Airport parking stand wind impact safety assessment and optimization layout method and system

Abstract

The present invention discloses a method and system for safety assessment and optimization layout of wind impact of airport parking stands, the method comprising: S1, screening main factor wind data as research wind data; based on the research wind data, using Fluent simulation software to perform CFD numerical simulation, and then obtaining wind field distribution data of the research airport and aerodynamic characteristic curve of a single aircraft in a parked state; S2, extracting data from the CFD numerical simulation through an airport parking stand evaluation model and calculating the airport parking stand evaluation value δ corresponding to aircraft type i and parking stand j. ij S3: Determine the required number of single-unit aircraft for mainstream models at the research airport. Using the constructed optimization layout constraint model, calculate and compare the layout plan that minimizes the total estimated parking space values ​​across all airports. This invention provides scientific guidance for optimizing parking space layout, providing data and technical support to improve airport operational safety, reduce safety incidents, and minimize operational losses.

Description

Technical Field

[0001] The present invention relates to the field of aircraft parking evaluation and optimization layout at terminal buildings, and in particular to a method and system for safety assessment and optimization layout of wind impact on airport parking stands. Background Art

[0002] At present, the safety of aircraft parking at parking stands is mainly affected by wind force and speed. The impact of strong winds on aircraft parked at airport parking stands is usually measured through daily inspections by personnel, who record the perceived wind speed in different areas (the wind speed at altitudes other than the aircraft's center of gravity, which is also inaccurate for aircraft safety assessments) to form information on the wind field intensity at airport parking stands. Of course, some large domestic airports also have anemometers installed at different locations in the flight area and terminal to perform certain wind field measurements. These require a large amount of manpower for inspections to measure wind speed, or the deployment of a large number of wind speed monitoring equipment, which is costly and labor-intensive. In addition, existing technologies for wind speed measurement are based on subjective judgment and expert experience, and are unable to construct and obtain the wind field distribution on the airport area surface, nor can they determine the aerodynamic characteristics of stationary aircraft under strong winds (currently, there is a research gap in the aerodynamic characteristics of stationary aircraft under strong winds). Effective scientific assessments of the safety of airport parking stands are also impossible. With the development of civil aviation, wide-span terminal structures have become the mainstream design for large airport terminals. However, the localized wind field of parking stands is affected by the terminal structure, resulting in significant variations in wind field distribution across different areas. Therefore, safety assessments of parking stands must fully consider the impact of wind around the building on parked aircraft, making it difficult to conduct scientific analysis of complex surfaces and situations. In recent years, incidents of aircraft wheel deflection and ground equipment movement caused by strong winds have accounted for a relatively high proportion annually (approximately 10% of aircraft ground safety incidents), even resulting in safety accidents and economic losses. For existing airports, optimizing the layout of parking stands for aircraft is crucial for improving airport operational safety, reducing safety incidents, and minimizing operational losses. It is a technical challenge that urgently requires research and a key technical breakthrough for safe airport operations. For new airports, ensuring a scientific and rational layout of parking stands during the design phase, and determining the optimal or most reasonable parking layout, is a crucial consideration. Summary of the Invention

[0003] The purpose of the present invention is to solve the technical problems pointed out in the background technology and provide a method and system for evaluating the safety level of parking stands in strong wind weather. Based on the statistical study of the airport meteorological data during the study period, the main factor wind data is obtained, and the CFI (Convection Field Interval) numerical simulation is carried out on the three-dimensional model of the airport to obtain the wind field distribution data and the aerodynamic characteristic curves corresponding to the parked mainstream aircraft models. The airport parking stand evaluation model extracts data and calculates the airport parking stand evaluation value δ corresponding to aircraft model i and parking stand j. ij Then, according to the required number of parking spaces for mainstream single aircraft, the total value of all airport parking space assessment values ​​is calculated and compared to obtain the arrangement plan with the smallest total value of all airport parking space assessment values. This can provide scientific and optimized layout guidance for the use of parking spaces, provide data and technical support, facilitate the improvement of airport operation safety, reduce safety incidents, and help reduce operating losses.

