An open-v multi-runway simultaneous operation conflict avoidance scheduling method

Abstract

The application discloses an open V-shaped multi-runway simultaneous operation conflict avoidance scheduling method and relates to the technical field of civil aviation safety scheduling. The application is combined with the operation efficiency and safety demand of the open V-shaped multi-runway simultaneous operation in China, considers the comprehensive analysis of the controller reaction time, the aircraft response time, the actual flight path of the aircraft operation, the wake influence and other factors, is combined with the actual needs of the control operation, constructs an aircraft collision risk analysis model and forms an open V-shaped multi-runway simultaneous operation conflict avoidance scheduling method, thereby providing a technical solution for the safe and efficient operation of a large and complex multi-runway configuration airport. The scheme is based on the actual control operation, takes into account safety and efficiency, air traffic controllers can adopt different conflict avoidance guiding strategies according to different conflict avoidance stages, and has clear implementability.

Description

Technical Field

[0001] This invention relates to the field of civil aviation safety scheduling technology, specifically to the field of conflict avoidance technology for simultaneous operation of multiple runways with an open V-shaped runway, and more specifically to a scheduling method for conflict avoidance of simultaneous operation of multiple runways with an open V-shaped runway. Background Technology

[0002] With the rapid development of civil aviation transportation in my country, the volume of transport turnover is growing rapidly, and airports need to handle an ever-increasing number of flights. More and more airports are building multiple runways to improve their flight support capabilities. Currently, airport multi-runway construction mainly uses a parallel twin-runway configuration, forming various operational modes such as segregated operations, independent departures, related approaches, and independent approaches. Beijing, Guangzhou, Chengdu, Chongqing, and other cities are further expanding the number of runways to improve airport support capabilities. Due to factors such as wind direction and traffic efficiency, newly built or expanded large airports in my country, such as Daxing Airport, Tianfu Airport, and Baiyun Airport, are also actively promoting the construction and research of open-ended V-shaped multi-runways to implement the simultaneous operation of parallel and V-shaped runways, further improving airport operational efficiency.

[0003] For parallel multi-track (e.g.) Figure 1 (Example: Runway 1 and Runway 2 are parallel dual-runway configurations). The "Regulations for Simultaneous Instrument Approach Management of Parallel Runways" (March 23, 2023) has made relatively detailed provisions on its operating modes, runway spacing, non-intrusion zones and normal operation zones, and parallel runway operating rules. Among them, for parallel runways with a centerline spacing of not less than 1035 meters (the runway layout commonly used in large airports), aircraft are allowed to operate in the mode of independent parallel instrument approach to maximize the operating efficiency of parallel runways. While parallel instrument approaches improve efficiency, safety must be guaranteed during the approach phase. Therefore, the "Regulations for the Management of Simultaneous Instrument Operations on Parallel Runways" provides detailed regulations on conflict situations during the final approach phase of independent approaches. It requires the establishment of a Non-Intrusive Zone (NTZ) and a normal operating zone, and clearly outlines the handling requirements when an aircraft enters the NTZ: "When an aircraft is detected entering the NTZ, the radar controller responsible for monitoring adjacent instrument landing system localizer activities, or the approach controller with corresponding responsibilities, shall instruct the affected aircraft on the monitored instrument landing system localizer to immediately climb and turn to the designated altitude and heading to avoid the veerging aircraft; when the Parallel Approach Obstacle Assessment Surface (PAOAS) standard is used in obstacle assessment, if the vertical distance between the aircraft and the runway threshold elevation is less than 120 meters, the controller shall not issue heading instructions to the aircraft; if the vertical distance between the aircraft and the runway threshold elevation is not less than 120 meters, the controller may issue heading instructions, but the angle between the designated heading and the instrument landing system localizer shall not exceed 45 degrees."

[0004] For V-shaped intersection tracks (such as...) Figure 1 For multi-runway convergence and divergence operations (runway configuration 2 and 3), the Civil Aviation Administration of China (CAAC) issued the "Guidance Material on Multi-Runway Convergence and Divergence Operations in Civil Aviation Air Traffic Control System" (IB-ATMB-2019-003) in 2019, based on FAA 7110.65, providing guidance on general procedures for multi-runway convergence and divergence operations. FAA 7110.65 (Air Traffic Control) stipulates the operating rules for aircraft on non-parallel runways such as intersecting runways or open V-shaped runways. It requires controllers to fully separate departing and approaching aircraft during command, ensuring that departing aircraft avoid track overlap due to approaching aircraft performing go-arounds during takeoff. FFAO 7110.65, in the section on "Departures and Arrivals on Parallel or Non-Intersecting Dispersed Runways," states: "If the departure heading deviates from the go-around heading by at least 30 degrees immediately until separation is established and one of the following conditions is met, the approaching aircraft is authorized to operate simultaneously with the departing aircraft on the runway and the last approaching aircraft." These rules clarify the safety operating requirements for cross-runway situations when departing aircraft take off from one runway and approaching aircraft simultaneously land from an adjacent runway.

[0005] Regardless of whether it's a parallel runway or an open V-shaped runway, the core of the relevant operational regulations is to prevent collisions during takeoff, go-around, and conflict avoidance. As can be seen from the above explanation, the operation of parallel runways is clearly defined by the "Regulations for Simultaneous Instrument Operations of Parallel Runways"; some operational requirements for open V-shaped runways are basically defined by FAA 7110.65 and the "Guidance Materials for Multi-Runway Convergence and Divergence Operations in Civil Aviation Air Traffic Control Systems," but these regulations only apply to addressing the go-around risks of two intersecting runways. my country's open V-shaped runways are mostly found in large airports with high flight volumes, such as Daxing Airport and Tianfu Airport. The ultimate goal is to achieve simultaneous operation, i.e., independent approaches for runways 1 and 2, and simultaneous operation of the lateral runway 3 with runways 1 and 2. Currently, the most advanced open V-shaped airport in China is the related approach (Daxing Airport), where aircraft approach simultaneously on parallel runways with a certain slant distance as a safety separation. This runway operation mode cannot fully utilize runway capacity and requires further improvement in operational efficiency.

