft type, Indicates the length of time the airport operates in a day. Indicates the day Hour Aircraft type and flight number, , Indicates the number of days of downwind operation on wet runways and contaminated runways, Indicates the total number of aircraft models of each airline.

[0026] In a second aspect, the present invention proposes a method for calculating the downwind boundary of a wet and contaminated runway based on efficiency and operating costs. The method includes S100 to S300 of the method for calculating the downwind impact of a wet and contaminated runway based on efficiency and operating costs.

[0027] Beneficial effects of the present invention: While filling the gap in technical method research in the above-mentioned research field, the present invention can also provide feasibility demonstration technical method support for airports to study whether there is a demand for downwind take-off and landing operations on wet runways and contaminated runways, and whether the impact of runway reversal on the demand for downwind take-off and landing operations on wet runways and contaminated runways is urgent. It can determine the downwind take-off and landing operation boundaries of wet runways and contaminated runways that are in line with actual conditions for airports in need, and evaluate the impact of flight load reduction on downwind operations on wet runways and contaminated runways, provide reliable calculation methods and implementation paths, and provide decision-making basis for airports to carry out downwind take-off and landing operations on wet runways and contaminated runways, thereby improving the airport control operation's ability to resist weather disturbances and maximizing the overall airport operation safety level. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Other features, objects and advantages of the present application will become more apparent from the detailed description of non-limiting embodiments made with reference to the following drawings.

[0029] Figure 1 It is a schematic diagram of the calculation method of the downwind effect of wet and contaminated runways based on efficiency and operating costs; Figure 2 This is a schematic diagram of part of the meteorological dataset; Figure 3 It is a schematic diagram of runway parameters; Figure 4 It is a schematic diagram of part of the runway surface condition assessment dataset; Figure 5 This is a schematic diagram of part of the runway reversal dataset; Figure 6 This is a schematic diagram of part of the historical flight operation dataset; Figure 7 This is a diagram of some data from an airline's operations manual; Figure 8 This is a schematic diagram of part of the runway obstacle dataset; Figure 9 This is a schematic diagram of part of the precipitation day meteorological dataset; Figure 10 This is a schematic diagram of part of the runway reversal dataset on a precipitation day; Figure 11 This is a schematic diagram of part of the wet runway and contaminated runway assessment dataset on a precipitation day; Figure 12 It is a schematic diagram of the calculation parameters of the takeoff performance part; Figure 13 It is a schematic diagram of some results of takeoff performance; Figure 14 It is a schematic diagram of the calculation parameters of the landing performance part; Figure 15 It is a schematic diagram of some results of landing performance; Figure 16 This is a schematic diagram of the takeoff performance load reduction of some aircraft models. DETAILED DESCRIPTION

[0030] In order to make the purpose, technical solutions and advantages 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 accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention. It should also be noted that for ease of description, only the parts related to the relevant invention are shown in the accompanying drawings. The embodiments of the present application and the features in the embodiments can be combined with each other unless there is a conflict.

[0031] A method for calculating the downwind impact of a wet and dirty runway based on efficiency and operating cost is provided in conjunction with the following: Figure 1 Each step in an embodiment of the method of the present invention is described in detail.

[0032] S100, collecting airport historical operation related data as input data; In this embodiment, the airport-related historical operation data, including the airport elevation, are first collected and studied. , runway dataset (including runway length , runway direction angle , runway slope , takeoff runway , landing runway ), meteorological dataset (including date ,time ,temperature ,precipitation ,wind direction , wind speed (m / s)), runway surface condition assessment dataset (including date ,time , runway, runway surface condition code RWYCC , pollutant coverage, pollutant types), runway reversal dataset (including date ,time , runway operation direction, runway start time, runway end time), historical flight operation data set (including airline , flight number, aircraft type , planned pushback time, actual pushback time, planned takeoff time, actual takeoff time, used stands, planned runway used, actual runway used, planned landing time, actual landing time, time and speed of different flight phases), operation manuals of various airlines, runway obstacle dataset.

[0033] Then filter the airport historical precipitation day dataset as follows: 1) Filter the precipitation date dataset; establish precipitation Codebase, precipitation The code base contains precipitation The code is: (rain), (drizzle), (Snow), (Michelle Yim), (ice crystals), (Ice granules), (hail), (small hail); According to precipitation The various precipitation codes in the code library. If one or more of the precipitation codes appear within a certain period of time on a date, it can be determined whether there is precipitation on that date. Based on this, the airport historical precipitation date dataset is filtered. 2) Filter the meteorological dataset of precipitation days; based on the precipitation date dataset, filter the meteorological dataset of all precipitation dates (including date ,time ,temperature ,precipitation ,wind direction , wind speed (m / s)); 3) Filter the runway reversal dataset on precipitation days; based on the precipitation date dataset, filter the runway reversal dataset for each date, including the date ,time , the direction of runway operation, the start time of runway operation, and the end time of runway operation; based on the runway reversal dataset of the precipitation date, the single-day runway reversal frequency dataset and the runway duration dataset of each precipitation date are statistically obtained; for the runway duration after a reversal is less than or equal to 30 minutes or the single-day runway reversal frequency is greater than or equal to 3, it is considered that the runway switching is relatively frequent. Therefore, based on the single-day runway reversal frequency dataset and the runway duration dataset of the precipitation date, the datasets with runway duration less than or equal to 30 minutes and the datasets with single-day runway reversal frequency greater than or equal to 3 are further statistically analyzed; 4) Screening the wet runway and contaminated runway assessment datasets on precipitation days; establishing a runway surface condition code library based on the airport runway surface condition assessment dataset RWYCC , RWYCC=0-6 , respectively represent different types of pollutants covering the runway surface, among which, RWYCC=6 Represents dry runway, RWYCC=0-5 Representing different levels of wet and contaminated runways, RWYCC =5 means the runway surface is covered with frost, wet [the runway surface is covered with any obvious moisture or water with a depth of not more than 3 mm (inclusive)], slush [with a depth of not more than 3 mm (inclusive)], dry snow [with a depth of not more than 3 mm (inclusive)], wet snow [with a depth of not more than 3 mm (inclusive)], RWYCC =4 means the runway surface is covered with compacted snow (outside temperature -15 degrees Celsius or below), RWYCC =3 means the runway is wet ("slippery" runway), the surface is covered with dry snow (any depth) on top of compacted snow, wet snow (any depth) on top of compacted snow, dry snow (depth greater than 3 mm), wet snow (depth greater than 3 mm), compacted snow (outside air temperature greater than -15 degrees Celsius); RWYCC =2 means the runway surface is covered with water (depth exceeding 3 mm) or snow (depth exceeding 3 mm). RWYCC =1 means the runway surface is covered with ice, RWYCC =0 means the runway surface is covered with wet ice, water on compacted snow, dry snow on ice, or wet snow on ice. The runway surface condition codes corresponding to the precipitation date and wet and contaminated runways are RWYCC=0- 5 ,In the runway surface condition evaluation dataset, the wet runway and contaminated runway evaluation datasets ,are screened within the precipitation date.