[0004] The purpose of the present invention is achieved through the following technical solutions:

[0005] A method for safety assessment and optimized layout of wind impact on airport parking stands, comprising:

[0006] S1. Statistically collect meteorological data for the study airport during the study period and select the main wind data as the study wind data; model the terminal building and parking stands of the study airport to obtain a three-dimensional airport model; based on the study wind data, use Fluent simulation software to perform CFI numerical simulations on the study airport and on a single-body aircraft of a mainstream model parked, including several types of single-body aircraft; based on the CFI numerical calculation results, obtain wind field distribution data for the study airport and aerodynamic characteristic curves of a single-body aircraft in a parked state;

[0007] S2. Construct an airport parking stand evaluation model. The airport parking stand evaluation model extracts data from the CFI numerical simulation and obtains the airport parking stand evaluation value δ corresponding to aircraft type i and parking stand j according to the following method. ij :

[0008] δ ij =δ1×δ2×δ3;

[0009] Stability-influencing meteorological factors V a Indicates that the wind speed in the airport area studied in the meteorological data belongs to the average value of the wind force level standard, V R It represents the maximum wind speed that aircraft type i parked at parking stand j can withstand without reinforcement constraints;

[0010] Wind speed influencing factors of local wind field at parking space V LV represents the local wind speed value at the rear half of the fuselage of aircraft type i at parking stand j. n represents the wind speed in the studied airport area from the meteorological data;

[0011] Aerodynamic force ratio γ L represents the aerodynamic coefficient of aircraft type i parked at parking position j under the main wind direction angle, γ max represents the extreme value of the aerodynamic coefficient of the parking state of the single-body aircraft corresponding to the parking type i;

[0012] S3. Set the required number of single-unit aircraft of mainstream models to be parked at the research airport, construct an optimized layout constraint model, and calculate the total value of the evaluation values ​​of all airport parking positions according to the layout plan of the required number of single-unit aircraft of mainstream models, and compare and obtain the layout plan with the smallest total value of the evaluation values ​​of all airport parking positions.

[0013] A further preferred first technical solution of the present invention is: the present invention also includes the following method:

[0014] S4. Set the required number of single-unit aircraft of mainstream models to be parked at the research airport, build an optimized layout constraint model, and calculate the total value of the evaluation values ​​of all airport parking positions according to the layout plan of the required number of single-unit aircraft of mainstream models. Set the total value threshold of the evaluation values ​​of all airport parking positions, and screen out the layout plans whose total value of the evaluation values ​​of all airport parking positions is less than the total value threshold and output them.

[0015] A further preferred second technical solution of the present invention is: the present invention also includes the following method:

[0016] S5. The airport parking stand evaluation model has an airport parking stand use safety level standard within it. The airport parking stand use safety level standard is divided into several safety levels based on the value range of the airport parking stand evaluation value. The required number of single aircraft of mainstream models to be parked at the research airport is set, and an optimization layout constraint model is constructed. The optimization layout constraint model calculates the average safety level of all airport parking stand evaluation values ​​according to the required number of single aircraft of mainstream models to be parked, and compares and outputs the layout plan with the best safety level of all airport parking stand evaluation values.

[0017] Preferably, in step S1, the corresponding center of gravity altitude layer is marked on the single aircraft of model i at parking stand j in the airport three-dimensional model; in step S2, the airport parking stand assessment model extracts the cross-sectional data of the wind field distribution data at the center of gravity altitude layer of model i and calculates the airport parking stand assessment value δ corresponding to model i and parking stand j. ij .

[0018] Preferably, in step S1 , the main factor wind data is the wind data or wind data combination of which the proportion of the research airport exceeds a threshold value p during the research time period.

[0019] Preferably, in step S1 , the main factor wind data are the top N wind data and typical wind data of the research airport ranked by the number of occurrences within the research time period, and the typical wind data include wind data with extreme values.

[0020] Preferably, a wind force level standard library is constructed, which is divided into several wind force levels, each wind force level corresponds to a wind speed interval, and the V in step S2 is a The acquisition method is as follows: first, the wind speed of the airport area in the meteorological data belongs to the wind speed range of the wind level standard in the wind level standard library, then the maximum and minimum values ​​in the wind speed range are extracted and the average value is obtained to obtain V a .

[0021] Preferably, in step S1, the turbulence model in the Fluent simulation software is selected as RANS SST k-ω, the inflow velocity adopts an exponential wind speed profile, and the landform type corresponding to the airport is studied.

