Efficiency calculation method of airport de-icing operation mode based on wind direction switching and runway reversal

Abstract

The present invention belongs to the technical field of scheduling and allocation, and specifically relates to a method for calculating the efficiency of airport de-icing operation modes based on wind direction switching and runway reversal, aiming to solve the problem that the prior art cannot accurately obtain the efficiency of airport de-icing operation modes under wind direction switching and runway reversal, and thus cannot achieve efficient optimization configuration of airport de-icing support resources and maximization of de-icing efficiency. The method includes: collecting airport-related data as input data; based on the input data, calculating each parameter in two sets of two sets, namely, the overall operation efficiency parameter set for the whole day and the reversal process efficiency parameter set corresponding to each de-icing operation mode; obtaining the optimal de-icing operation mode under wind direction switching and runway reversal through a pre-constructed de-icing operation efficiency constraint function. The present invention realizes the calculation of the efficiency of the airport de-icing operation mode under wind direction switching and runway reversal, and thus achieves efficient optimization configuration of airport de-icing support resources and maximization of de-icing efficiency.

Description

Technical Field

[0001] The invention belongs to the technical field of scheduling and allocation, and in particular relates to a method for calculating the efficiency of an airport deicing operation mode based on wind direction switching and runway reversal. Background Art

[0002] With the sustained and rapid development of the civil aviation transportation industry, the expansion and reconstruction of airports has developed rapidly. The number of large and complex airports with multiple runways and multiple terminals in my country is increasing, and the operating conditions of such airports are generally more complex. In winter, under ice and snow weather conditions, especially under continuous snowfall, departing flights need to carry out de-icing operations before they can enter the runway for takeoff, making the airport operation more complicated. During the de-icing season, when the wind direction switches and the runway is reversing, the scheduling of de-icing resources takes a long time, further exacerbating the pressure on flight support. At present, due to the large number of flights, large and complex airports in my country mostly adopt a fixed-point de-icing pad mode during the de-icing season. When the wind direction switches and the runway is reversing, some airports will start the corresponding fixed-point de-icing pad according to the direction of the runway. There are many ground support links for departing flights, and the ground support time is significantly increased, which leads to a significant decline in the airport's flight support capabilities and airport operation efficiency. The key to improving the airport's flight support capabilities and operating efficiency during the winter de-icing and snow removal period, especially when the wind direction changes and the runway changes direction, lies in whether the airport adopts a reasonable and efficient fixed-point de-icing operation mode so that the airport's de-icing support resources are effectively allocated and fully utilized, thereby improving the airport's de-icing operation efficiency and the overall airport operation efficiency.

[0003] Since the current research on deicing is mainly focused on deicing fluid resources, deicing and snow protection, deicing and anti-icing technology, and deicing vehicle resource optimization and scheduling, there are few studies on the efficiency of deicing operation mode and the optimization of deicing operation mode, especially the efficiency of deicing operation mode and the optimization of deicing operation mode under the condition of wind direction switching and runway reversal. Therefore, there is a lack of calculation methods and optimization technologies for the efficiency of deicing operation mode under the condition of wind direction switching and runway reversal. It is impossible to provide technical method support for the airport to calculate the overall operating efficiency level of different deicing operation modes under the condition of wind direction switching and runway reversal, the efficiency level during the reversal process, and the optimization of deicing operation mode. It is impossible to provide a decision-making basis for the airport to maximize the efficiency of the deicing operation mode under the condition of wind direction switching and runway reversal, and it is impossible to achieve efficient optimization configuration of airport deicing support resources. Based on this, the present invention proposes a method for calculating the efficiency of airport deicing operation mode based on wind direction switching and runway reversal. Summary of the invention

[0004] In order to solve the above-mentioned problems in the prior art, that is, to solve the problem that the prior art cannot calculate the efficiency of the airport deicing operation mode under the condition of wind direction switching and runway reversal, and thus cannot achieve the efficient optimization configuration of airport deicing support resources and maximize the deicing efficiency, the first aspect of the present invention proposes a method for calculating the efficiency of the airport deicing operation mode based on wind direction switching and runway reversal, which is used to obtain the optimal deicing operation mode under the condition of wind direction switching and runway reversal, and to activate and allocate the airport deicing pad. The method includes:

[0005] S100, collecting airport related data as input data;

[0006] S200, based on the input data, calculating each parameter in two sets, a set of overall operation efficiency parameters for the whole day and a set of efficiency parameters for the reversing process, corresponding to each deicing operation mode; the deicing operation mode includes an existing deicing operation mode, a deicing operation mode under one or more wind direction switching and runway reversing conditions;