[0034] S200, combining the input data and using a multi-dimensional constraint model to determine whether a runway reversal at the airport at date T and time t is a downwind takeoff and landing operation on a wet runway or a contaminated runway; if so, calculating the downwind takeoff and landing operation demand for the wet runway or contaminated runway using a pre-built efficiency and operating cost-based calculation model for the airport; Determining whether a runway change at an airport at date T and time t is a wet or contaminated runway with a downwind takeoff or landing is primarily based on multi-dimensional constraints. In this embodiment, these multi-dimensional constraints include determining whether there is precipitation, whether the runway is wet or contaminated, whether there is wind, whether the wind direction angle is a downwind angle, determining the wind speed range, and whether a runway change has been implemented.

[0035] The constraints for each dimension are as follows: Precipitation determination: If date T and time t belong to the precipitation date dataset, it can be determined that there is precipitation during the period T and time t. The precipitation at the corresponding time on this date is The judgment result is assigned a value of "yes", otherwise, it is assigned a value of "no"; Wet or contaminated runway determination: based on the runway surface condition code library RWYCC and wet runway and contaminated runway assessment datasets. If date T and time t belong to the wet runway and contaminated runway assessment dataset, it can be determined whether the runway surface on date T and time t is a wet runway or a contaminated runway. The wet runway and contaminated runway determination result for this date and time is assigned a value of "yes", otherwise, it is assigned a value of "no". Wind determination: According to the precipitation day meteorological data set, if the wind speed W corresponding to date T and time t S ≠0, it can be determined that there is wind at the airport on date T and time t, and the wind judgment result at the corresponding time on this date is assigned a value of "yes", otherwise, it is assigned a value of "no"; Determination of tailwind: If the wind direction corresponding to date T and time t Angle to runway The absolute value of the angle is less than 90 degrees, that is , it can be determined that there is a tailwind on date T and time t, and the determination result of the tailwind at the corresponding time on this date is assigned as "yes", otherwise, it is assigned as "no"; Determination of wind speed range: Establishing wind speed range The data set includes three wind speed ranges: 0-2.5 m / s, 2.5-3.5 m / s, and 3.5-5 m / s. , in meters per second. If the wind speed corresponding to date T and time t is , it can be determined that the wind speed within the date T time t does not exceed the upper limit of all wind speed ranges, and the determination result of the wind speed range within the date T time t is assigned as "yes", and the wind speed at time t is output at the same time. Otherwise, the value is "No"; Runway Change Determination: If date T and time t belong to the runway change dataset, it can be determined that a runway change occurred during date T and time t. The runway change determination result for this date and time is assigned a "yes" value; otherwise, it is assigned a "no" value. If date T and time t belong to both the runway change dataset and the single-day runway change frequency dataset or the runway duration dataset, it can be determined that frequent runway changes occurred during date T and time t. The runway change determination result for this date and time is assigned a "yes" value, and the corresponding single-day runway change frequency or runway duration is output. Otherwise, it is assigned a "no" value.

[0036] Determination of downwind takeoff and landing operations on wet and contaminated runways: By determining the aforementioned multi-dimensional constraints and assigning values ​​to each of them, if all the multi-dimensional constraints are assigned "yes", then the runway change at date T and time t is a downwind takeoff and landing operation on a wet and contaminated runway.

[0037] According to the above constraints, the If the secondary runway change is not a wet runway or contaminated runway downwind takeoff and landing operation, then the wet runway or contaminated runway downwind takeoff and landing operation requirements based on efficiency and operating costs Set to 0; Jordi The secondary runway reversal is for the downwind takeoff and landing operation on wet and contaminated runways. In order to reflect the impact of the runway reversal on the airport's wet and contaminated runways on downwind takeoff and landing operations, the runway reversal corresponds to the downwind takeoff and landing operation requirements on wet and contaminated runways based on efficiency and operating costs. Includes additional ground taxiing time for wet and contaminated runway downwind takeoff and landing operations , Delay time corresponds to the downwind takeoff and landing operation requirements on wet and contaminated runways , additional operating costs corresponding to the downwind takeoff and landing operations on wet and contaminated runways , Short-term and frequent runway switching to meet the requirements of take-off and landing with the wind on wet and contaminated runways .therefore:

[0038] The calculation process of each requirement is as follows: Assume that The time required for the runway change is The delay caused by the switching is After time hours, so the overall impact period of runway reversal is , that is, the runway change will The impact of the arrival and departure flights during the time period. The number of departing flights during the period is , the number of inbound flights is , total flights are In addition, considering that the runway is unavailable during the runway reversal, resource scheduling takes a long time and will have a delay effect on the flight operations in the subsequent period. On the one hand, it will lead to an increase in the ground taxiing time and delay time of the flight, seriously reducing the airport operation efficiency. On the other hand, the flight detours on the ground and in the air will greatly increase the flight fuel consumption and operating costs. Therefore, in order to calculate the airport wet runway and contaminated runway tailwind takeoff and landing operation requirements based on efficiency and operating costs , first establish the runway reversal parameter set , including additional ground taxi time , delay time and additional operating costs for runway change . For departing flights Additional ground taxiing time after the change of direction; It is the total delay time of inbound and outbound flights after diversion.

[0039] 1) Calculate additional ground taxi time: Additional ground taxiing time during the overall impact period of runway reversal All departing flights should be included Additional ground taxiing time, For departing flights of additional ground taxi time, therefore:

[0040] set up For departing flights Ground taxiing time, For departing flights The actual ground taxiing distance from the aircraft stand to the runway end, For departing flights Ground taxiing speed. For departing flights The taxi distance along the planned runway and taxi path before the runway is changed. For departing flights The minimum taxiing time required when taxiing from the stand to the originally planned runway without any conflict, waiting or interference is called the undisturbed taxiing time.

[0041]

[0042]

[0043] 2) Calculate the delay time: Delay time Including runway turning time Total ground delay time caused by runway diversion for all departing flights Total delay time in the air caused by all inbound flights due to runway diversion ,Right now:

[0044] Including all ground delays of departing flights, Including all the waiting time of inbound flights, For departing flights Ground delay time, For inbound flights The delay time caused by circling in the air is as follows: ; ; Departing flights Ground delay time Including the waiting time for the aircraft due to runway change, the additional time for taxiing and circling, and the waiting time at the runway head. For departing flights Time waiting at the gate due to runway change, For departing flights Actual launch time For departing flights Planned launch time, For departing flights The additional time for taxiing on the ground due to runway change, For departing flights Waiting time at the runway head, For departing flights The time to arrive at the runway head and start queuing, For departing flights The time to enter the runway:

[0045]

[0046]

[0047]

[0048] For inbound flights The distance of the aerial flight and the time of reversal are model, model,… Models Types of machines, For inbound flights (Model is ) The flight speed when flying in the air.