[0022] A system for safety assessment and optimized layout of airport parking stands with wind impacts comprises an airport model building module, a CFD simulation module, a meteorological data acquisition module, an airport parking stand evaluation model and an optimized layout constraint model. The meteorological data acquisition module is used to collect meteorological data of a research airport within a research time period and screen the main factor wind data as research wind data. The airport model building module is used to model the terminal building and parking stands of the research airport to obtain a three-dimensional airport model. The CFD simulation module combines the research wind data and uses Fluent simulation software to perform CFD numerical simulation on the research airport and mainstream single-body aircraft in a parked state to obtain wind field distribution data and aerodynamic characteristic curves of the parked single-body aircraft. The mainstream single-body aircraft includes several types of single-body aircraft. The airport parking stand evaluation model is used to extract data from the CFD numerical simulation and obtain the airport parking stand evaluation value δ corresponding to aircraft type i and parking stand j according to the following method. ij :δ ij =δ1×δ2×δ3; Stability affecting meteorological factors V a Indicates that the wind speed in the airport area studied in the meteorological data belongs to the average value of the wind force level standard, V R The maximum wind speed that aircraft type i parked at parking stand j can withstand without reinforcement constraints; the local wind field wind speed impact factor of the parking stand V L V represents the local wind speed value at the rear half of the fuselage of aircraft type i at parking stand j. nIndicates the wind speed in the airport area under study in meteorological data; aerodynamic force ratio γ L represents the aerodynamic coefficient of aircraft type i parked at parking position j under the main wind direction angle, γ max The maximum value of the aerodynamic coefficient corresponding to the parking state of a single aircraft of parking type i is represented; the optimization layout constraint model is used to calculate the total value of the evaluation values ​​of all airport parking positions according to the required number of parking arrangements for the mainstream single aircraft and compare and obtain the arrangement with the minimum total value of the evaluation values ​​of all airport parking positions.

[0023] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0024] (1) The present invention obtains the main factor wind data based on the statistical research airport meteorological data during the research period, and sequentially performs CFD numerical simulation on the airport three-dimensional model to obtain wind field distribution data and aerodynamic characteristic curves corresponding to the mainstream aircraft models in the parking state. The airport parking position evaluation model extracts data and calculates the airport parking position evaluation value δ corresponding to aircraft model i and parking position j. ij Then, according to the required number of parking spaces for mainstream single aircraft, the total value of all airport parking space assessment values ​​is calculated and compared to obtain the arrangement plan with the smallest total value of all airport parking space assessment values. This can provide scientific and optimized layout guidance for the use of parking spaces, provide data and technical support, facilitate the improvement of airport operation safety, reduce safety incidents, and help reduce operating losses.

[0025] (2) The present invention fills the technical gap in the impact of the flow around large terminal structures on the aerodynamic characteristics of nearby parked aircraft. It can perform special simulations of existing civil aviation airports under strong wind conditions, and formulate targeted wind prevention plans and prevention measures based on the simulation results, thereby reducing the risk of aircraft deviation and other risks caused by strong winds, and has the advantages of high reliability.

[0026] (3) The present invention can be extended to the design stage of an airport or a terminal to be built. By using the design documents and the meteorological data of the research period corresponding to the location of the airport or terminal, and screening the main factor wind data as the research wind data, CFD numerical simulation can be performed to simulate the parking space safety assessment and safety level assessment under strong wind conditions, so as to facilitate timely grasp of strong wind safety hazards in the design stage, facilitate full demonstration of site selection and terminal design, and facilitate full consideration of strong wind safety hazard factors in the terminal design stage for effective avoidance and design of safety measures. Through the wind field assessment of the present invention, accurate and quantitative analysis can be made, and complete, reasonable and scientific suggestions can be given, which is convenient for optimizing the design scheme. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1This is a flow chart of the method for safety assessment and optimized layout of wind impact on airport parking stands of the present invention;

[0028] Figure 2 The wind rose diagram of a certain airport during the study period is listed in the embodiment;

[0029] Figure 3 This is a diagram showing wind field distribution data for the 737-800 center of gravity altitude layer as an example in the embodiment;

[0030] Figure 4 This is a diagram showing the wind field distribution data at the center of gravity altitude layer of the 747 aircraft model used as an example in the embodiment;

[0031] Figure 5 This is a schematic diagram of an example of an airport parking space arrangement scheme in the embodiment;

[0032] Figure 6 This is a schematic diagram of an optimized parking space arrangement scheme for an airport, taking an example in the embodiment;

[0033] Figure 7 The aerodynamic characteristic curve obtained by taking a certain parking position and a B747 single-body aircraft as an example in the embodiment;

[0034] Figure 8 The aerodynamic characteristic curve obtained for a 737-800 single-body aircraft at a certain parking position is given as an example in the embodiment;

[0035] Figure 9 This is a principle structural block diagram of the airport parking stand wind impact safety assessment and optimization layout system of the present invention. DETAILED DESCRIPTION

[0036] Below in conjunction with embodiment, the present invention is described in further detail:

[0037] Example

[0038] like Figure 1 As shown, a method for safety assessment and optimization layout of wind impact on airport parking stands includes:

[0039] S1. Count the meteorological data of the research airport during the research time period and select the main factor wind data as the research wind data. In some embodiments, the main factor wind data is the wind data or wind data combination of the research airport that exceeds the threshold value p during the research time period (according to the refinement of the optimized layout and the actual situation of the research airport, the threshold value p is set, and the wind data that is the main factor or several wind data are selected as a combination. For example, if the research time period is one year and the main wind at the research airport is northeast wind during the year, then the northeast wind is selected as the incoming wind direction angle, and then the corresponding wind speed and wind force data are selected from the northeast wind); Figure 1As shown, for example, a wind rose diagram of a certain airport during the study period is shown. From the statistics in the diagram, it can be seen that the north wind is dominant and the southwest-southwest wind is secondary, forming a group of wind data combinations (of course, according to the precision requirements of the optimized layout, the wind data combinations can be divided into more detailed groups. According to research, the combination of primary and secondary wind data can already achieve the goal of evaluating and optimizing the layout). In some embodiments, the main factor wind data are the top N wind data of the study airport in terms of the number of times they appear during the study period (of course, in actual operation, the wind frequency, wind speed and wind force can be used to combine weights to obtain the top N wind data) and typical wind data. The typical wind data includes wind data with extreme values ​​(for example, the extreme value is the maximum wind speed and / or maximum wind force, or a tornado or vortex wind that may exist or has existed in the past, etc.). The airport terminal and parking spaces are modeled to obtain a three-dimensional model of the airport. Based on the research wind data, CFD numerical simulations are performed on the research airport and mainstream single-body aircraft in a parked state using Fluent simulation software. Mainstream single-body aircraft include several types of single-body aircraft. This embodiment is mainly used in the field of civil aviation airports. The parking spaces are mainly used for transport fans at civil aviation airports, such as Class C aircraft (such as Boeing 737, Airbus 319, 320, 321 series, etc.) and Class D / E aircraft (Class D, such as Boeing 757, 767, Airbus 300, 330, etc.; Class E, such as Boeing 747, Airbus 340, etc.). To obtain more accurate grid division, in some embodiments, the present invention can also use POINTWISE software for grid division. Based on the research wind data and using Fluent simulation software, CFD numerical simulations are performed on the airport and mainstream single-body aircraft respectively; the meteorological data are mainly wind data monitored in the research airport area or the area around the research airport (including wind data monitored by the airport's independent meteorological center, meteorological forecast or monitoring equipment), and the most important wind data are the wind flow data from the research airport and the wind data of the main area. Preferably, the turbulence model in the Fluent simulation software selects RANS SST k-ω, the inflow velocity adopts an exponential wind speed profile, and the corresponding landform type of the airport (the inflow velocity type and the ground roughness in the turbulence intensity function in the Fluent simulation software, generally speaking, Class B ground roughness can be selected).

[0040] Based on the CFD numerical calculation results, the wind field distribution data of the research airport and the aerodynamic characteristic curve of the parked single-body aircraft (including lift, side force, pitching moment, yaw moment, etc.) are obtained. In this embodiment, a certain airport is taken as an example, and the three-dimensional model of the airport (airport 3D model) is simulated by CFD using Fluent software. The turbulence model is RANS SST k-ω, the inflow velocity adopts the exponential wind speed profile, and the Class B ground roughness is defined using UDF. The center of gravity altitude layer of the single-body aircraft model 737-800 (the center of gravity altitude layer of the model 737-800 is 2.82m) is used. Through calculation and CFD simulation, the following is obtained: Figure 3 The wind field distribution data of the center of gravity altitude layer of the model 737-800 shown in the figure is displayed (taking the main incoming wind of the north wind at the airport as an example). In this embodiment, taking a certain airport as an example, the three-dimensional model of the airport (airport 3D model) is simulated by CFD using Fluent software. The turbulence model is RANS SST k-ω, the inflow velocity adopts the exponential wind speed profile, and the Class B ground roughness is defined using UDF. The center of gravity altitude layer of the model 747 single aircraft (the center of gravity altitude layer of the model 747 is 5.2m) is used. Through calculation and CFD simulation, the following is obtained: Figure 4 The wind field distribution data at the center of gravity altitude layer of the 747 aircraft model shown is displayed (taking the airport's main northerly wind flow as an example).