[0006] For simultaneous operation of multiple runways with an open V-shaped runway, the core issue is the setting of the Arrival and Takeoff Window (ADW), which involves two key problems: 1) the lateral runway departure and the approach go-around issues between runways 1 and 2; 2) the conflict avoidance (emergency avoidance) problem when approaching aircraft on runway 2 deviate from their course due to approaching aircraft on runway 1. Both of these problems can be solved by setting ADWs of different sizes.

[0007] Regarding the first problem of simultaneous operation of multiple runways in an open V-shaped configuration, CN 110322733A discloses a method for establishing the arrival and takeoff window in the lateral runway protection zone and proposes a fixed-point go-around (ADW) method based on kinematic equations. This method only calculates one scenario of go-around. It also proposes a method for calculating the arrival time window based on collision risk. This method, after improvement and optimization, can be used to solve the first key problem of simultaneous operation of multiple runways in an open V-shaped configuration, but it does not solve the second problem mentioned above. Related research on the operational risks of intersecting runways includes: 1) Xu Chao et al., in "Collision Risk Assessment of Intersecting Runways under Different Intersecting Angles" (Aeronautical Computation Technology, 2018), analyzed the assessment model of ground collision risk of intersecting runways. 2) Sun Ning, in "Research on the Safety of Multi-Runway Control Operations at Chengdu Tianfu Airport" (2017), analyzed the theoretical collision risk of single-runway operation mode, related parallel approach, and independent parallel departure in conjunction with the Tianfu Airport runway configuration.

[0008] Regarding the second issue of simultaneous operation of multiple runways in an open V-shaped configuration, namely the conflict avoidance (emergency avoidance) situation where an approaching aircraft on runway 2 deviates from its course due to an approaching aircraft on runway 1; currently, there is no direct reference content in domestic or international regulations, including FAA 7110.65, to support such conflict avoidance, and there is also no operational experience or research results in China regarding unsafe operating scenarios arising from conflict avoidance during the final approach phase when aircraft are approaching simultaneously.

[0009] In summary, current technologies do not offer an effective solution to the aforementioned problems in conflict avoidance for multiple runways operating simultaneously in an open V-shaped configuration. Summary of the Invention

[0010] The purpose of this invention is to provide a conflict avoidance scheduling method for simultaneous operation of multiple open V-shaped runways. Based on the operational efficiency and safety requirements of simultaneous operation of multiple open V-shaped runways in China, and considering factors such as controller reaction time, aircraft response time, actual aircraft flight path, and wake turbulence, this invention constructs an aircraft collision risk analysis model to meet the actual needs of air traffic control. This results in a conflict avoidance scheduling method for simultaneous operation of multiple open V-shaped runways, providing a technical solution for the safe and efficient operation of large and complex multi-runway airports.

[0011] To achieve the above-mentioned technical objectives and effects, the present invention is implemented through the following technical solution:

[0012] A conflict avoidance scheduling method for simultaneous operation of multiple runways in an open V-shape includes:

[0013] Based on a comprehensive analysis of fundamental factors and combined with the actual situation of air traffic control operations, an aircraft kinematics model, an aircraft approach and avoidance model, and a wake turbulence analysis model are constructed, and finally an aircraft collision risk analysis model is constructed.

[0014] The comprehensive analysis of basic factors includes, but is not limited to, controller reaction time, aircraft response time, actual aircraft flight path parameters, and wake turbulence effects.

[0015] Among them, the aircraft kinematics model: based on the actual flight path parameters of the aircraft, combined with the analysis of key positions of departure acceleration, rate of climb, and speed change, a kinematic model of three stages is constructed as the departure aircraft kinematics model.

[0016] Among them, the approach avoidance aircraft model includes establishing approach aircraft avoidance model 1 and approach aircraft avoidance model 2;

[0017] The approach aircraft avoidance model 1: When the intrusion of runway 1 occurs at a distance far from the runway threshold, the approaching aircraft on runway 2 can recover at a certain angle, and after straight flight adjustment, turn according to performance requirements until the avoidance aircraft and the departure aircraft diverge in their flight paths.

[0018] The approach aircraft avoidance model 2: When the distance between the intrusion location of runway 1 and the runway threshold gradually decreases, the approach aircraft on runway 2 may reach the airspace above the lateral runway during its turn, or even make a second flyover over the runway, causing a conflict with the departing aircraft. At this time, the aircraft should be guided to fly straight at a certain avoidance angle, fly over the runway threshold at a certain distance from the lateral runway, reach a certain distance and altitude, and rejoin the landing after ensuring that the conflict is resolved.

[0019] Among them: Wake flow analysis model: Based on the motion characteristics of parallel runway independent approach avoidance aircraft and lateral runway departure aircraft, a mathematical model is established to calculate the vertical separation between the avoidance aircraft and the departure aircraft, so as to determine whether there is a wake flow effect between the two.

[0020] Among them, collision risk model avoidance conflict risk analysis is carried out based on position error. The collision risk model is analyzed from the lateral, longitudinal and vertical directions respectively.

[0021] Furthermore, the actual flight path parameters of the aircraft are obtained by reading and statistically analyzing the operational data, including but not limited to departure climb gradient, go-around climb gradient, approach altitude distribution, side altitude, approach track deviation, speed at different positions, departure acceleration, approach acceleration, and go-around acceleration. At the same time, according to the different operational characteristics of different aircraft, the parameters shown should be classified and statistically analyzed according to different aircraft types A, B, C, D, and E.

[0022] Furthermore, aircraft conflict avoidance strategies include:

[0023] A: Once the vertical distance between the aircraft and the runway 2 entrance elevation is less than 120 meters, the aircraft may fly along the runway direction. At this point, the aircraft may perform a go-around according to the standard go-around procedure.