[0049]

[0050] 3) Calculate the additional operating costs of runway diversion: set up is the total time added by all departing flights for taxiing on the ground due to runway diversion, then ; set up Aircraft type flights include Engines, for The fuel consumption of a single engine taxiing for 1 minute on a departing flight is: for The fuel consumption of a single engine in the air for one minute on an incoming flight is: The average fuel consumption for 1 minute of ground taxiing for departing flights of different aircraft types is: The average fuel consumption per minute of flight for inbound flights of different aircraft types is: ; ; set up For the Runway change time All departing flights Additional operating costs for ground taxiing, For the Runway change time All inbound flights The additional operating cost of circumventing the air is: Φ is the price of one ton of fuel (unit: yuan / ton), then: ; ; No. Additional operating costs for runway change .

[0051] Considering that the longer the ground taxiing time and delay time, the lower the airport operation efficiency and the higher the operating cost, it reflects to a certain extent that the impact of a runway change on airport operations is greater, and the demand for takeoff and landing operations with the wind on wet and contaminated runways is more urgent. Therefore, the additional ground taxiing time for the runway change parameter is , delay time and additional operating costs for runway change Assign demand impact weights separately 、 、 (both greater than 1).

[0052] Calculate the additional ground taxi time required for downwind takeoff and landing operations on wet and contaminated runways: In order to reflect the different levels of airport operating efficiency reduction and different degrees of operating cost increase caused by runway reversal, the urgency of the demand for downwind takeoff and landing operations on wet runways and contaminated runways is different. Therefore, the corresponding demands are calculated according to different runway reversal parameter ranges.

[0053] Additional ground taxi time for all departing flights Less than or equal to half of the total undisturbed gliding time, that is From the perspective of ground taxiing, it only indicates that there is a demand for takeoff and landing operations on wet and contaminated runways. ;when From the perspective of ground taxiing, it shows that the demand for downwind takeoff and landing on wet and contaminated runways is more urgent, that is, ;when From the perspective of ground taxiing, the demand for downwind takeoff and landing operations on wet and contaminated runways has increased dramatically. ; Calculate the delay time corresponding to the downwind takeoff and landing operation requirements on wet and contaminated runways: When the delay Less than or equal to the acceptable delay time during switching ,Right now From the perspective of delay time, it only indicates that there is a demand for takeoff and landing operations with the wind on wet and contaminated runways. ;when From the perspective of ground taxiing, it shows that the demand for downwind takeoff and landing on wet and contaminated runways is more urgent, that is, ;when From the perspective of ground taxiing, the demand for downwind takeoff and landing operations on wet and contaminated runways has increased dramatically. .

[0054] Calculate the additional operating costs corresponding to the downwind takeoff and landing operations on wet and contaminated runways: Additional operating costs when runway changes Less than or equal to total flights Flight revenue half of From the perspective of increased operating costs, it only means that there is a demand for downwind takeoff and landing operations on wet and contaminated runways. ;when From the perspective of increasing operating costs, it is shown that the demand for upwind take-off and landing operation of wet runway and contaminated runway is more urgent, i.e. ; when , from the perspective of increasing operating costs, it is shown that the demand for upwind take-off and landing operation of wet runway and contaminated runway increases sharply, .

[0055] Calculate the upwind take-off and landing operation demand of short-time frequent runway switching corresponding to wet runway and contaminated runway: If the runway switching duration is less than 30 minutes or the runway switching frequency is greater than or equal to 3 on the date T time t, since the runway switching is frequent, the additional weight of the upwind take-off and landing operation demand of the airport wet runway and contaminated runway corresponding to the runway switching is added according to the runway switching frequency on the single day ( greater than 1), which reflects the urgent demand for upwind take-off and landing operation of wet runway and contaminated runway due to frequent runway switching. At this time, the upwind take-off and landing operation demand of short-time frequent runway switching corresponding to wet runway and contaminated runway .

[0056] S300, based on the upwind take-off and landing operation demand of the airport wet runway and contaminated runway, determine whether the upwind take-off and landing operation demand of the airport wet runway and contaminated runway is urgent by an upwind take-off and landing operation demand determination target function of the airport wet runway and contaminated runway; if the demand is urgent, determine the upwind take-off and landing operation boundary of the airport wet runway and contaminated runway by a pre-constructed upwind take-off and landing operation boundary calculation model of the airport wet runway and contaminated runway; In this embodiment, an upwind take-off and landing operation demand determination target function of the airport wet runway and contaminated runway is established, and the specific process is as follows: Set the acceptable threshold of the upwind take-off and landing operation demand of the airport wet runway and contaminated runway , if the total demand of the upwind take-off and landing operation of the airport wet runway and contaminated runway is greater than or equal to the acceptable threshold , it is considered that the upwind take-off and landing operation demand of the airport wet runway and contaminated runway is urgent, and it is further necessary to determine the upwind take-off and landing operation boundary of the airport wet runway and contaminated runway (also referred to as the upwind take-off and landing operation standard of the airport wet runway and contaminated runway) to improve the runway operation efficiency under the upwind condition of complex weather such as rain and snow.

[0057] Establish the upwind take-off and landing operation demand determination target function of the airport wet runway and contaminated runway, then: , indicating that the upwind take-off and landing operation demand of the airport wet runway and contaminated runway is urgent; , indicating that the upwind take-off and landing operation demand of the airport wet runway and contaminated runway is not obvious; ; Where, T is the precipitation date; is the tth precipitation period of the precipitation date T. Secondary runway change; is the tth precipitation period of the precipitation date T. Whether the secondary runway reversal is the required value corresponding to downwind takeoff and landing operations on wet runways and contaminated runways.

[0058] If the demand is urgent, the pre-built airport wet runway and contaminated runway downwind takeoff and landing operation boundary calculation model can be used to determine the airport wet runway and contaminated runway downwind takeoff and landing operation boundary: 1) The output of the multi-dimensional constraint condition judgment includes not only the airport wet runway and contaminated runway takeoff and landing operation requirements at date T and time t, but also the output requirements The actual runway surface condition code and wind speed range corresponding to the time t on the date T. After multi-dimensional constraint condition judgment for all historical dates, it can be determined whether each runway change on each day is a wet runway or a contaminated runway downwind takeoff and landing operation, and the corresponding airport wet runway and contaminated runway downwind takeoff and landing operation demand values ​​for each day, as well as all demand The corresponding runway surface condition code and wind speed range upper limit, the wind speed with the highest frequency of the upper limit of the wind speed range and the corresponding runway surface condition code , which is the downwind operation boundary of wet runway and contaminated runway considering historical operation requirements (Also known as the downwind operation standard for wet and contaminated runways taking into account historical operational needs), at this time , From the perspective of actual operation needs, the airport has a high demand for runway surface conditions. and above wet runways and contaminated runways, with tailwinds of 0 to There is an obvious demand for operation under conditions of meters / second.