[0041] This embodiment takes an airport as an example. The Fluent simulation software uses the ANSYS FLUFNT 21.0 version of the Fluent software product to extract a B747 single aircraft parked at a certain parking space. The aerodynamic characteristic curve corresponding to the single aircraft is as follows: Figure 7 As shown, it can be seen that when the angle between the parking direction of the fuselage and the dominant wind direction of the parking stand (i.e., the main wind direction angle of a single aircraft on the parking stand at an airport) is 58.5°, the lift coefficient is -0.013, the side force coefficient is -0.597, the drag coefficient is 0.222, the pitch moment coefficient is 0.291, the yaw moment coefficient is -0.039, and the roll moment coefficient is -0.032. Similarly, Figure 8 The aerodynamic characteristic curve corresponding to a 737-800 single-body aircraft at a certain parking position is shown.

[0042] S2. Construct an airport parking stand evaluation model. The airport parking stand evaluation model extracts data from the CFD numerical simulation and obtains the airport parking stand evaluation value δ corresponding to aircraft type i and parking stand j according to the following method. ij :

[0043] δ ij =δ1×δ2×δ3;

[0044] Stability-influencing meteorological factors V aIndicates that the wind speed in the airport area under study in the meteorological data belongs to the average value in the wind force grade standard. The present invention constructs a wind force grade standard library, which is divided into several wind force grades. Each wind force grade corresponds to a wind speed interval. V in step S2 a The acquisition method is as follows: first, the wind speed of the airport area in the meteorological data belongs to the wind speed range of the wind level standard in the wind level standard library, then the maximum and minimum values ​​in the wind speed range are extracted and the average value is obtained to obtain V a . V R Indicates the maximum wind speed that the aircraft type parked at the parking stand can withstand without any reinforcement constraints. Examples of wind force levels in the wind force level standard library are as follows:

[0045]

[0046]

[0047] In order to more accurately perform V a The wind force levels in the wind force level standard library are further divided according to the aircraft type. This embodiment mainly studies passenger aircraft within the airport range, so Class A (such as helicopters) and Class B (such as Bombardier private aircraft) are not considered. The main aircraft are Class C (such as Boeing 737, Airbus 319, 320, 321 series, etc.) and Class D / E aircraft (Class D, such as Boeing 757, 767, Airbus 300, 330, etc.; Class E, such as Boeing 747, Airbus 340, etc.).

[0048] Wind speed influencing factors of local wind field at parking space V L V represents the local wind speed value at the rear half of the fuselage of aircraft type i at parking stand j. n represents the wind speed in the studied airport area from the meteorological data;

[0049] Aerodynamic force ratio γ L represents the aerodynamic coefficient of aircraft type i parked at parking position j under the main wind direction angle, γ max The maximum aerodynamic coefficients for a single aircraft of type i in the parked state are shown in Figure 1 (the maximum aerodynamic coefficients are known values ​​determined through research). Based on the aerodynamic characteristic curves of a certain aircraft model simulated using CFD, it can be seen that aerodynamic forces and aerodynamic moments vary significantly under different wind directions.

[0050] In some embodiments, the present invention sets the dimensionless coefficient θ of the airport wind speed distribution v Perform dimensionless normalization processing on wind field distribution data. V p represents the CFD wind speed data of the sampling point of the research airport (the research airport is sampled based on the research wind data), Vm Indicates the wind speed value displayed in the meteorological information at the corresponding study time (corresponding to the airport sampling point).

[0051] In some embodiments, the main wind direction angle of a single aircraft at an airport parking stand is the angle α between the parking direction of the fuselage and the dominant wind direction of the parking stand. In a three-dimensional airport model, a coordinate system is constructed with the wingspan direction of the single aircraft at the parking stand as the X-axis and the fuselage direction as the Y-axis. The angle α is calculated according to the following method:

[0052] Where V x Indicates the wind speed in the X-axis direction of the parking space, V y Indicates the wind speed decomposed in the Y-axis direction of the parking stand. In this embodiment, taking a certain airport as an example, the angle between the parking direction of the aircraft body and the dominant wind direction of the parking stand is defined as α, and α is calculated using the inverse function. Taking this as an example, it can be calculated that α is approximately 58.5°.