[0007] The overall operation efficiency parameter set for the whole day includes the average taxi-out time, the average departure delay time, the normal release rate, the secondary de-icing demand ratio of two-step flights, and the hourly peak de-icing flights; the switching process efficiency parameter set includes the average hourly de-icing flights of the switching process, the average departure delay time of the switching process, and the average taxi-out time of the switching process;

[0008] The method for obtaining the average taxiing time is as follows: calculating the normal taxiing time of the aircraft without experiencing conflicts during taxiing from the parking position to the de-icing position; calculating the probability of the aircraft experiencing different conflict types during taxiing from the parking position to the de-icing position; calculating the delay time when the aircraft experiences different conflict types from the parking position to the de-icing position according to the probability; the conflict types include crossing conflicts, rear-end conflicts, and head-on conflicts; based on the normal taxiing time when the aircraft does not experience conflicts during taxiing from the parking position to the de-icing position and the delay time when the aircraft experiences different conflict types during taxiing from the parking position to the de-icing position, calculating the taxiing time when the aircraft experiences different conflict types during taxiing from the parking position to the de-icing position, and then combining the time the flight waits for deicing at the de-icing waiting point, the time the flight starts to be guided from the de-icing waiting point to the time the flight enters the de-icing position to start deicing, the two-step deicing operation time of the flight being a K-type aircraft, the inspection time after deicing is completed, and the taxiing time when the flight experiences different conflict types during taxiing from the end of deicing to the runway entrance, the average taxiing time is calculated;

[0009] S300, combining each parameter in the whole-day overall operation efficiency parameter set and each parameter in the reversing process efficiency parameter set, and obtaining the optimal deicing operation mode under the wind direction switching and runway reversing condition through a pre-constructed deicing operation efficiency constraint function.

[0010] In some preferred embodiments, the average slide-out time is calculated as follows:

[0011]

[0012]

[0013]

[0014]

[0015]

[0016]

[0017] in, represents the average taxi-out time of the mth de-icing mode, N represents the number of departing flights before the diversion, M represents the number of departing flights after the diversion, T mir is the taxi-out time of the ith flight taking off in the mth deicing mode using the runway direction r, where r = 1 or r = 2 means the runway direction used before and after the reversal is direction 1 or direction 2, respectively. mir推出-除冰等待点 represents the taxiing time of the ith flight taking off from the stand to the de-icing holding point in the mth de-icing mode using the runway direction r, It indicates the normal taxiing time without disturbance from the push-out stand to the de-icing holding point, that is, the normal taxiing time when the aircraft taxis from the parking stand to the de-icing stand without experiencing any conflict. It represents the delay time when the aircraft experiences different types of conflicts from the parking position to the de-icing position. N1 represents the number of conflict types. represents the probability of an aircraft experiencing different types of conflicts during taxiing from the parking stand to the de-icing stand, R 1 (t) is the number of aircraft pushed out of the apron and taxiway system, D mir推出-除冰等待点 The distance from pushback to the de-icing holding point for the ith flight taking off in the mth de-icing mode using runway direction r, V 地 represents the average ground taxiing speed of the aircraft, T mir除冰等待 T represents the time that the ith flight taking off in the mth de-icing mode using the runway direction r waits for de-icing at the de-icing holding point, miwk is the time that the i-th flight in the m-th deicing mode waits for a K-class flight at the deicing waiting point w, N miwk is the number of K-type flights waiting for deicing in front of the ith flight at the deicing waiting point position w of the mth deicing mode, S it is the amount of de-icing resources available at time t for flight i’s de-icing demand, T mir引导-除冰位T represents the time from the de-icing holding point to the de-icing position for the i-th flight taking off in the m-th de-icing mode using the runway direction r, T mirk It indicates the two-step deicing operation time of the i-th flight of type K taking off in the m-th deicing mode using the runway running direction r, Indicates the inspection time after de-icing is completed, T mir除冰结束-RWY represents the taxiing time from the end of deicing to the runway entrance of the ith flight in the mth deicing mode, that is, the taxiing time when the flight experiences different conflict types during the taxiing process from the end of deicing to the runway entrance. represents the probability of the aircraft experiencing different types of conflicts during the taxiing process from the end of de-icing to the runway entrance, D mir除冰结束-RWY The distance from the end of deicing to the runway threshold for the ith flight taking off in the mth deicing mode using runway direction r, R 2 (t) is the number of aircraft in the taxiway system within the taxiway route, They are all parameters that depend on the airport and runway configuration. k represents the aircraft type, and there are six types: A, B, C, D, E, and F.