[0024] B: If the vertical distance between the aircraft and the runway 2 entrance elevation is less than 120 meters, it can be guided at a certain avoidance angle;

[0025] For intrusion avoidance when the vertical distance between the aircraft and the runway 2 entrance elevation is less than 120 meters, option A should be used when the aircraft is far from the runway 2 entrance; option B should be used when the aircraft is relatively close to the runway 2 entrance.

[0026] The beneficial effects of this invention are as follows:

[0027] 1) This scheme takes the complex scenario of conflict avoidance of multiple runways operating simultaneously as the research object and proposes a technical solution for simultaneous operation of multiple runways with an open V-shaped design. To date, no other results in this direction have been found.

[0028] 2) The core of this scheme is an aircraft collision risk model, but it is not limited to collision risk; it analyzes the wake turbulence impact between approaching aircraft and aircraft departing from lateral runways. Currently, the domestic independent approach conflict avoidance angle for parallel runways is basically set to the maximum value of 45° (excluding the influence of obstacles) according to the "Regulations for Simultaneous Instrument Operations on Parallel Runways" to quickly avoid intruding aircraft on another parallel runway. For open V-shaped multi-runways, in addition to the classic wake turbulence factors, the verification and evaluation results of this scheme found that different aircraft conflict avoidance angles will also produce different wake turbulence impacts. Taking the example data of this scheme, it is recommended that the maximum approach conflict avoidance angle be 35° to avoid the wake turbulence impact between approaching aircraft and aircraft departing from lateral runways. Through the demonstration process of this invention, it can be seen that implementing simultaneous operation of complex open V-shaped multi-runways requires not only analyzing collision risk, but also conducting a detailed assessment of the wake turbulence impact of aircraft in conjunction with the operating environment.

[0029] 3) This plan is based on the actual operation of air traffic control, taking into account both safety and efficiency. Air traffic controllers can adopt different conflict avoidance guidance strategies according to different stages of conflict avoidance, which has clear feasibility and has been verified at Tianfu Airport.

[0030] Of course, any product implementing this invention does not necessarily need to achieve all of the advantages described above at the same time. Attached Figure Description

[0031] Figure 1 Examples of typical open-V-shaped multi-runway configurations and typical scenarios mentioned in the background of this invention;

[0032] Figure 2This is a schematic diagram of the intrusion NTZ avoidance strategy according to an embodiment of the present invention;

[0033] Figure 3 This is an example of the relationship between aircraft position and velocity in an embodiment of the present invention;

[0034] Figure 4 This is a schematic diagram illustrating the immediate recovery maneuver of an aircraft departing from a side runway according to an embodiment of the present invention.

[0035] Figure 5 This is a schematic diagram of approach aircraft conflict avoidance strategy 1 according to an embodiment of the present invention;

[0036] Figure 6 This is a schematic diagram of approach aircraft collision avoidance strategy 2 according to an embodiment of the present invention;

[0037] Figure 7 This is a schematic diagram illustrating different avoidance angles for wake effect analysis in an embodiment of the present invention;

[0038] Figure 8 This is a schematic diagram (horizontal direction) of the immediate recovery motion of an approaching aircraft according to an embodiment of the present invention;

[0039] Figure 9 This is a schematic diagram (vertical direction) of the immediate recovery motion of a departing aircraft according to an embodiment of the present invention;

[0040] Figure 10 The relative positions of the approaching aircraft during an emergency evasive maneuver and the departing aircraft in an embodiment of the present invention are shown in the following figures: (a) the aircraft on runway 2 evades an emergency evasive maneuver at 15° and recovers; (b) the aircraft on runway 2 evades an emergency evasive maneuver at 20° and recovers; (c) the aircraft on runway 2 evades an emergency evasive maneuver at 25° and recovers; (d) the aircraft on runway 2 evades an emergency evasive maneuver at 30° and recovers; (e) the aircraft on runway 2 evades an emergency evasive maneuver at 35° and recovers; (f) the aircraft on runway 2 evades an emergency evasive maneuver at 40° and recovers; (g) the aircraft on runway 2 evades an emergency evasive maneuver at 45° and recovers. Detailed Implementation

[0041] To more clearly illustrate the technical solutions of the embodiments of the present invention, the present invention will be described in detail below with reference to the accompanying drawings.

[0042] The present invention will now be described in conjunction with specific embodiments:

[0043] Example 1

[0044] Conflict avoidance strategies:

[0045] In accordance with the requirements of the "Regulations on the Management of Simultaneous Instrument Operation on Parallel Runways" (March 23, 2023), the basic strategy for aircraft conflict avoidance is determined.

[0046] When the Parallel Approach Obstacle Assessment Surface (PAOAS) standard is used during obstacle assessment, controllers must not issue heading instructions to aircraft when the vertical distance between the aircraft and the runway threshold elevation is less than 120 meters. Therefore: 1) After the vertical distance between the aircraft and the runway 2 threshold elevation is less than 120 meters, the aircraft can fly along the runway direction and perform a go-around according to the standard go-around procedure; 2) Before the vertical distance between the aircraft and the runway 2 threshold elevation is less than 120 meters, the aircraft can be guided according to a certain avoidance angle.

[0047] Reference Figure 2 One efficient guidance method is to directly guide the aircraft to turn right at a certain angle and then rejoin the three-sided approach to improve airport operational efficiency. However, when the incident location is close to the aircraft's runway threshold, the aircraft may fly over the lateral runway (runway 3) and then turn to fly over the runway again, greatly increasing the risk of conflict with departing aircraft.

[0048] The second method involves flying directly across the lateral runway 3 at a certain angle, resolving the conflict with the aircraft on runway 2, and then making another approach. This method is less efficient. Therefore, for intrusion avoidance situations where the vertical distance between the aircraft and the runway 2 entrance elevation is less than 120 meters, the first method should be used when the aircraft is far from the runway 2 entrance, and the second method should be used when the aircraft is relatively close to the runway 2 entrance.