[0053] S3. Set the required number of single-unit aircraft of mainstream models to be parked at the research airport (the required number must be less than or equal to the total number of parking spaces at the research airport), construct an optimized layout constraint model, and calculate the total value of the evaluation values ​​of all airport parking spaces according to the required number of single-unit aircraft parking spaces and compare and obtain the layout plan with the smallest total value of the evaluation values ​​of all airport parking spaces according to the layout plan; the optimized layout constraint model randomly or according to the airport operating rules changes the layout plan for parking single-unit aircraft of mainstream models, and then calculates and traverses the total value of the evaluation values ​​of all airport parking spaces under each layout plan, and selects the layout plan with the smallest total value of the evaluation values ​​of all airport parking spaces as the optimal layout plan obtained by the present invention. The present invention can be applied to existing airports, see Figure 5 、 Figure 6 As shown, although the layout of the airport parking spaces at the existing airports has been set, after the implementation of the present invention, the layout of the airport parking spaces can be optimized (for example, the types of aircraft parked at the parking spaces can be changed, so that safer parking spaces can be used to park expensive and high-transportation-efficiency aircraft), thereby achieving scientific optimization and layout adjustment. Of course, the present invention can be applied to newly built airports, and the layout of parking spaces for aircraft can be scientifically optimized from the beginning of construction or the layout of parking spaces. Taking the parking at a terminal building of an existing research airport as an example, see Figure 5 、 Figure 6 As shown, before the application of the method of the present invention, the risks of intercepting partial data of an aircraft parked at a parking stand are as follows:

[0054]

[0055]

[0056] After the layout is optimized and adjusted by the method of the present invention, the risk can be effectively reduced. For example, the number of aircraft parked at high- and medium-risk parking stands will be effectively reduced, and the parking stability of Class C aircraft can be effectively enhanced. The maximum risk value of Class C aircraft is reduced from 1.152 to 0.936. After the optimization and adjustment, the risk of parked aircraft can also be known. For high-risk parking stands (corresponding to the agreed parked aircraft models), it is convenient to strengthen supervision and formulate wind protection measures in advance.

[0057] In some embodiments, the present invention further comprises the following method:

[0058] S4. Set the required number of single-unit aircraft of mainstream models to be parked at the research airport, build an optimized layout constraint model, and calculate the total value of the evaluation values ​​of all airport parking positions according to the layout plan of the required number of single-unit aircraft of mainstream models. Set the total value threshold of the evaluation values ​​of all airport parking positions, and screen out the layout plans whose total value of the evaluation values ​​of all airport parking positions is less than the total value threshold and output them.

[0059] In some embodiments, the present invention further comprises the following method:

[0060] S5. The airport parking stand assessment model includes an airport parking stand safety level standard. The airport parking stand safety level standard is divided into several safety levels based on the range of the airport parking stand assessment value. The present invention classifies parking stand safety levels based on the variation patterns of the aerodynamic forces and aerodynamic moments of individual aircraft. This embodiment illustrates the following safety level classification standards:

[0061]

[0062] The required number of single aircraft of mainstream models to be parked at the research airport is set, and an optimization layout constraint model is constructed. The optimization layout constraint model calculates the average safety level of the evaluation values ​​of all airport parking positions according to the layout plan of the required number of single aircraft of mainstream models to be parked, and compares and outputs the layout plan with the optimal safety level of the average evaluation values ​​of all airport parking positions.

[0063] In some embodiments, in step S1, the corresponding center of gravity altitude layer is marked on the single aircraft of model i at parking stand j in the three-dimensional airport model; in step S2, the airport parking stand assessment model extracts the cross-sectional data of the wind field distribution data based on the center of gravity altitude layer of model i and calculates the airport parking stand assessment value δ corresponding to model i and parking stand j. ij .

[0064] In some embodiments, a wind force level standard library is constructed, which is divided into several wind force levels, each wind force level corresponds to a wind speed range, and the V in step S2 is aThe acquisition method is as follows: first, the wind speed of the airport area in the meteorological data belongs to the wind speed range of the wind level standard in the wind level standard library, then the maximum and minimum values ​​in the wind speed range are extracted and the average value is obtained to obtain V a .

[0065] like Figure 9 As shown, a system for safety assessment and optimization layout of wind impact of airport parking stands includes an airport model construction module, a CFD simulation module, a meteorological data acquisition module, an airport parking stand evaluation model and an optimization layout constraint model. The meteorological data acquisition module is used to collect meteorological data of the research airport during the research time period and filter the main factor wind data as research wind data. The airport model construction module is used to model the terminal building and parking stands of the research airport to obtain a three-dimensional model of the airport; the CFD simulation module combines the research wind data and uses Fluent simulation software to perform CFD numerical simulation on the research airport and mainstream single-body aircraft in a parked state to obtain wind field distribution data and aerodynamic characteristic curves of single-body aircraft in a parked state, where mainstream single-body aircraft include several types of single-body aircraft; the airport parking stand evaluation model is used to extract data from the CFD numerical simulation and obtain the airport parking stand evaluation value δ corresponding to aircraft type i and parking stand j according to the following method. ij :δ ij =δ1×δ2×δ3; Stability affecting meteorological factors V a Indicates that the wind speed in the airport area studied in the meteorological data belongs to the average value of the wind force level standard, V R The maximum wind speed that aircraft type i parked at parking stand j can withstand without reinforcement constraints; the local wind field wind speed impact factor of the parking stand V L V represents the local wind speed value at the rear half of the fuselage of aircraft type i at parking stand j. n Indicates the wind speed in the airport area under study in meteorological data; aerodynamic force ratio γ L represents the aerodynamic coefficient of aircraft type i parked at parking position j under the main wind direction angle, γ max The maximum value of the aerodynamic coefficient corresponding to the parking state of a single aircraft of parking type i is represented; the optimization layout constraint model is used to calculate the total value of the evaluation values ​​of all airport parking positions according to the required number of parking arrangements for the mainstream single aircraft and compare and obtain the arrangement with the minimum total value of the evaluation values ​​of all airport parking positions.