[0018] In some preferred embodiments, the average departure delay time is calculated as follows:

[0019]

[0020] ATD mir =STD mir +T 推出 +T mir

[0021]

[0022] in, represents the average departure delay time of the mth de-icing mode, Delay mir The departure delay time of the ith flight taking off from runway direction r in the mth deicing mode, ATD mir The actual departure time of the ith flight taking off from runway direction r for the mth deicing mode, STD mir is the scheduled departure time of the ith flight taking off from the runway in the mth deicing mode in the direction r, δ is the airport standard ground taxiing time, T 推出 Indicates the time it takes for a flight to be pushed out from the parking stand to the waiting stand.

[0023] In some preferred embodiments, the normal release rate is calculated as follows:

[0024]

[0025]

[0026] in, represents the normal dispatch rate of the mth deicing operation mode, X mir Indicates whether the i-th flight taking off using runway running direction r is a normal flight.

[0027] In some preferred embodiments, the secondary deicing demand ratio of the two-step flight is calculated as follows:

[0028]

[0029]

[0030]

[0031] in, is the secondary deicing demand ratio of the two-step flight in the mth deicing operation mode, σ II is the holding time standard for Type II anti-icing fluid, σ kI is the one-step de-icing operation time for K-type aircraft, σ I is the average deicing operation time of one-step method, Y mir Indicates whether the i-th flight taking off in the m-th deicing mode using the runway operating direction r needs secondary deicing.

[0032] In some preferred embodiments, the hourly peak deicing sorties are calculated as follows:

[0033]

[0034]

[0035] in, is the hourly peak de-icing sorties in the mth de-icing operation mode, W pstk Indicates W in the mth deicing mode PS The de-icing station completes the de-icing of Class K flights within t hours, W PC De-icing pad W P Hourly de-icing guarantee capability, n Kt is the proportion of K-type flights within hour t, and S represents the available de-icing resources.

[0036] In some preferred embodiments, the average hourly de-icing times during the reversing process is calculated as follows:

[0037]

[0038] in, The mth deicing operation mode in the switching process Δ t Average hourly de-icing sorties in For the commutation process Δ t The number of de-icing resources available, De-icing position W for the switching process ps Completed de-icing of Category K flights, t x Indicates the switching time, and N2 indicates the number of hours the switching lasts.

[0039] In some preferred embodiments, the average departure delay time of the switching process is calculated as follows:

[0040]

[0041]

[0042] in, Delay represents the average departure delay time during the switching process. mi2Δt For the mth deicing operation mode, the runway is reversed in Δ t The departure delay time of the i-th flight using runway direction 2 in time, is Δ t The number of flights requiring de-icing during the period, is Δ t -The number of flights that did not complete de-icing during the 1 period.

[0043] In some preferred embodiments, the average slip time of the switching process is calculated as follows:

[0044]

[0045] in, Indicates the average slip time of the commutation process, T mi2Δt For the mth deicing operation mode, the runway is reversed in Δ t The taxi-out time of the i-th flight using runway operation direction 2 during time.

[0046] In some preferred embodiments, the optimal deicing operation mode under the wind direction switching and runway reversal condition is obtained by combining the parameters in the whole-day overall operation efficiency parameter set and the parameters in the reversing process efficiency parameter set through a pre-constructed deicing operation efficiency constraint function, and the method is as follows:

[0047] maxZ=max(α delay +α taxi +α τ +α π +α A +β A +β delay +β taxi )

[0048] Among them, αdelay Indicates that the average departure delay time in the optimized de-icing pad mode is a positive or negative change vector. The optimized de-icing pad mode is the de-icing operation mode when the wind direction switches and the runway changes direction. α taxi Indicates that the average sliding time in the optimized de-icing mode is a positive or negative change vector, α τ Indicates whether the normal release rate in the optimized de-icing pad mode is a positive or negative change vector, α π Indicates that the secondary deicing demand ratio of two-step flights in the optimized deicing pad mode is a positive or negative change vector, α A Indicates whether the hourly peak de-icing sorties in the optimized de-icing pad mode are positive or negative change vectors, β A Indicates whether the average hourly de-icing sorties are positive or negative change vectors during the switching process of the optimized de-icing pad mode, β delay Indicates whether the average departure delay time during the switching process of the optimized de-icing pad mode is a positive or negative change vector, β taxi Indicates that the average sliding time during the switching process of the optimized de-icing pad mode is a positive or negative change vector, α delay , α taxi , α τ , α π , α A , β A , β delay , β taxi By comparing the average departure delay time, average taxi-out time, normal release rate, secondary de-icing demand ratio of two-step flights, hourly peak de-icing sorties, average hourly de-icing sorties during reversing, average departure delay time during reversing, and average taxi-out time during reversing of the existing de-icing pad mode and the optimized de-icing pad mode, the optimized de-icing pad mode corresponding to the largest Z value is the optimal de-icing operation mode under the condition of optimal wind direction switching and runway reversal.