[0049] The core of a safe and efficient conflict avoidance scheme lies in adopting different avoidance methods according to the different conflict avoidance positions of the aircraft. This is one of the key issues that this embodiment addresses.

[0050] Example 2

[0051] Basic collision risk model:

[0052] Because collision avoidance is infrequent at open V-shaped runways, the risks are difficult to predict. Therefore, based on the track analysis, a collision risk model based on position error is used to analyze the collision avoidance risk. Furthermore, since aircraft approaching runway 1 may deviate from their nominal track at any position during independent approaches to parallel runways, and departing aircraft may deviate at any stage of takeoff, the Monta Carlo simulation method should be applied to simulate the entire process and identify risks. Based on different horizontal and vertical separation standards, the safe collision risk between aircraft in various scenarios should meet the ICAO-published safety target level of 5×10⁻⁶. -9 Flights per flight hour.

[0053] Let D(t) represent the distance between two aircraft. Then, at time t, the distance relationship between the two aircraft is as follows:

[0054] D(t) = D'(t) - ε(t)

[0055] Where: D'(t) represents the actual distance between the two aircraft at time t; ε(t) represents the error between the actual distance between the two aircraft and the distance obtained from the instrument display. When the error follows a normal distribution, the above equation can be solved using a probability density function. Based on the fundamental principles of probability theory, the probability density function of the actual distance D'(t) is determined as f... D Integrating this probability density function (x) yields the probability of a collision between the aircraft at this point:

[0056]

[0057] Where P(t) represents the collision risk probability between the two machines at time t, and d represents the collision distance between the two machines. That is, when the distance between the two machines is between -d and d, it means that the two machines have collided, which is the collision kernel.

[0058] If there is a risk of collision between two aircraft, they must overlap simultaneously in the lateral, longitudinal, and vertical directions. Therefore, the collision risk model is studied from the lateral, longitudinal, and vertical directions respectively.

[0059] During aircraft flight, the position exhibits significant randomness due to factors such as navigation accuracy, crosswinds, and human operation. This study focuses on ILS navigation, which follows a normal distribution. Therefore, we assume that the position error follows a normal distribution with a mean of μ and a root mean of σ. Taking lateral error as an example, the error model is as follows:

[0060] f(y)~N(μ y ,σ y 2 )

[0061] Assuming that aircraft i is in flight, the error at time t is ε iy (t)~N(μ iy ,σ iy 2 Let i = 1, 2, where i = 1 represents the first aircraft, i = 2 represents the second aircraft, and y represents the lateral direction. Where ε iy Let μ be the position error of aircraft i. iy σ is the average distance that aircraft i deviates from the centerline of its flight path. iy 2 It is the variance of aircraft i's deviation from the flight path centerline. At time t, d iy Let (t) be the lateral distance of aircraft i from a certain reference point. Then, at time t, the actual lateral position Y of aircraft i is... i (t)=d iy (t)+εiy (t), then the actual interval between the two aircraft is:

[0062] Y1(t)-Y2(t)=((d 1y (t)+ε 1y (t))-(d 2y (t)+ε 2y (t)))=(d 1y (t)-d 2y (t))+(ε 1y (t)-ε 2y (t))

[0063] Because of d 1y ,d 2y Let d be the distance between the two aircraft and the same reference point along their respective routes. 1y -d 2y The distance L between the two aircraft y (t); due to ε 1y (t)~N(μ 1y ,σ 1y 2 ) and ε 2y (t)~N(μ 2y ,σ 2y 2 ), then ε 1y (t)-ε 2y (t)~N(μ 1y -μ 2y ,σ 1y 2 +σ 2y 2 Then, at time t, the actual lateral distance between the two aircraft can be expressed as:

[0064] Y1(t)-Y2(t)=L y (t)+(ε 1y (t)-ε 2y (t))~N(L y (t)+(μ 1y -μ 2y ),σ 1y 2 +σ 2y 2 )

[0065] The formula for the collision risk model of two aircraft in simultaneous approach mode is:

[0066]

[0067] Ultimately, the total collision risk in a given scenario is:

[0068] P = PX ×P Y ×P Z ×N

[0069] Among them, P X Let P be the probability of collision risk in the X direction. Y Let P be the probability of collision risk in the Y direction. Z P represents the probability of a vertical collision, where N is the number of flights per unit time. X and P Z The analytical approach is similar; for simplicity, this section only focuses on P. Y The calculations were explained.

[0070] Example 3

[0071] Based on trajectory pair parameter analysis:

[0072] In this embodiment, refer to the appendix. Figure 3 We obtained real operational flight track data from Tianfu Airport. Through reading and statistical analysis of the operational data, we obtained relevant parameters, including departure climb gradient, go-around climb gradient, approach altitude distribution, side altitude, approach track deviation, speed at different positions, departure acceleration, approach acceleration, and go-around acceleration. Since different aircraft have different operational characteristics, all parameters shown should be categorized and statistically analyzed according to aircraft types A, B, C, D, and E.

[0073] Example 4

[0074] Departing aircraft operational model:

[0075] According to aircraft performance analysis, the departure process of departing aircraft can be divided into 5 stages.

[0076] In this embodiment, considering that the research content is the conflict relationship between the approaching and departing aircraft, the time involved is from the start of the approaching aircraft's avoidance maneuver to the point before the vertical distance between the approaching and the avoiding aircraft relative to the runway 2 entrance elevation is less than 120 meters. To avoid the problem of the departure aircraft's departure motion model being treated as uniform acceleration motion in previous studies, which could lead to inaccurate representation of the departure aircraft's flight state, based on trajectory analysis and combined with the analysis of key positions of departure acceleration, rate of climb, and velocity change, the departure is divided into three stages, as follows: Figure 4 As shown, constructing a three-stage motion model based on the flight path simplifies the model and accurately represents the flight state of the departing aircraft.