[0066] The present invention can statistically study the meteorological data of the airport during the study period and filter the main factor wind data as the research wind data. Then, based on the meteorological data of the research wind data, CFD numerical simulation is performed to obtain wind field distribution data and aerodynamic characteristic curves corresponding to the mainstream aircraft models in the parking state. The airport parking stand evaluation model is used to extract data and calculate the airport parking stand evaluation value δ corresponding to aircraft model i and parking stand j. ij , it can conduct a scientific safety assessment of the use of parking spaces, calculate the total value of all airport parking space assessment values ​​according to the required number of parking arrangements for mainstream single aircraft models through the optimization of the layout constraint model, and compare the arrangement plans with the smallest total value of all airport parking space assessment values, and obtain the most effective arrangement plan to reduce the risk of aircraft parking. The present invention can be extended to the design stage of an airport or a terminal to be built, and CFD numerical simulation can be performed using design documents, meteorological data within the research time period corresponding to the location of the airport or terminal, and the main factor wind data can be screened as research wind data to simulate parking space safety assessment and safety level assessment under strong wind conditions, so as to facilitate timely grasp of strong wind safety hazards in the design stage, facilitate full demonstration of site selection and terminal design, and facilitate full consideration of strong wind safety hazard factors in the terminal design stage for effective avoidance and design of safety measures; through the wind field assessment of the present invention, accurate and quantitative analysis can be made, and complete, reasonable and scientific suggestions can be given to facilitate optimization of design plans.

[0067] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for safety assessment and optimal layout of wind impacts on airport parking stands, characterized by: The methods include: S1. Collect meteorological data from the research airport during the research period and select the main wind data as the research wind data; model the terminal building and parking stands of the research airport to obtain a three-dimensional model of the airport; based on the research wind data, use Fluent simulation software to perform CFD numerical simulations on the research airport and parked mainstream single-body aircraft, which include several types of single-body aircraft; based on the CFD numerical calculation results, obtain the wind field distribution data of the research airport and the aerodynamic characteristic curve of the parked single-body aircraft; S2. Construct an airport parking stand evaluation model. The airport parking stand evaluation model extracts data from the CFD numerical simulation and obtains the airport parking stand evaluation value δ corresponding to aircraft type i and parking stand j according to the following method. ij : d ij =δ1×δ2×δ3; Stability-influencing meteorological factors V a Indicates that the wind speed in the airport area studied in the meteorological data belongs to the average value of the wind force level standard, V R It represents the maximum wind speed that aircraft type i parked at parking stand j can withstand without reinforcement constraints; Wind speed influencing factors of local wind field at parking space V L V represents the local wind speed value at the rear half of the fuselage of aircraft type i at parking stand j. n Indicates the wind speed in the airport area under study in meteorological data; aerodynamic force ratio γ L represents the aerodynamic coefficient of aircraft type i parked at parking position j under the main wind direction angle, γ max represents the extreme value of the aerodynamic coefficient of the parking state of the single-body aircraft corresponding to the parking type i; S3. Set the required number of single-unit aircraft of mainstream models to be parked at the research airport, construct an optimized layout constraint model, and calculate the total value of the evaluation values ​​of all airport parking positions according to the layout plan of the required number of single-unit aircraft of mainstream models, and compare and obtain the layout plan with the smallest total value of the evaluation values ​​of all airport parking positions.