[0049] Beneficial effects of the present invention:

[0050] The present invention realizes the calculation of the efficiency of the airport deicing operation mode when the wind direction switches and the runway changes direction, thereby realizing the efficient optimization configuration of the airport deicing support resources and maximizing the deicing efficiency.

[0051] 1) Based on the existing deicing resources and deicing operation modes of the airport, the present invention considers the deicing operation requirements, deicing operation process and deicing resource scheduling during the wind direction switching runway reversal process, and provides a reliable efficiency calculation method and implementation path for the airport to implement different deicing operation modes under the conditions of wind direction switching runway reversal, and studies whether there are one or more feasible and efficient optimized deicing operation mode schemes under the conditions of wind direction switching runway reversal. It provides technical method support for the airport to calculate the overall operating efficiency level under different deicing operation modes under the conditions of wind direction switching runway reversal, the efficiency level during the reversal process, and to carry out the deicing operation mode optimization work, and provides a decision-making basis for the airport to maximize the efficiency of the deicing operation mode under the conditions of wind direction switching runway reversal, thereby realizing the efficient and optimal allocation of airport deicing support resources, and effectively filling the gap in the lack of technical calculation method for the efficiency of airport deicing operation mode under the conditions of wind direction switching runway reversal in my country;

[0052] 2) The present invention can clarify the overall operating efficiency level and the reversing process efficiency level of different de-icing modes under the conditions of wind direction switching and runway reversal through calculation, with the goal of maximizing the positive change vector of efficiency improvement, and select the optimized de-icing operation mode with maximized efficiency through calculation and comparison, so as to improve the de-icing operation efficiency and overall operation efficiency under the conditions of wind direction switching and runway reversal at the airport. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] Other features, objects and advantages of the present application will become more apparent by reading the detailed description of non-limiting embodiments made with reference to the following drawings.

[0054] Figure 1 It is a flow chart of a method for calculating the efficiency of an airport deicing operation mode based on wind direction switching and runway reversal according to an embodiment of the present invention;

[0055] Figure 2 is a schematic diagram of different conflict types experienced by an aircraft in a taxiing process from a surface to a de-icing position according to an embodiment of the present invention;

[0056] Figure 3 It is a schematic diagram of the layout of the existing de-icing pad at the Capital Airport according to an embodiment of the present invention;

[0057] Figure 4 This is a schematic diagram of some flight plan data for Beijing Capital Airport on December 14, 2023 according to an embodiment of the present invention;

[0058] Figure 5 It is a schematic diagram comparing the calculation results of each parameter in the scheme 1 and scheme 2 of an embodiment of the present invention and the parameter set of the overall operation efficiency of the existing deicing operation mode throughout the day;

[0059] Figure 6It is a schematic diagram comparing the calculation results of various parameters in Schemes 1 and 2 of an embodiment of the present invention and the efficiency parameter set of the reversing process in the existing deicing operation mode. DETAILED DESCRIPTION

[0060] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution in the embodiment of the present invention will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the described embodiment is a part of the embodiment of the present invention, not all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0061] The present application will be further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the relevant invention, rather than to limit the invention. It is also necessary to explain that, for ease of description, only the parts related to the relevant invention are shown in the accompanying drawings.

[0062] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application may be combined with each other.

[0063] A method for calculating the efficiency of an airport deicing operation mode based on wind direction switching and runway reversal in a first embodiment of the present invention is used to obtain the optimal deicing operation mode under wind direction switching and runway reversal conditions, and to allocate the activation of airport deicing pads, such as Figure 1 As shown, the following steps are included:

[0064] S100, collecting airport related data as input data;

[0065] S200, based on the input data, calculating each parameter in two sets, a set of overall operation efficiency parameters for the whole day and a set of efficiency parameters for the reversing process, corresponding to each deicing operation mode; the deicing operation mode includes an existing deicing operation mode, a deicing operation mode under one or more wind direction switching and runway reversing conditions;

[0066] S300, combining each parameter in the whole-day overall operation efficiency parameter set and each parameter in the reversing process efficiency parameter set, and obtaining the optimal deicing operation mode under the wind direction switching and runway reversing condition through a pre-constructed deicing operation efficiency constraint function.

[0067] In order to more clearly illustrate the method for calculating the efficiency of the airport deicing operation mode based on wind direction switching and runway reversal of the present invention, the following is combined with the attached Figure 1 Each step in an embodiment of the method of the present invention is described in detail.