[0077] (1) From the moment the brake is released to the moment the ground is lifted: uniform acceleration, acceleration a D1 Vertical direction: The gradient of ascent is 0, i.e., 0 ≤ t < t D1

[0078] x D1=-4630

[0079]

[0080] z D1 =437

[0081] Symbol explanation:

[0082] a D1 : Acceleration of the RWY 1 departing aircraft during the brake release and takeoff phase;

[0083] t D1 : The time from the release of the brakes to the end of the takeoff phase for the departing aircraft on RWY 1.

[0084] V D1 : RWY 1 represents the takeoff speed of the departing aircraft.

[0085] (2) From liftoff to full retraction of the landing gear: uniform acceleration, acceleration a D1 Vertical direction: according to tanθ D2 Climb, i.e., t D1 ≤t<t D2 .

[0086] x D2 =-4630

[0087]

[0088]

[0089] Symbol explanation:

[0090] a D2 : This refers to the acceleration of the RWY 1 departing aircraft during the stage from takeoff to when the landing gear is fully retracted;

[0091] t D2 : The time from when the brakes are released to when the landing gear is fully retracted for the departing aircraft on RWY 1.

[0092] V D3 V represents the speed of the RWY 1 departing aircraft when its landing gear is fully retracted. D3 =V D2 +5.144m / s;

[0093] V D2 : The speed corresponding to the RWY 1 departing aircraft at 35ft above the ground is 5.144m / s = 10kt;

[0094] tanθ D2 : This refers to the climb gradient of the RWY 1 departing aircraft from takeoff to the point where the landing gear is fully retracted.

[0095] (3) When the landing gear is fully retracted to a certain point in the departure sequence: uniform acceleration, acceleration a D3 Vertical direction: according to tanθ D3 Climb, i.e., t D2 ≤t<t D3 .

[0096] x D3 =-4630

[0097]

[0098]

[0099] Symbol explanation:

[0100] a D3 : The acceleration of the RWY 1 departing aircraft from the point where the landing gear is fully retracted to a certain point in the departure procedure;

[0101] tanθ D3 : The climb gradient of a certain point in the RWY 1 departure aircraft's climb procedure from when the landing gear is fully retracted to when it reaches the departure point;

[0102] t D3 : The time from when the RWY 1 departing aircraft releases its brakes to climb to a certain point in the departure procedure.

[0103] Example 5

[0104] Approach avoidance kinematic model:

[0105] In this embodiment, the air traffic control avoidance strategy is closely related to the airspace environment, and the ultimate goal is the safety and efficiency of aircraft operations. Based on aircraft performance analysis and air traffic control requirements: 1) When the incursion of runway 1 occurs at a distance from the runway threshold, the approaching aircraft on runway 2 can recover at a certain angle, fly straight, and then turn according to performance requirements until the flight paths of the approaching aircraft and the departing aircraft diverge. At this time, approach aircraft avoidance model 1 is established, and the operational efficiency is relatively high; 2) When the distance between the incursion of runway 1 and the runway threshold gradually decreases, the approaching aircraft on runway 2 may reach the airspace above the lateral runway during the turn, or even make a second flyover over the runway, causing a conflict with the departing aircraft. At this time, the approaching aircraft should be guided to fly straight at a certain avoidance angle, fly over the runway threshold at a certain distance from the lateral runway, reach a certain distance and altitude, and rejoin the landing after ensuring that the conflict is resolved. At this time, approach aircraft avoidance model 2 is established, and the operational efficiency is relatively high.

[0106] Avoidance strategy 1, such as Figure 5 As shown:

[0107] (5) Horizontal direction: uniform deceleration, acceleration a1; vertical direction: descending according to tanθ1, i.e. 0≤t<t1.

[0108]

[0109] y1=0

[0110]

[0111] Note:

[0112] t1 is the controller's reaction time + the time for the controller to issue instructions + the time for the pilot to repeat instructions + the time for the pilot to operate, which needs to be obtained based on the experience of the controller and experts.

[0113] V1 can obtain the average velocity at the corresponding location through radar trajectory;

[0114] a1 can obtain the average acceleration (uniform deceleration) at the corresponding position through the radar trajectory;

[0115] The gradient corresponding to a glide angle of tanθ1 of 3° is 5.24%.

[0116] (6) Horizontal direction: uniform speed, vertical direction: level flight, i.e. t1≤t<t2.

[0117]

[0118] y2=R-Rcos[γ(t-t1)]

[0119]

[0120] Note:

[0121]

[0122]

[0123] TAS = IAS * K

[0124] TAS is related to the specific phase of the aircraft's recovery approach and also to the altitude at the time of recovery (flight procedure design calculation formula).

[0125] Reference values: γ ≤ 3° / s, R = 3.88km (IAS = 180kt, altitude 1200m)

[0126]

[0127] Reference values: When the recovered angle is 35°, γ = 1.49° / s (IAS = 180kt, height 1200m), t2 = 23.49s.

[0128] (7) Horizontal direction: uniform acceleration, increment / decrement a2; vertical direction: climb according to tanθ2, i.e. t2≤t<t3.

[0129]

[0130]

[0131]

[0132] Note:

[0133] α represents the angle to be changed; you can first run the program and set it to 35° as required.

[0134] Considering tanθ2 as the immediate adjustment phase, it can be taken as tanθ2 = 10%, that is, a 10% gradient immediately increases the height.

[0135] a2 obtains the acceleration (uniform acceleration) for immediate recovery through experience / radar track;

[0136] t3 needs to be obtained based on control and expert experience, and is related to control and command strategies;

[0137] (8) Horizontal direction: uniform acceleration, increment / decrement a2; vertical direction: climb according to tanθ2, i.e. t3≤t<t4.

[0138]

[0139]

[0140]

[0141] Note:

[0142]

[0143]

[0144] TAS'=IAS'*K'

[0145] TAS' is related to the location the aircraft flies to after recovery. For example, if it flies to the IAF point, where the speed limit is IAS200kt, then there is a maximum limit to the calculated TAS'. It is also related to the altitude during the turn (flight procedure design calculation formula).