[0059] 2) Based on the historical flight operation data set, the airlines operating at the airport are counted. The names of the airlines are 、 … ,airline Include model, model,… Models Aircraft models. Runbooks can be determined separately model, model,… Aircraft type on runway surface condition code RWYCC = 0-5 corresponding to the tailwind component 、 … , tailwind component 、 … The most frequent tailwind component and the corresponding runway surface condition code , which are the downwind operation boundaries of wet runways and contaminated runways for different aircraft types based on the airline operation manual (It can also be called the downwind operation standard for wet runways and contaminated runways of different aircraft types based on the airline operation manual). , , which means that each aircraft type can support the runway surface conditions under the condition of meeting the requirements of the airline's operation manual for wet runways and contaminated runways. and above wet runways and contaminated runways, with tailwinds of 0 to m / s.

[0060] 3) Calculate the downwind operation boundaries for wet and contaminated runways based on aircraft model performance, which include: the downwind operation boundaries for wet and contaminated runways based on takeoff performance (also known as the downwind operation standards for wet and contaminated runways based on takeoff performance), and the downwind operation boundaries for wet and contaminated runways based on landing performance (also known as the downwind operation standards for wet and contaminated runways based on landing performance).

[0061] Downwind operational boundaries for wet and contaminated runways based on takeoff performance: Conservative calculation parameters for takeoff performance include airport elevation , runway slope , runway length , maximum reference temperature and minimum reference temperature (Based on the meteorological data set, the airport's maximum and minimum reference temperatures are determined by screening according to the summer maximum temperature and winter minimum temperature), runway surface condition code RWYCC , optimal takeoff flaps, air conditioning on, anti-icing off, improved climb, tailwind speed, obstacle data set. Different conditions include different runway surface conditions and different tailwind conditions, different runway surface conditions RWYCC include RWYCC=0-6 There are four different tailwind conditions: 0 m / s, 2.5 m / s, 3.5 m / s, and 5 m / s.

[0062] According to the calculation method of takeoff performance software, the airline of Runway surface condition codes for aircraft types on wet and contaminated runways RWYCC= 0-5, the takeoff performance payload under tailwind conditions of 0 m / s, 2.5 m / s, 3.5 m / s, and 5 m / s are 、 … , in tons. Runway surface condition code corresponding to the aircraft type on a dry runway RWYCC =6, and the takeoff payloads under tailwind conditions of 0 m / s, 2.5 m / s, 3.5 m / s, and 5 m / s are 、 … , in tons. Aircraft models in different runway surface conditions RWYCC =0-5 and takeoff performance payload under different tailwind conditions ,and Model RWYCC =6 and takeoff payload under different tailwind conditions For comparison, the difference is less than or equal to 5 tons, that is , it is believed that the corresponding wet runway, contaminated runway and tailwind conditions are The take-off performance of the aircraft is basically unaffected, meeting the requirements of Corresponding maximum tailwind speed and minimum runway surface condition code This is the downwind operation boundary of wet runway and contaminated runway based on takeoff performance of this aircraft type. ,Right now , Represents the takeoff performance of each aircraft model that can support the runway surface conditions and above wet runways and contaminated runways, with tailwinds of 0 to m / s.

[0063] Downwind operational boundaries for wet and contaminated runways based on landing performance: Different conditions include different runway surface conditions and different tailwind conditions. RWYCC include RWYCC =0-6, the different tailwind conditions include 0 m / s, 2.5 m / s, 3.5 m / s, and 5 m / s.

[0064] set up For different runway surface conditions RWYCC = 0-6 and the required landing distance under different tailwind conditions, including the runway surface conditions RWYCC = 6 hours required landing distance , runway surface conditions RWYCC = 0-5 hours required landing distance and Assuming the glide path angle is λ, according to the landing flight characteristics of the landing aircraft under different runway surface conditions, then: ; in, is the distance from the start of the glide path to the average touchdown point; for The standard deviation of The distance an aircraft rolls down the runway until its speed reaches zero after landing.

[0065] Consider tailwind speed The impact of is the speed conversion factor between indicated airspeed and true airspeed, is the reference speed, is the aircraft touchdown speed The average value of is the standard deviation of the mean touchdown velocity, and are the time it takes for the aircraft to move from the glide path point to the touchdown point and the time it takes for the aircraft to reach zero speed after landing. Then: ; ; ; Taking into account the relationship between the friction coefficients of dry, wet and contaminated runways, the is the certified landing distance for an aircraft on a contaminated runway, then: ; ; ; According to the distance required for landing 、 and The calculation method of airlines is calculated in turn. of Aircraft models in different runway surface condition codes RWYCC =0-6, and the required runway lengths for landing under tailwind conditions of 0 m / s, 2.5 m / s, 3.5 m / s, and 5 m / s are 、 … .

[0066] Will Models in different RWYCC =0-6 The required runway length for landing under different tailwind conditions , and runway length For comparison, when When the wet runway and contaminated runway and tailwind conditions are The takeoff performance of the aircraft is basically unaffected. Corresponding maximum tailwind speed and minimum runway surface condition code This is the downwind operation boundary of wet runway and contaminated runway based on landing performance of this aircraft type. ,Right now , Represents the landing performance of each aircraft type that can support the runway surface conditions and above wet runways and contaminated runways, with tailwinds of 0 to m / s.

[0067] Downwind takeoff and landing operation boundaries of wet and contaminated runways at airports (Also known as the airport wet runway and contaminated runway downwind takeoff and landing operation standards), need to meet both 、 、 , but also should consider Therefore, the calculation model of the airport wet runway downwind takeoff and landing operation boundary is established as the intersection of the above boundaries, that is: ; .

[0068] S400, based on the airport's wet runway and contaminated runway downwind takeoff and landing operational boundaries, combined with the airport's hourly capacity, through a pre-constructed wet runway and contaminated runway downwind flight load reduction impact calculation model based on the operational boundaries and hourly capacity, obtain the airport's average daily wet runway and contaminated runway downwind flight takeoff performance load reduction based on the operational boundaries and hourly capacity, that is, the takeoff performance load reduction of all departing flights of different aircraft types within the daily wet runway and contaminated runway downwind operation time at the airport.