[0068] S100, collecting airport related data as input data;

[0069] In this embodiment, airport-related data is first collected, including the airport floor plan, parking location map, stand allocation rule set, ground taxi route set, airport standard ground taxi time δ, flight plan data (including serial number, flight number, registration number, aircraft model K, starting airport, destination airport, planned launch time STD mir or planned landing time, used parking space, used runway), proportion of flights of type K aircraft n K , aircraft ground average taxiing speed V 地 , existing de-icing resource distribution, activated de-icing pad set W P , De-icing Terrace W P Enable de-ice position W P1 , W P2 , ..., W PS (Total S available deicing resources), current deicing operation mode DE 现 , Two-step deicing operation time T for K-type aircraft flights mirk 、Type II anti-icing fluid retention time standardσ II , one-step de-icing operation time for K-type aircraft σ kI , the time from the start of guidance to the start of deicing at the deicing position T mir引导-除冰位 , Check time after flight de-icing is completed Multiple optimized de-icing operation mode schemes DE 优 、De-icing Terrace P Hourly de-icing guarantee capacity W PC .

[0070] S200, based on the input data, calculating each parameter in two sets, a set of overall operation efficiency parameters for the whole day and a set of efficiency parameters for the reversing process, corresponding to each deicing operation mode; the deicing operation mode includes an existing deicing operation mode, a deicing operation mode under one or more wind direction switching and runway reversing conditions;

[0071] In this embodiment, DE m represents the mth deicing operation mode, m includes the existing deicing operation mode DE 现 and optimized de-icing pad mode scheme set DE 优 (DE 优 Collection by DE 优1 ,DE 优2 ...DE 优x A combination of two or more schemes, i.e. de-icing operation mode when wind direction switches and runway reversal occurs).

[0072] Based on the input data, calculate the overall operating efficiency parameter set EFF corresponding to each deicing operation mode 总 , Commutation process efficiency parameter set EFF 换The overall operation efficiency parameter set for the whole day includes the average taxi-out time, the average departure delay time, the normal release rate, the proportion of secondary de-icing demand for two-step flights, and the hourly peak de-icing flights; the efficiency parameter set for the reversing process includes the average hourly de-icing flights during the reversing process, the average departure delay time during the reversing process, and the average taxi-out time during the reversing process. The specific calculation methods for each parameter are as follows:

[0073] (I) Calculation of average slide-out time

[0074] The airport is located at x At time T, the wind direction changes and the runway changes direction. The number of departing flights before the change is N, and the number of departing flights after the change is M. mir The taxi-out time of the ith flight taking off in the mth deicing mode using the runway direction r (where r=1 or 2 indicates that the runway direction used before and after the reversal is direction 1 and direction 2, respectively), is the average slide-out time of the mth deicing mode.

[0075] Average taxi-out time = total taxi-out time / total number of departing flights = (total taxi-out time of all departing flights before the diversion + total taxi-out time of all departing flights after the diversion) / (number of departing flights before the diversion + number of departing flights after the diversion), then:

[0076]

[0077]

[0078] Among them, T mir推出-除冰等待点 It represents the taxiing time of the ith flight taking off from the stand to the de-icing holding point in the mth de-icing mode using the runway direction r, including the undisturbed normal taxiing time from the stand to the de-icing holding point (i.e. the normal taxiing time when the aircraft taxis from the parking stand to the de-icing stand without experiencing conflicts) + Conflict delay time during taxiing (i.e. the delay time when the aircraft experiences different types of conflicts from the parking position to the de-icing position) Where R 1 (t) is the number of aircraft pushed out of the apron and taxiway system, is a parameter that depends on the airport and runway configuration ( Determination: Through statistical research on the average taxiing time T of a large number of departure flights from the airport from pushback to the de-icing waiting point mir推出-除冰等待点 and the number of aircraft pushed out of the apron and taxiway systems at the same time during the taxiing of the flight. 1 (t) is determined based on the distance the aircraft is pushed back to the de-icing holding point and the ground taxiing speed. ). Let D mir推出-除冰等待点The distance from pushback to the de-icing holding point for the ith flight taking off in the mth de-icing mode using runway direction r is:

[0079]

[0080] Considering that the aircraft will experience different types of conflicts and corresponding conflict delays during the taxiing process to the de-icing position, Indicates the different types of conflicts experienced by aircraft during taxiing from the surface to the de-icing station (such as Figure 2 As shown in the figure, including the probability of experiencing no conflict y=0, experiencing a crossing conflict y=1, a rear-end conflict y=2 and a head-on conflict y=3), that is, the probability of an aircraft experiencing different types of conflicts during taxiing (this probability is determined by statistically analyzing the number of conflicts experienced by historical operating flights at the study airport during their departure process), then Assume that the taxiing time of aircraft i when experiencing different conflict types is It is further determined that:

[0081]

[0082]

[0083] T mir除冰等待 It indicates the time that the i-th flight taking off in the m-th de-icing mode using the runway running direction r waits for de-icing at the de-icing holding point. If there are three types of conflicts, then T miwk is the time that the i-th flight in the m-th deicing mode waits for a K-class flight at the deicing waiting point w, N miwk is the number of K-type flights waiting for deicing in front of the ith flight at the deicing waiting point position w of the mth deicing mode, S it The number of de-icing resources available at time t for flight i’s de-icing requirement is:

[0084]

[0085] Among them, T mir引导-除冰位 It represents the time from the de-icing waiting point to the de-icing position for the i-th flight taking off in the m-th de-icing mode using the runway running direction r, which is set as a fixed value. mirk It indicates the two-step deicing operation time of the i-th flight taking off from the runway in the m-th deicing mode with the direction r of the runway, and the aircraft type is k, k = A~F, a total of 6 types, Indicates the inspection time after de-icing is completed, set to a fixed value, T mir除冰结束-RWYrepresents the taxiing time from the end of deicing to the runway entrance of the ith flight in the mth deicing mode (i.e., the taxiing time when the flight experiences different conflict types during the taxiing process from the end of deicing to the runway entrance). Considering that the aircraft will experience different conflict types and generate corresponding conflict delays during the process of deicing and heading to the runway entrance, R 2 (t) is the number of aircraft in the taxiway system within the taxiway route, is a parameter that depends on the airport and runway configuration ( Determination: Through statistical research on the average taxiing time from the end of de-icing to the runway entrance of a large number of departure flights in the airport history and the number of aircraft in the taxiway system that are within the taxiing route when the flight is taxiing, R 2 (t) is determined based on the distance from the aircraft de-icing to the runway threshold and the ground taxiing speed. The optimal value of D mir除冰结束-RWY is the distance from the end of deicing to the runway entrance for the ith flight taking off in the mth deicing mode using the runway direction r. According to the taxiing conflict type and delay calculation method, let represents the probability of the aircraft experiencing different types of conflicts during the taxiing process from the end of de-icing to the runway entrance, then Assume that the taxiing time of aircraft i when experiencing different conflict types is Then we have:

[0086]

[0087]

[0088] If there are three types of conflicts,

[0089] 1. Average departure delay time

[0090] Set Delay mir is the departure delay time of the ith flight taking off from runway direction r using the mth de-icing mode, is the average departure delay time of the mth de-icing mode.

[0091] Average departure delay time = total departure delay time / total departure flights = (total departure delay time of all departure flights before the diversion + total departure delay time of all departure flights after the diversion) / (number of departure flights before the diversion + number of departure flights after the diversion), then:

[0092] ATD mir =STD mir +T 推出 +T mir

[0093]

[0094] Among them, ATD mir The actual departure time of the ith flight taking off from runway direction r for the mth deicing mode, STD mir is the scheduled departure time of the ith flight taking off from the runway in the mth deicing mode in the direction r, δ is the airport standard ground taxiing time, which is a fixed value, and T 推出 Indicates the time it takes for a flight to be pushed out from the parking stand to the waiting stand.

[0095] (III) Normal release rate

[0096] Normal release rate = total number of normal flights released / total number of departing flights = (total number of normal departing flights released before the diversion + total number of normal departing flights released after the diversion) / (number of departing flights before the diversion + number of departing flights after the diversion), then:

[0097]

[0098]

[0099] in, represents the normal dispatch rate of the mth deicing operation mode, X mir Indicates whether the i-th flight taking off using runway running direction r is a normal flight.

[0100] (IV) Proportion of secondary deicing demand for two-step flights

[0101] Assume that the retention time standard of type II anti-icing fluid is σ II , is the secondary deicing demand ratio of the two-step flight in the mth deicing operation mode, σ kI is the one-step de-icing operation time for K-type aircraft, σ I is the average deicing operation time of one-step method, Y mir Indicates whether the i-th flight taking off in the m-th deicing mode using the runway operating direction r needs secondary deicing.

[0102] To determine whether flight i needs secondary deicing, it is only necessary to calculate the time from the start of deicing to the runway entrance minus the one-step deicing time and the time standard σ for maintaining the type II anti-icing fluid. II For comparison, if it is greater than σ II , then the flight needs secondary de-icing. If it is less than or equal to, then the flight does not need secondary de-icing.