[0146] Reference values: γ ≤ 3° / s, R' = 4.93km (IAS = 200kt, altitude 1500m)

[0147]

[0148] Reference values: When the corrected angle is 35°, 90-α=55°, γ=1.32° / s (IAS=180kt, height 1500m), t4=41.7s

[0149] Avoidance strategy 2, such as Figure 6 As shown:

[0150] In this embodiment, the starting position of the RWY 02 aircraft's movement process is any point between the horizontal projection position of the glide path corresponding to the RWY 02FAF point (at an altitude of 1200m) (14155m from the RWY 02 entrance) and the horizontal projection position of the glide path corresponding to the elevation 120m above the RWY 02 entrance (1970m from the RWY 02 entrance).

[0151] The RWY 02 aircraft's movement process terminates at a certain altitude.

[0152] 1. Kinematic equations for approaching aircraft RWY 02:

[0153] (1) Horizontal direction: uniform deceleration, acceleration a1; Vertical direction: descends according to tanθ1, i.e. t1≤t<t2.

[0154]

[0155] y1=0

[0156]

[0157] Symbol explanation:

[0158] t1: controller reaction time + time for controller to issue instructions + time for pilot to repeat instructions + time for pilot to operate;

[0159] V1: The velocity corresponding to the initial position of aircraft RWY 02;

[0160] a1: The acceleration of the RWY 02 aircraft during the uniform deceleration phase;

[0161] tanθ1: is the descent gradient of the RWY 02 aircraft, which corresponds to 5.24% according to NAIP for a 3° glide slope angle;

[0162] x0: The longitudinal coordinate corresponding to the initial position of aircraft RWY 02;

[0163] z0: is the vertical coordinate corresponding to the initial position of aircraft RWY 02.

[0164] (2) Horizontal direction: uniform speed, vertical direction: level flight, i.e. t1≤t<t2.

[0165]

[0166] y2=R-Rcos[γ(t-t1)]

[0167]

[0168] Symbol explanation:

[0169] γ: Turn rate of aircraft RWY 02

[0170] R: the turning radius of aircraft RWY 02.

[0171] V2: The speed of aircraft RWY 02 when it begins to turn, V2 = V1 - a1t1;

[0172] t2: The time when aircraft RWY 02 finishes its turn.

[0173] α: The angle that the RWY 02 aircraft can immediately recover from, which can be set from 0 to 45°.

[0174] (3) Horizontal direction: uniform acceleration, increment / decrement a2; vertical direction: climb according to tanθ2, i.e. t2≤t<t3.

[0175]

[0176]

[0177]

[0178] Symbol explanation:

[0179] a2: The acceleration of the RWY 02 aircraft during the uniform acceleration phase;

[0180] tanθ2: is the climb gradient for the RWY 02 aircraft during the immediate recovery phase.

[0181] t3: The end time for RWY 02 aircraft to climb to a certain altitude.

[0182] Example 6

[0183] Wake analysis model:

[0184] In this embodiment, as Figure 7 As shown:

[0185] For parallel runway independent approaches, if the vertical separation between an aircraft during a evasive maneuver and an aircraft departing from a lateral runway is less than a specified distance, it is considered that there is a wake turbulence between the two aircraft. Based on the motion characteristics of aircraft evading lateral runway independent approaches and aircraft departing from lateral runways, a mathematical model is established to calculate the vertical separation between the evasive aircraft and the departing aircraft, thereby determining whether there is a wake turbulence between them.

[0186] Runway 2 avoidance aircraft kinematic equations, avoidance aircraft motion scenarios such as Figure 8 As shown:

[0187] The kinematic equations are as follows:

[0188] (1) Horizontal direction: uniform deceleration, acceleration a1; Vertical direction: descends according to tanθ1, i.e. t1≤t<t2.

[0189]

[0190] y1=0

[0191]

[0192] Symbol explanation:

[0193] t1: controller reaction time + time for controller to issue instructions + time for pilot to repeat instructions + time for pilot to operate;

[0194] V1: The velocity corresponding to the initial position of aircraft RWY 02;

[0195] a1: The acceleration of the RWY 02 aircraft during the uniform deceleration phase;

[0196] tanθ1: is the descent gradient of the RWY 02 aircraft, which corresponds to 5.24% according to NAIP for a 3° glide slope angle;

[0197] x0: The longitudinal coordinate corresponding to the initial position of aircraft RWY 02;

[0198] z0: is the vertical coordinate corresponding to the initial position of aircraft RWY 02.

[0199] (2) Horizontal direction: uniform speed, vertical direction: level flight, i.e. t1≤t<t2.

[0200]

[0201] y2=R-Rcos[γ(t-t1)]

[0202]

[0203] Symbol explanation:

[0204] γ: Turn rate of aircraft RWY 02

[0205] R: Turning radius of aircraft RWY 02

[0206] V2: The speed of aircraft RWY 02 when it begins to turn, V2 = V1 - a1t1;

[0207] t2: The time when aircraft RWY 02 finishes its turn.

[0208] α: The angle that the RWY 02 aircraft can immediately recover from, which can be set from 0 to 45°.

[0209] (3) Horizontal direction: uniform acceleration, increment / decrement a2; vertical direction: climb according to tanθ2, i.e. t2≤t<t3.

[0210]

[0211]

[0212]

[0213] Symbol explanation:

[0214] a2: The acceleration of the RWY 02 aircraft during the uniform acceleration phase;

[0215] tanθ2: is the climb gradient for the RWY 02 aircraft during the immediate recovery phase.

[0216] t3: The end time for RWY 02 aircraft to climb to a certain altitude.

[0217] The kinematic equations of the departing aircraft on runway 3, and the motion scenario of the departing aircraft are as follows: Figure 9 As shown:

[0218] (1) Horizontal direction: uniform acceleration, acceleration a D1 Vertical direction: The gradient of ascent is 0, i.e., 0 ≤ t < t D1 (The stage from releasing the brakes to lifting off the ground).