2. The method for safety assessment and optimized layout of wind impacts on airport parking stands according to claim 1, characterized in that: Also includes the following methods: S4. Set the required number of single-unit aircraft of mainstream models to be parked at the research airport, build an optimized layout constraint model, and calculate the total value of the evaluation values ​​of all airport parking positions according to the layout plan of the required number of single-unit aircraft of mainstream models. Set the total value threshold of the evaluation values ​​of all airport parking positions, and screen out the layout plans whose total value of the evaluation values ​​of all airport parking positions is less than the total value threshold and output them.

3. The method for safety assessment and optimal layout of wind impacts on airport parking stands according to claim 1, characterized in that: Also includes the following methods: S5. The airport parking stand evaluation model has an airport parking stand use safety level standard within it. The airport parking stand use safety level standard is divided into several safety levels based on the value range of the airport parking stand evaluation value. The required number of single aircraft of mainstream models to be parked at the research airport is set, and an optimization layout constraint model is constructed. The optimization layout constraint model calculates the average safety level of all airport parking stand evaluation values ​​according to the required number of single aircraft of mainstream models to be parked, and compares and outputs the layout plan with the best safety level of all airport parking stand evaluation values.

4. The method for safety assessment and optimal layout of wind impacts on airport parking stands according to claim 1, characterized in that: In step S1, the corresponding center of gravity altitude layer is marked on the single aircraft of model i at parking stand j in the airport three-dimensional model; in step S2, the airport parking stand assessment model extracts the partial data of the wind field distribution data based on the center of gravity altitude layer of model i and calculates the airport parking stand assessment value δ corresponding to model i and parking stand j. ij .

5. The method for safety assessment and optimal layout of wind impacts on airport parking stands according to claim 1, characterized in that: In step S1 , the main factor wind data is the wind data or wind data combination of which the proportion of the research airport exceeds a threshold value p during the research time period.

6. The method for safety assessment and optimal layout of wind impacts on airport parking stands according to claim 1, characterized in that: In step S1 , the main factor wind data are the top N wind data and typical wind data ranked by the number of occurrences of the research airport within the research time period, and the typical wind data include wind data with extreme values.

7. The method for safety assessment and optimal layout of wind impacts on airport parking stands according to claim 1, characterized in that: A wind force level standard library is constructed. The wind force level standard library is divided into several wind force levels. Each wind force level corresponds to a wind speed range. The V in step S2 a The acquisition method is as follows: first, the wind speed of the airport area in the meteorological data belongs to the wind speed range of the wind level standard in the wind level standard library, then the maximum and minimum values ​​in the wind speed range are extracted and the average value is obtained to obtain V a .

8. The method for safety assessment and optimized layout of wind impacts on airport parking stands according to claim 1, characterized in that: In step S1, the turbulence model in the Fluent simulation software is selected as RANS SST k-ω, the inflow velocity is drawn using an exponential wind speed profile, and the corresponding landform type of the airport is studied.

9. A system for safety assessment and optimized layout of wind impacts on airport parking stands, characterized by: The system includes an airport model construction module, a CFD simulation module, a meteorological data acquisition module, an airport parking stand evaluation model and an optimization layout constraint model. The meteorological data acquisition module is used to collect meteorological data of the research airport during the research time period and screen the main factor wind data as the research wind data. The airport model construction module is used to model the terminal building and parking stands of the research airport to obtain a three-dimensional airport model; the CFD simulation module combines the research wind data and uses Fluent simulation software to perform CFD numerical simulation on the research airport and the mainstream aircraft model in the parked state to obtain wind field distribution data and aerodynamic characteristic curves of the parked aircraft model. The mainstream aircraft model includes several types of aircraft model; the airport parking stand evaluation model is used to extract data from the CFD numerical simulation and obtain the airport parking stand evaluation value δ corresponding to aircraft model i and parking stand j according to the following method. ij :δ ij =δ1×δ2×δ3; Stability affecting meteorological factors V a Indicates that the wind speed in the airport area studied in the meteorological data belongs to the average value of the wind force level standard, V R The maximum wind speed that aircraft type i parked at parking stand j can withstand without reinforcement constraints; the local wind field wind speed impact factor of the parking stand V L V represents the local wind speed value at the rear half of the fuselage of aircraft type i at parking stand j. n Indicates the wind speed in the airport area under study in meteorological data; aerodynamic force ratio γ L represents the aerodynamic coefficient of aircraft type i parked at parking position j under the main wind direction angle, γ max represents the extreme value of the aerodynamic coefficient of the parking state of the single-body aircraft corresponding to the parking type i; The optimization layout constraint model is used to calculate the total value of all airport parking space evaluation values ​​according to the required number of layout plans for parking mainstream single aircraft models and compare and obtain the layout plan with the minimum total value of all airport parking space evaluation values.

Images