[0069] In this embodiment, the boundary between the wet runway and the contaminated runway of the airport is determined. Down The takeoff performance reduction of the aircraft type is ,but Should be Model RWYCC =6 and takeoff payload under different tailwind conditions , and this model meets the downwind takeoff and landing operation boundary Different runway surface conditions RWYCC =0-5 and takeoff performance payload under different tailwind conditions Subtracting, we get: ; Assume the hourly capacity of the airport is (Unit: flights / hour), average hourly takeoffs at the airport (Unit: flights / hour), according to the principle of balanced arrival and departure flights at the airport: ; Assume that according to the precipitation judgment and wet runway or contaminated runway judgment, the runway is running downwind on the wet runway and the contaminated runway at time t on date T, and the total There were wet runway and contaminated runway downwind operations on the day. The average daily downwind operation time of wet runway and contaminated runway was , The proportion of departure flights by aircraft type is , downwind operation time on wet and contaminated runways Aircraft type and number of departure flights , the airport's daily operating hours hour, day Hour Aircraft type and flight number are ,but: ; ; .

[0070] Daily downwind operation time on wet and contaminated runways at the airport Inside The takeoff performance reduction for all departing flights of this aircraft type is ,but: Therefore, the downwind operation time of wet runway and contaminated runway at the airport can be obtained. Inside the airport model, model,… Models Takeoff performance load reduction for all departing flights of this aircraft type for: .

[0071] To facilitate understanding of the technical solution of the present invention, the historical data of a busy domestic airport from 2018 to 2022 is taken as an example: the airport elevation is 35.3 meters, and there are three runways: RWY01 / 19, RWY18L / 36R, and RWY18R / 36L. Each runway can be used for takeoff and landing. The runway parameter and meteorological dataset, runway surface condition assessment dataset, runway reversal dataset, historical flight operation dataset, an airline operation manual, and partial data screenshots of the runway obstacle dataset are shown as follows: Figure 2 、 3 , 4, 5, 6, 7, and 8; among them, when multiple runway condition codes (RWYCC) appear in the runway condition report (RCR), the crew should use the crosswind standard corresponding to the minimum runway condition code. Figure 7 The conversion relationship between nautical miles / hour and meters / second is: 10 5, 15 7.7, 20 10, 25 12.8, 28 14, 29 14.9, 30 15.4, 32 16.4, 35 18, 39 19.5, 40 20, 50 25.7.

[0072] After screening the above datasets, the screened precipitation day meteorological dataset, runway reversal dataset, and wet runway and contaminated runway assessment dataset are shown in the following screenshots. Figure 9 、 10 , as shown in 11.

[0073] Based on the above-screened datasets of different dimensions of precipitation days at the airport, the objective function and multi-dimensional constraints are determined according to the downwind takeoff and landing operation requirements of the airport's wet runways and contaminated runways. The downwind takeoff and landing operation requirements of the airport's wet runways and contaminated runways from 2018 to 2022 are calculated. , set the acceptable threshold for downwind takeoff and landing operations on wet and contaminated runways at airports ,at this time This indicates that the airport has an urgent need for downwind takeoff and landing operations on wet and contaminated runways. Meters per second and corresponding runway surface condition code RWYCC=5 , that is, the downwind operation boundary of wet runway and contaminated runway based on the airport's historical operating requirements , , representing the airport's requirements for runway surface conditions from the perspective of actual operational needs. and above wet runways and contaminated runways, with tailwinds of 0 to There is an obvious demand for operation under conditions of meters / second.

[0074] Next, based on the airline's operation manual, the downwind operation boundaries of wet runways and contaminated runways are determined. Determine the method to obtain the runway surface conditions that the main aircraft types can support while meeting the requirements of the airline's operation manual for wet runways and contaminated runways. RWYCC =3-5 wet runway and contaminated runway, tailwind speed 0 to m / s, that is , According to the meteorological data set, the highest temperature in summer and the lowest temperature in winter are selected to determine the highest base temperature of the airport. and minimum reference temperature The takeoff performance and landing performance are calculated based on conservative takeoff performance calculation parameters and landing performance calculation parameters. Some parameters and results are as follows: Figure 12 、 13 , 14, and 15.

[0075] The downwind operation boundaries for wet and contaminated runways based on takeoff performance are determined as follows: , , representing the takeoff performance of each aircraft type that can support the runway surface conditions RWYCC =5 wet and contaminated runways, and operating under tailwind conditions of 0 to 3.5 m / s.

[0076] Downwind operation boundaries for wet and contaminated runways based on landing performance , , representing the landing performance of each aircraft type that can support the runway surface conditions RWYCC = 3 and above on wet and contaminated runways, and operating with a tailwind of 0 to 5 m / s.

[0077] According to the airport wet runway and contaminated runway downwind takeoff and landing operation boundaries The method to determine , Therefore, based on the above basic data, the operational boundaries for downwind takeoff and landing on the airport's wet runways and contaminated runways are: on wet runways and contaminated runways with a runway surface condition code of 5, aircraft can be arranged to take off or land downwind when the downwind component wind speed is no more than 3.5 m / s.

[0078] Downwind takeoff and landing operation boundaries on wet and contaminated runways at identified airports , Under these circumstances, the calculated takeoff performance reduction screenshots of some aircraft models are as follows: Figure 16 Assuming an hourly capacity of 70 flights per hour, and based on the proportion of different aircraft types and the tailwind operation duration on wet and contaminated runways, it can be calculated that the takeoff performance load reduction for all departing flights of different aircraft types within the tailwind operation duration on wet and contaminated runways at the airport per day is approximately 30 tons.

[0079] A method for calculating the downwind boundary of a wet and contaminated runway based on efficiency and operating cost according to a second embodiment of the present invention includes the following steps: A100, collects airport historical operation-related data as input data; the input data includes flight operation data, meteorological data, runway reversal data, and runway surface condition assessment data; A200, in combination with the input data, determines whether the airport is operating a wet runway or a contaminated runway with downwind takeoff and landing in a runway reversal on date T and time t through a multi-dimensional constraint condition model; if so, calculates the airport's wet runway and contaminated runway downwind takeoff and landing operation demand demand through a pre-built airport wet runway and contaminated runway downwind takeoff and landing operation demand calculation model based on efficiency and operating cost; A300, based on the airport's wet runway and contaminated runway downwind takeoff and landing operation demand, determines whether the airport's wet runway and contaminated runway downwind takeoff and landing operation demand demand is urgent through an airport wet runway and contaminated runway downwind takeoff and landing operation demand determination objective function; if the demand is urgent, determines the airport's wet runway and contaminated runway downwind takeoff and landing operation boundary through a pre-built airport wet runway and contaminated runway downwind takeoff and landing operation boundary calculation model.