[0219] x D1 =0

[0220]

[0221] z D1 =437

[0222] Symbol explanation:

[0223] aD1 : Acceleration of the RWY 1 departing aircraft during the brake release and takeoff phase;

[0224] t D1 : The time from the release of the brakes to the end of the takeoff phase for the departing aircraft on RWY 1.

[0225] V D1 : RWY 1 refers to the takeoff speed of the departing aircraft;

[0226] (2) Horizontal direction: uniform acceleration, acceleration a D1 Vertical direction: according to tanθ D2 Climb, i.e., t D1 ≤t<t D2 (From liftoff to when the landing gear is fully retracted).

[0227] x D2 =0

[0228]

[0229]

[0230] Symbol explanation:

[0231] a D2 : This refers to the acceleration of the RWY 1 departing aircraft during the stage from takeoff to when the landing gear is fully retracted;

[0232] t D2 : The time from when the brakes are released to when the landing gear is fully retracted for the departing aircraft on RWY 1.

[0233] V D3 V represents the speed of the RWY 1 departing aircraft when its landing gear is fully retracted. D3 =V D2 +5.144m / s;

[0234] V D2 : The speed corresponding to the RWY 1 departing aircraft at 35ft above the ground is 5.144m / s = 10kt;

[0235] tanθ D2 : This refers to the climb gradient of the RWY 1 departing aircraft from takeoff to the point where the landing gear is fully retracted.

[0236] (3) Horizontal direction: uniform acceleration, acceleration a D3 Vertical direction: according to tanθ D3 Climb, i.e., t D2 ≤t<t D3 (Landing gear fully retracted to a certain point in the departure procedure).

[0237] x D3 =0

[0238]

[0239]

[0240] Symbol explanation:

[0241] a D3 : The acceleration of the RWY 1 departing aircraft from the point where the landing gear is fully retracted to a certain point in the departure procedure;

[0242] tanθ D3 : The climb gradient for RWY 1 departing aircraft with its landing gear fully retracted until it reaches a point 5km from the end of the runway;

[0243] t D3 : The time from when the RWY 1 departing aircraft releases its brakes to when it climbs to 5km from the end of the runway.

[0244]

[0245] Example 7

[0246] Calculation process:

[0247] The overall process of the scheme is described using pseudocode. The main calculation process using avoidance strategy 1 is shown below. The calculation process using avoidance strategy 2 is similar. The termination condition of the Monte Carlo simulation is changed from "the approaching aircraft on the same side of runway 3 has a divergent trend towards the departing aircraft" to "the vertical distance between the approaching aircraft and the runway 2 threshold elevation is less than or equal to 120 meters".

[0248]

[0249] Based on different control reaction times and aircraft response times, the collision avoidance angle, collision risk, and wake turbulence effects are traversed to record the location of the first collision when the collision risk is ≥5e*10-9 for each micro-scenario. The distance of this location from the runway threshold is the lower boundary of the ADW.

[0250] Then, the calculated data of the two avoidance schemes are compared, and the avoidance angles are traversed from large to small. In order to maintain control habits and good situational awareness, and on the premise that the avoidance angles are kept consistent under different avoidance strategies and operating directions, avoidance strategy 2 is adopted when the collision risk of avoidance strategy 1 cannot be met.

[0251] Main parameters

[0252] Taking Tianfu International Airport as an example, the main parameters used for trajectory data analysis, flight procedures, and performance analysis are shown in the table below:

[0253] Table 1 Values ​​of Emergency Avoidance Collision Risk Assessment Parameters

[0254]

[0255] Collision risk calculation results

[0256] The collision core is generally based on the size of the aircraft. To consider the actual needs of air traffic control operations, three different levels, A, B, and C, were selected for the collision core. The calculation results based on collision risk are shown in the table below. The upper boundary of the ADW is taken as 120m above the runway threshold (calculated using the example flight procedure, 1974m from the runway threshold).

[0257] Table 2 Analysis Results of Emergency Avoidance ADW Values

[0258]

[0259] Note: The dimensions of the A-core collision are 2800m×2800m×150m, the dimensions of the B-core collision are 1000m×1000m×100m, and the dimensions of the C-core collision are 100m×100m×60m.

[0260] Wake analysis

[0261] Based on the wake turbulence calculation model, the altitude distribution of the aircraft taking the avoidance and the departing aircraft at different avoidance angles is obtained, such as... Figure 10 As shown. Statistical analysis shows that when the avoidance angle is greater than 35 degrees, there will be wake turbulence between the approaching aircraft and the departing aircraft; therefore, the avoidance angle should not exceed 35 degrees.

[0262] The preferred embodiments of the present invention disclosed above are merely illustrative of the invention. These preferred embodiments do not exhaustively describe all details, nor do they limit the invention to the specific implementations described. Many modifications and variations can be made based on the content of this specification. These embodiments have been selected and specifically described in this specification to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention. The invention is limited only by the claims and their full scope and equivalents.