[0103] The proportion of secondary deicing requirements for two-step flights = (the total number of departing flights that require secondary deicing before the reversal + the total number of departing flights that require secondary deicing after the reversal) / (the number of departing flights before the reversal + the number of departing flights after the reversal):

[0104]

[0105]

[0106]

[0107] (V) Hourly peak de-icing flights

[0108] set up The hourly peak de-icing sorties in the mth de-icing operation mode, with de-icing pad W enabled P The de-icing pad is enabled at the de-icing position W. P1 , W P2 , ..., W PS (Total S available deicing resources), in the mth deicing mode W PS The number of de-icing operations for Class K flights completed within t hours (0≤t≤23, an integer) is W. pstk , W PC De-icing pad W P Hourly de-icing guarantee capability, n Kt is the proportion of K-type flights within t hours.

[0109] Peak de-icing sorties per hour = Maximum number of de-icing sorties per hour

[0110]

[0111]

[0112] (VI) Average hourly de-icing flights during the reversing process

[0113] In order to consider the de-icing resource allocation, reduced operating efficiency and delay caused by runway reversal during wind direction switching, the reversal process is preferably considered to last for three hours after the reversal moment, that is, N2=3, N2 represents the number of hours of reversal, then the reversal process time period Δ t ∈[t x ,t x +3].

[0114] During the switching process, some deicing resources are not available for switching, resulting in a reduction in available deicing resources. t The number of de-icing resources available is De-icing position during reversing process W ps The number of K-category flights de-iced was The mth deicing operation mode is in the switching process Δ t Average number of de-icing sorties per hour

[0115] According to the average hourly de-icing sorties during the reversing process = the sum of the three-hour de-icing sorties / 3, then:

[0116]

[0117] (VII) Average departure delay time during the reversal process

[0118] Delay mi2Δt For the mth deicing operation mode, the runway is reversed in Δ t The departure delay time of the i-th flight using runway direction 2 in time, is Δ t The number of flights requiring de-icing during the period, is Δ t -The number of flights that did not complete de-icing during the 1 period.

[0119] Average departure delay time during the reversal process = total departure delay time for three hours / 3

[0120]

[0121]

[0122] (VIII) Average slip time during the switching process

[0123] T mi2Δt For the mth deicing operation mode, the runway is reversed in Δ t The taxi-out time of the i-th flight using runway operation direction 2 in time is:

[0124]

[0125] S300, combining each parameter in the whole-day overall operation efficiency parameter set and each parameter in the reversing process efficiency parameter set, and obtaining the optimal deicing operation mode under the wind direction switching and runway reversing condition through a pre-constructed deicing operation efficiency constraint function.

[0126] In this embodiment, a pre-constructed deicing operation efficiency constraint function, i.e., an objective function, is established, which represents the maximization of the number of efficiency parameters of the efficiency improvement (i.e., positive change) of the optimized deicing operation mode. The goal is to compare the parameters in the set of all-day overall operation efficiency parameters and the parameters in the combination of the efficiency parameters of the reversing process of different optimized deicing operation modes with the existing deicing operation mode. The more the number of efficiency parameters of the efficiency improvement (i.e., positive change) is, the better the optimized deicing operation mode is, so as to provide a calculation method for the efficiency of different deicing operation modes based on the wind direction switching runway reversal, and provide a reliable calculation method and implementation path for selecting a feasible optimized deicing operation mode scheme under the wind direction switching runway reversal.

[0127] The pre-built de-icing operation efficiency constraint function is:

[0128] maxZ=max(α delay +α taxi +α τ +α π +α A +β A +β delay +β taxi )

[0129] Among them, α delay Indicates that the average departure delay time in the optimized de-icing pad mode is a positive or negative change vector. The optimized de-icing pad mode is the de-icing operation mode under the condition of wind direction switching and runway reversal (that is, the de-icing operation mode proposed based on the existing de-icing operation mode under the condition of wind direction switching and runway reversal). α taxi Indicates that the average sliding time in the optimized de-icing mode is a positive or negative change vector, α τ Indicates whether the normal release rate in the optimized de-icing pad mode is a positive or negative change vector, α π Indicates that the secondary deicing demand ratio of two-step flights in the optimized deicing pad mode is a positive or negative change vector, α A Indicates whether the hourly peak de-icing sorties in the optimized de-icing pad mode are positive or negative change vectors, β A Indicates whether the average hourly de-icing sorties are positive or negative change vectors during the switching process of the optimized de-icing pad mode, β delay Indicates whether the average departure delay time during the switching process of the optimized de-icing pad mode is a positive or negative change vector, β taxi It indicates that the average sliding time during the switching process of the optimized de-icing lawn mode is a positive or reverse change vector.