[0080] Those skilled in the art will clearly understand that, for the sake of convenience and brevity of description, the specific working process and related instructions of the above-described method for calculating the downwind boundary of a wet and dirty runway based on efficiency and operating costs can refer to the corresponding process in the aforementioned example of the method for calculating the downwind impact of a wet and dirty runway based on efficiency and operating costs, and will not be repeated here.

[0081] A third embodiment of the present invention is a wet-contaminated runway downwind boundary calculation system based on efficiency and operating cost, comprising: a data acquisition module configured to collect historical airport operation-related data as input data; the input data includes flight operation data, meteorological data, runway reversal data, and runway surface condition assessment data; a demand determination module configured to combine the input data and, through a multi-dimensional constraint condition model, determine whether the airport is operating on a wet runway or a contaminated runway downwind takeoff and landing during a runway reversal at time t on date T; if so, then, through a pre-built efficiency and operating cost-based system, determine whether the runway is operating on a wet runway or a contaminated runway downwind takeoff and landing. A cost-effective downwind takeoff and landing operation demand calculation model for wet runways and contaminated runways at an airport is used to calculate the downwind takeoff and landing operation demand for wet runways and contaminated runways at an airport; a boundary determination module is configured to determine the downwind takeoff and landing operation demand for wet runways and contaminated runways based on the downwind takeoff and landing operation demand for wet runways and contaminated runways, and to determine whether the downwind takeoff and landing operation demand for wet runways and contaminated runways at an airport is urgent through the downwind takeoff and landing operation demand determination objective function for wet runways and contaminated runways at an airport; if the demand is urgent, the downwind takeoff and landing operation boundary of the wet runway and contaminated runway at an airport is determined through the pre-constructed downwind takeoff and landing operation boundary calculation model for wet runways and contaminated runways.

[0082] A fourth embodiment of the present invention is a system for calculating the downwind impact of a wet or contaminated runway based on efficiency and operating costs, comprising: a data acquisition module configured to collect historical airport operation-related data as input data; the input data including flight operation data, meteorological data, runway reversal data, and runway surface condition assessment data; a demand determination module configured to combine the input data and, through a multi-dimensional constraint model, determine whether the airport is operating with a wet runway or a contaminated runway downwind during a runway reversal at time t on date T; if so, calculate the downwind takeoff and landing requirements of the wet runway and contaminated runway based on a pre-built efficiency and operating cost-based calculation model; a boundary determination module configured to, based on the downwind takeoff and landing requirements of the wet runway and contaminated runway, determine the downwind takeoff and landing requirements of the wet runway and contaminated runway. An objective function is used to determine the demand for downwind takeoff and landing operations on wet runways and contaminated runways to determine whether the demand for downwind takeoff and landing operations on wet runways and contaminated runways is urgent. If the demand is urgent, the downwind takeoff and landing operation boundaries of the airport wet runway and contaminated runway are determined through a pre-constructed downwind takeoff and landing operation boundary calculation model for the airport wet runway and contaminated runway; a load reduction calculation module is configured to obtain the average daily wet runway and contaminated runway downwind operation flight takeoff performance load reduction based on the operation boundary and hourly capacity of the airport based on the said downwind takeoff and landing operation boundaries of the airport and the airport hourly capacity through a pre-constructed wet runway and contaminated runway downwind operation flight load reduction impact calculation model based on the operation boundary and hourly capacity, that is, the takeoff performance load reduction of all departing flights of different aircraft types within the daily wet runway and contaminated runway downwind operation time at the airport.

[0083] It should be noted that the wet and dirty runway downwind boundary calculation system based on efficiency and operating costs or the wet and dirty runway downwind impact calculation system based on efficiency and operating costs provided in the above embodiments are only illustrated by the division of the above functional modules. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the modules or steps in the embodiments of the present invention can be further decomposed or combined. For example, the modules in the above embodiments can be combined into one module, or further divided into multiple sub-modules to complete all or part of the functions described above. The names of the modules and steps involved in the embodiments of the present invention are only for distinguishing the modules or steps and are not regarded as improper limitations on the present invention.

[0084] A third embodiment of the present invention provides an electronic device comprising at least one processor; and a memory communicatively connected to at least one of the processors; wherein the memory stores instructions executable by the processor, the instructions being executed by the processor to implement the above-mentioned method for calculating the downwind boundary of a wet and dirty runway based on efficiency and operating costs or the method for calculating the downwind impact of a wet and dirty runway based on efficiency and operating costs.

[0085] A computer-readable storage medium according to a fourth embodiment of the present invention stores computer instructions, wherein the computer instructions are used to be executed by the computer to implement the above-mentioned method for calculating the downwind boundary of a wet and contaminated runway based on efficiency and operating costs or the method for calculating the downwind impact of a wet and contaminated runway based on efficiency and operating costs.

[0086] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes and related instructions of the above-described systems, electronic devices, and readable storage media can refer to the corresponding processes in the aforementioned method examples and will not be repeated here.

[0087] Those skilled in the art should be able to appreciate that the modules and method steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two, and the programs corresponding to the software modules and method steps can be placed in random access memory (RAM), internal memory, read-only memory (ROM), or any other form of storage medium known in the technical field. In order to clearly illustrate the interchangeability of electronic hardware and software, the above description has generally described the components and steps of each example according to their functions. Whether these functions are performed in electronic hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art may use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0088] Thus far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art may make equivalent changes or substitutions to the relevant technical features, and the technical solutions after such changes or substitutions will fall within the scope of protection of the present invention.

Claims

1. A method for calculating the downwind impact of a wet or contaminated runway based on efficiency and operating cost, used to determine the downwind takeoff and landing operation boundary of a wet or contaminated runway at an airport, and then to obtain the takeoff performance reduction of all departing flights of different aircraft types within the downwind operation time of the wet or contaminated runway, characterized by: The method includes: S100, collecting historical airport operation-related data as input data; the input data includes flight operation data, meteorological data, runway direction change data, and runway surface condition assessment data; S200, combining the input data and using a multi-dimensional constraint model to determine whether a runway reversal at the airport at date T and time t is a downwind takeoff and landing operation on a wet runway or a contaminated runway; if so, calculating the downwind takeoff and landing operation demand for the wet runway or contaminated runway using a pre-built efficiency and operating cost-based calculation model for the airport; S300, based on the downwind takeoff and landing operation demand for the wet runway and the contaminated runway, determining whether the downwind takeoff and landing operation demand for the wet runway and the contaminated runway is urgent by using an objective function for determining the downwind takeoff and landing operation demand for the wet runway and the contaminated runway; if the demand is urgent, determining the downwind takeoff and landing operation boundary for the wet runway and the contaminated runway using a pre-built downwind takeoff and landing operation boundary calculation model for the wet runway and the contaminated runway; S400, based on the airport's wet runway and contaminated runway downwind takeoff and landing operational boundaries, combined with the airport's hourly capacity, through a pre-constructed wet runway and contaminated runway downwind flight load reduction impact calculation model based on the operational boundaries and hourly capacity, obtain the airport's average daily wet runway and contaminated runway downwind flight takeoff performance load reduction based on the operational boundaries and hourly capacity, that is, the takeoff performance load reduction of all departing flights of different aircraft types within the daily wet runway and contaminated runway downwind operation time at the airport.