Claims

1. A conflict avoidance scheduling method for simultaneous operation of multiple runways with an open V-shaped track, characterized in that, include: Based on a comprehensive analysis of fundamental factors and combined with the actual situation of air traffic control operations, an aircraft kinematics model, an aircraft approach and avoidance model, and a wake turbulence analysis model are constructed, and finally an aircraft collision risk analysis model is constructed. The comprehensive analysis of basic factors includes controller reaction time, aircraft response time, actual aircraft flight path parameters, and wake turbulence effects. Among them, the aircraft kinematics model: based on the actual flight path parameters of the aircraft, combined with the analysis of key positions of departure acceleration, rate of climb, and speed change, a kinematic model of three stages is constructed as the departure aircraft kinematics model. Among them, the approach avoidance aircraft model includes establishing approach aircraft avoidance model 1 and approach aircraft avoidance model 2; Among them: Wake flow analysis model: Based on the motion characteristics of parallel runway independent approach avoidance aircraft and lateral runway departure aircraft, a mathematical model is established to calculate the vertical separation between the avoidance aircraft and the departure aircraft, so as to determine whether there is a wake flow effect between the two. Among them, collision risk model is used to analyze avoidance conflict risk based on position error. The collision risk model is analyzed from the side, longitudinal and vertical directions respectively. The approach aircraft avoidance model 1: When the intrusion of runway 1 occurs at a distance far from the runway threshold, the approaching aircraft on runway 2 can recover at a certain angle, and after straight flight adjustment, turn according to performance requirements until the avoidance aircraft and the departure aircraft diverge in their flight paths. The approach aircraft avoidance model 2: When the distance between the location of the runway incursion and the runway threshold gradually decreases, the approach aircraft on runway 2 may reach the airspace above the lateral runway during the turning process, or even make a second flyover over the runway, which may cause a conflict with the departing aircraft. At this time, the aircraft should be guided to fly straight at a certain avoidance angle, fly over the runway threshold at a certain distance from the lateral runway, reach a certain distance and altitude, and rejoin the landing after ensuring that the conflict is resolved. The avoidance strategy for approaching aircraft avoidance model 1: (1) Horizontal direction: uniform deceleration, acceleration Vertical direction: according to Decline, i.e. ; in, The time to react by controllers + time for controllers to issue instructions + time for pilots to repeat instructions + time for pilots to operate the controls needs to be determined based on the experience of controllers and experts. The average velocity at the corresponding location can be obtained from the radar trajectory; The average acceleration at the corresponding location can be obtained through radar trajectory; A glide angle of 3° corresponds to a gradient of 5.24%. (2) Horizontal direction: uniform speed, vertical direction: level flight, i.e. ; in, It is related to the specific phase of the aircraft's recovery and also to the altitude at which it recovers; (3) Horizontal direction: uniform acceleration, acceleration and deceleration Vertical direction: according to Climbing, i.e. ; in: To change the angle, you can first run the program that requires a setting of 35°; Considering this as an immediate rectification phase, it can be done according to... =10% value, that is, a 10% gradient immediately increases the height; Acceleration during immediate recovery is obtained through experience / radar track; It needs to be obtained based on control and expert experience, and is related to control and command strategies; (4) Horizontal direction: uniform acceleration, acceleration and deceleration Vertical direction: according to Climbing, i.e. ; Note: This depends on the location the aircraft flies to after recovery. For example, if it flies to the IAF point, where the speed limit is IAS 200kt, then... There is a maximum value limit during calculation, and it is also related to the height at which the turn occurs.

2. The conflict avoidance scheduling method for simultaneous operation of multiple runways with an open V-shaped track as described in claim 1, characterized in that: The avoidance strategy for approaching aircraft avoidance model 2: The starting position of the RWY 02 aircraft's motion process is any point between the horizontal projection position of the glide path corresponding to the RWY 02 FAF point and the horizontal projection position of the glide path corresponding to 120m above the RWY 02 entrance elevation. The end point of the RWY 02 aircraft's movement: The RWY 02 aircraft climbed to a certain altitude; RWY 02 Approach Aircraft Kinematic Equations: (1) Horizontal direction: uniform deceleration, acceleration Vertical direction: according to Decline, i.e. ; Symbol explanation: : Controller reaction time + time for controller to issue instructions + time for pilot to repeat instructions + time for pilot to operate; : The velocity corresponding to the initial position of aircraft RWY 02; : This refers to the acceleration of aircraft RWY 02 during the uniform deceleration phase; : This is the descent gradient for aircraft RWY 02. According to NAIP, a 3° glide slope corresponds to a value of 5.24%. : The longitudinal coordinates corresponding to the initial position of aircraft RWY 02; : The vertical coordinates corresponding to the initial position of aircraft RWY 02; (2) Horizontal direction: uniform speed; vertical direction: level flight, i.e. ; Symbol explanation: : This refers to the turn rate of aircraft RWY 02. ; : This refers to the turning radius of aircraft RWY 02. ; : This refers to the speed at which aircraft RWY 02 begins its turn. ; : This refers to the time when aircraft RWY 02 finishes its turn. ; : The angle that the RWY 02 aircraft can immediately recover from, which can be set from 0 to 45°; (3) Horizontal direction: uniform acceleration, acceleration and deceleration Vertical direction: according to Climbing, i.e. ; Symbol explanation: : This refers to the acceleration of the RWY 02 aircraft during the uniform acceleration phase; : To immediately correct the climb gradient for aircraft RWY 02 during the climb phase; : The end time for aircraft RWY 02 to climb to a certain altitude.

3. The conflict avoidance scheduling method for simultaneous operation of multiple runways with an open V-shaped track as described in claim 1, characterized in that: The actual flight path parameters of the aircraft are obtained by reading and statistically analyzing the operational data, including departure climb gradient, go-around climb gradient, approach altitude distribution, side altitude, approach track deviation, speed at different positions, departure acceleration, approach acceleration, and go-around acceleration. At the same time, according to the different operating characteristics of different aircraft, the parameters shown should be classified and statistically analyzed according to different aircraft types A, B, C, D, and E.

4. The conflict avoidance scheduling method for simultaneous operation of multiple runways with an open V-shaped track as described in claim 1, characterized in that: Aircraft conflict avoidance strategies include: A: Once the vertical distance between the aircraft and the runway 2 entrance elevation is less than 120 meters, the aircraft may fly along the runway direction. At this point, the aircraft may perform a go-around according to the standard go-around procedure. B: If the vertical distance between the aircraft and the runway 2 entrance elevation is less than 120 meters, it can be guided at a certain avoidance angle; For intrusion avoidance when the vertical distance between the aircraft and the runway 2 entrance elevation is less than 120 meters, option A should be used when the aircraft is far from the runway 2 entrance; option B should be used when the aircraft is relatively close to the runway 2 entrance.

5. The conflict avoidance scheduling method for simultaneous operation of multiple open V-shaped runways as described in claim 1, characterized in that: Wake flow analysis models include: Runway 2 is avoiding an aircraft; Departure aircraft from runway 3.

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