2. The method for calculating the downwind impact of a wet and contaminated runway based on efficiency and operating costs according to claim 1, characterized in that: The downwind takeoff and landing demand for wet and contaminated runways at an airport is calculated using a pre-built model based on efficiency and operating costs. The method is as follows: When a runway change at an airport at date T and time t is a downwind takeoff and landing operation on a wet runway or a contaminated runway, calculate the runway change parameters; the runway change parameters include additional ground taxiing time, delay time, and additional operating costs of the runway change; Based on the runway reversing parameters, obtaining the additional ground taxiing time corresponding to the downwind takeoff and landing operation requirements of the wet runway and the contaminated runway, the delay time corresponding to the downwind takeoff and landing operation requirements of the wet runway and the contaminated runway, the additional operating cost corresponding to the downwind takeoff and landing operation requirements of the wet runway and the contaminated runway, and the short-term frequent runway switching corresponding to the downwind takeoff and landing operation requirements of the wet runway and the contaminated runway, thereby obtaining the airport wet runway and contaminated runway downwind takeoff and landing operation requirements based on efficiency and operating cost; The downwind takeoff and landing operation requirements for wet runways and contaminated runways of each airport based on efficiency and operating cost are accumulated to obtain the downwind takeoff and landing operation requirements for wet runways and contaminated runways of the airport.

3. The method for calculating the downwind impact of a wet and contaminated runway based on efficiency and operating costs according to claim 2, characterized in that: The additional ground taxiing time is calculated as follows: The taxiing time of the departing flight is obtained based on the actual ground taxiing distance and ground taxiing speed of the departing flight from the parking position to the runway end; Based on the taxiing distance of the departing flight according to the planned runway and taxi path before the runway change and the ground taxiing speed of the departing flight, the minimum taxiing time required for the departing flight to taxi from the gate to the originally planned runway without any conflict, waiting or interference, that is, the undisturbed taxiing time, is obtained; Subtract the taxiing time of the departing flight from the undisturbed taxiing time to obtain the additional ground taxiing time of the departing flight. ; The additional ground taxiing time of all departing flights within the overall impact period of the runway reversal is accumulated to obtain the additional ground taxiing time of all departing flights within the overall impact period of the runway reversal. .

4. The method for calculating the downwind impact of a wet and contaminated runway based on efficiency and operating costs according to claim 3, characterized in that: The delay time is calculated as follows: Obtain the actual pushback time and the planned pushback time of the departing flight, and subtract the actual pushback time from the planned pushback time to obtain the waiting time of the departing flight due to the runway diversion. Obtain the additional ground taxiing time of the departing flight due to runway diversion, that is, the additional ground taxiing time of the departing flight; Obtain the time when the departing flight enters the runway and the time when the departing flight arrives at the runway head and starts queuing and waiting; subtract the time when the departing flight enters the runway from the time when the departing flight arrives at the runway head and starts queuing and waiting to obtain the waiting time of the departing flight at the runway head; The ground delay time of the departing flight is obtained by adding the time the departing flight waits at the gate due to the runway diversion, the additional time the departing flight taxis on the ground due to the runway diversion, and the time the departing flight waits at the runway head; the ground delay time of all departing flights is accumulated to obtain the total ground delay time caused by the runway diversion for all departing flights during the overall impact period of the runway diversion; Divide the flight speed of each type of inbound flight during the circling flight by the number of all inbound flights to obtain the average flight speed of all types of inbound flights during the circling flight. Calculate the circling distance of the inbound flights and divide it by the average flight speed to obtain the air delay time caused by the circling flight. The total delay time of all inbound flights caused by circling the runway is accumulated to obtain the total delay time of all inbound flights caused by circling the runway. ； in, Indicates the delay time caused by the inbound flight's detour in the air. Here, the inbound flight is , Indicates the distance that incoming flights fly around in the air. Indicates the number of types of incoming flights during the overall impact period of the runway reversal, Indicates the number of incoming flights, Indicates the flight speed of the incoming flight when it is circling in the air; The delay time is calculated by adding the total ground delay time of all departing flights caused by the runway reversal and the total air delay time of all arriving flights caused by the runway reversal during the overall impact period to obtain the delay time.

5. The method for calculating the downwind impact of a wet and contaminated runway based on efficiency and operating costs according to claim 4, characterized in that: The additional operating cost of runway reversal is calculated as follows: Obtain the fuel consumption of a single engine in a 1-minute ground taxiing period for each type of departing flight and the number of engines for each type of departing flight, multiply the fuel consumption of a single engine in a 1-minute ground taxiing period for each type of departing flight by the corresponding number of engines, and add them up as a first accumulated result. The average fuel consumption of 1 minute of ground taxiing for departing flights of different aircraft types was obtained by performing the quotient. The fuel consumption of a single engine in the air for one minute of each incoming flight of each aircraft type is multiplied by the number of corresponding engines and then added up as the second accumulated result. The second accumulated result is added to the By using the quotient, we can get the average fuel consumption of different aircraft types for arriving flights in one minute. The average fuel consumption of 1 minute of ground taxiing for the different types of departing flights, the total time added by all departing flights for ground taxiing due to runway reversal, and the price of one ton of fuel are multiplied to obtain the Additional operating costs incurred due to ground taxiing for all departing flights during the overall impact period of the runway diversion ; The average fuel consumption per minute of the inbound flights of different aircraft types, the waiting time of all inbound flights, and the price of one ton of fuel are multiplied to obtain the The additional operating costs incurred by all inbound flights during the overall impact period of the runway diversion ; The With the Add together and get Additional operating costs for runway change.

6. The method for calculating the downwind impact of a wet and contaminated runway based on efficiency and operating costs according to claim 5, characterized in that: The downwind takeoff and landing operation requirements for wet and contaminated runways at airports based on efficiency and operating costs are obtained as follows: Determining a plurality of taxi time intervals based on the additional ground taxi time, half of the sum of the undisturbed taxi time, and the sum of the undisturbed taxi time, and determining, within different taxi time intervals, additional ground taxi time corresponding to downwind takeoff and landing operation requirements for a wet runway and a contaminated runway according to a set first weight vector; Determining multiple delay time intervals based on the delay time, the acceptable delay time during the reversing period, and twice the acceptable delay time during the reversing period, and determining delay times corresponding to downwind takeoff and landing operation requirements for wet runways and contaminated runways according to a set second weight vector within different delay time intervals; Determining multiple operating cost ranges based on the additional operating cost of the runway change, half of the flight revenue of the total flight, and the flight revenue of the total flight, and determining, within different operating cost ranges, the additional operating costs corresponding to the downwind takeoff and landing operation requirements for the wet runway and the contaminated runway based on a set third weight vector; When the runway switching duration at date T and time t is less than the set duration threshold or the runway switching frequency at date T is greater than or equal to the set frequency threshold, the tailwind takeoff and landing operation requirements for wet runways and contaminated runways corresponding to short-term frequent runway switching are determined based on the set tailwind takeoff and landing operation requirements weights for wet runways and contaminated runways at the airport; The additional ground taxiing time corresponding to the downwind takeoff and landing operation requirements for wet runways and contaminated runways, the delay time corresponding to the downwind takeoff and landing operation requirements for wet runways and contaminated runways, the additional operating cost corresponding to the downwind takeoff and landing operation requirements for wet runways and contaminated runways, and the short-term frequent runway switching corresponding to the downwind takeoff and landing operation requirements for wet runways and contaminated runways are added together to obtain the airport wet runway and contaminated runway downwind takeoff and landing operation requirements based on efficiency and operating costs.

7. The method for calculating the downwind impact of a wet and contaminated runway based on efficiency and operating costs according to claim 6, characterized in that: The method for determining the downwind takeoff and landing operation boundary of wet runways and contaminated runways at an airport is as follows: Obtain the upper limit of the wind speed range for all dates when the downwind takeoff and landing operational demand for wet and contaminated runways at the airport is non-zero based on efficiency and operating cost. Determine the downwind operational boundaries for wet and contaminated runways that take into account historical operational demand based on the wind speed with the highest frequency of occurrence at the upper limit of the wind speed range and its corresponding runway surface condition code. Determine the tailwind components corresponding to each runway surface condition code for different aircraft types based on the airline's operations manual. Based on the tailwind components with the highest frequency and their corresponding runway surface condition codes, determine the tailwind operating boundaries for wet and contaminated runways for different aircraft types based on the airline's operations manual. Obtain the runway surface condition codes corresponding to different aircraft models on wet and contaminated runways and the takeoff performance payload under different tailwind conditions , runway surface condition codes corresponding to different aircraft models on dry runways and takeoff performance payloads under different tailwind conditions , and calculate the difference in takeoff performance payload, and obtain the value when the difference is less than the set difference threshold The corresponding maximum tailwind speed and minimum runway surface condition code are used to determine the downwind operation boundaries for wet and contaminated runways based on takeoff performance; Obtain the required runway length for landing of each aircraft type under different runway surface conditions and different tailwind conditions , based on a length less than the runway The corresponding maximum tailwind speed and minimum runway surface condition code determine the downwind operation boundaries of wet runways and contaminated runways based on landing performance; The intersection of the wet runway and contaminated runway downwind operation boundaries of different aircraft models based on the airline's operation manual, the wet runway and contaminated runway downwind operation boundaries based on takeoff performance, the wet runway and contaminated runway downwind operation boundaries based on landing performance, and the wet runway and contaminated runway downwind operation boundaries considering historical operation needs shall serve as the airport's wet runway and contaminated runway downwind takeoff and landing operation boundaries.

8. The method for calculating the downwind impact of a wet and contaminated runway based on efficiency and operating costs according to claim 7, characterized in that: The method to obtain the required landing runway length for each aircraft type under different runway and tailwind conditions is as follows: ； ； ； ； ； ； ； in, 、 、 Respectively represent the landing distances required for dry runways, wet runways, and contaminated runways, i.e., the runway lengths required for landing. The certified landing distance for aircraft on contaminated runways is represents the glide angle, is the distance from the glide path start point to the average touchdown point, for The standard deviation of It is the distance that the aircraft rolls on the runway until the speed reaches 0 after landing. represents the tailwind speed, is the speed conversion factor between indicated airspeed and true airspeed, is the reference speed, is the aircraft touchdown speed The average value of is the standard deviation of the mean touchdown velocity, and They are the time it takes for the aircraft to move from the glide path point to the touchdown point, and the time it takes for the aircraft to reach zero speed after landing.

9. The method for calculating the downwind impact of a wet and contaminated runway based on efficiency and operating costs according to claim 1, characterized in that: The method for obtaining the takeoff performance load reduction of all departing flights of different aircraft types during the downwind operation time of wet runways and contaminated runways at the airport every day is as follows: ； ； ； ； ； ； in, Indicates the airlines in the airport Takeoff performance load reduction for all departing flights of this type of aircraft, It represents the difference between the takeoff payload under tailwind conditions on a dry runway and the takeoff payload under tailwind conditions on a wet or contaminated runway. represents the hourly capacity of the airport, represents the average hourly takeoff number of the airport, Indicates the downwind operation time on wet and contaminated runways Aircraft type, departure flight number, Indicates the model within the reversing direction. It indicates the average daily downwind operation time of wet runway and contaminated runway at the airport. express The proportion of departure flights by aircraft type, Indicates the length of time the airport operates in a day. Indicates the day Hour Aircraft type and flight number, , Indicates the number of days of downwind operation on wet runways and contaminated runways, Indicates the total number of aircraft models of each airline.

10. A method for calculating the downwind boundary of a wet and contaminated runway based on efficiency and operating cost, characterized in that: The method for calculating the downwind impact of a wet and contaminated runway based on efficiency and operating costs according to any one of claims 1 to 8, wherein the method for calculating the downwind boundary comprises the following steps: A100 collects historical airport operation-related data as input data; the input data includes flight operation data, meteorological data, runway direction change data, and runway surface condition assessment data; A200, based on the input data, determines, using a multi-dimensional constraint model, whether a runway reversal at the airport at date T and time t is a downwind takeoff and landing operation on a wet runway or a contaminated runway; if so, calculates the downwind takeoff and landing operation demand for the wet runway or contaminated runway using a pre-built efficiency and operating cost-based calculation model for the airport; A300, based on the downwind takeoff and landing operation requirements for the wet runways and contaminated runways of the airport, determines whether the downwind takeoff and landing operation requirements for the wet runways and contaminated runways of the airport are urgent through the objective function determined by the downwind takeoff and landing operation requirements for the wet runways and contaminated runways of the airport; if the requirements are urgent, determines the downwind takeoff and landing operation boundaries for the wet runways and contaminated runways of the airport through the pre-built downwind takeoff and landing operation boundary calculation model for the wet runways and contaminated runways of the airport.

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