[0130]

[0131]

[0132]

[0133]

[0134]

[0135]

[0136]

[0137]

[0138] In order to facilitate a clearer understanding of the method of the present invention, specific examples are given below:

[0139] Taking Beijing Capital Airport as an example, there are three runways and seven de-icing pads. The west area includes de-icing pads 1, 2 and 7, and the east area includes de-icing pads 3, 4, 8 and 9. The layout of the de-icing pads is shown below: Figure 4 The current de-icing operation mode is to activate the corresponding fixed-point de-icing pad according to the direction of the runway, and select the nearest runway for takeoff. That is, when running north, de-icing pads 1-2-3-4 are activated; when running south, de-icing pads 7-8-9 are activated. Select the flight plan data for December 14, 2023 (part of the flight plan data is as follows Figure 4 The total number of flights on that day was 737, and the wind direction changed from south to north at 11 o'clock.

[0140] In view of the shortcomings of the existing de-icing operation mode and the goal of improving de-icing support capabilities and airport operation efficiency, two preliminary feasible optimization operation mode schemes are proposed under the condition of wind direction switching and runway reversal. Scheme 1 is DE 优1 (i.e. the fixed deicing pad in the west area remains unchanged, 2789 is activated to the south and 2734 is activated to the north). Plan 2 is DE 优2 (That is, after the switch, the de-icing pads in the east and west areas remain fixed, and 1234 de-icing pads are activated to the south and 1234 to the north).

[0141] Solution 1: DE 优1 Solution 2DE 优2 The comparison of the calculation results of the parameters in the overall operating efficiency parameter set of the existing deicing operation mode and the parameters in the combination of the switching process efficiency parameters is shown in the figure. Figure 5 , Figure 6 Therefore, Scheme 1DE 优1 Compared with the existing de-icing operation mode DE 现 There are 6 positive change vectors in total. Scheme 2 DE 优2 Compared with the existing de-icing operation mode DE 现 There are 2 positive change vectors in total, so we can conclude that DE 优1The number of positive change vectors is greater than DE 优2 According to the objective function, Scheme 1DE 优1 In order to achieve a relatively optimal de-icing operation mode, de-icing pad allocation is carried out according to Plan 1.

[0142] A second embodiment of the present invention is a system for calculating the efficiency of airport deicing operation modes based on wind direction switching and runway reversal, which is used to obtain the optimal deicing operation mode under the condition of wind direction switching and runway reversal, and to perform activation allocation of airport deicing pads. The system includes:

[0143] a data collection module configured to collect airport-related data as input data;

[0144] A parameter calculation module is configured to calculate each parameter in two sets, a set of overall operation efficiency parameters for the whole day and a set of reversing process efficiency parameters, corresponding to each deicing operation mode based on input data; the deicing operation mode includes an existing deicing operation mode and a deicing operation mode under one or more wind direction switching and runway reversing conditions;

[0145] The overall operation efficiency parameter set for the whole day includes the average taxi-out time, the average departure delay time, the normal release rate, the secondary de-icing demand ratio of two-step flights, and the hourly peak de-icing flights; the switching process efficiency parameter set includes the average hourly de-icing flights of the switching process, the average departure delay time of the switching process, and the average taxi-out time of the switching process;

[0146] The method for obtaining the average taxiing time is as follows: calculating the normal taxiing time of the aircraft without experiencing conflicts during taxiing from the parking position to the de-icing position; calculating the probability of the aircraft experiencing different conflict types during taxiing from the parking position to the de-icing position; calculating the delay time when the aircraft experiences different conflict types from the parking position to the de-icing position according to the probability; the conflict types include crossing conflicts, rear-end conflicts, and head-on conflicts; based on the normal taxiing time when the aircraft does not experience conflicts during taxiing from the parking position to the de-icing position and the delay time when the aircraft experiences different conflict types during taxiing from the parking position to the de-icing position, calculating the taxiing time when the aircraft experiences different conflict types during taxiing from the parking position to the de-icing position, and then combining the time the flight waits for deicing at the de-icing waiting point, the time the flight starts to be guided from the de-icing waiting point to the time the flight enters the de-icing position to start deicing, the two-step deicing operation time of the flight being a K-type aircraft, the inspection time after deicing is completed, and the taxiing time when the flight experiences different conflict types during taxiing from the end of deicing to the runway entrance, the average taxiing time is calculated;

[0147] The optimal acquisition module is configured to combine the parameters in the overall operation efficiency parameter set of the whole day and the efficiency parameter combination of the reversing process, and obtain the optimal deicing operation mode under the wind direction switching runway reversal condition through a pre-built deicing operation efficiency constraint function.

[0148] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process and related instructions of the system described above can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0149] It should be noted that the above embodiment provides an airport de-icing operation mode efficiency calculation system based on wind direction switching and runway reversal, and only uses the division of the above functional modules as an example. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the modules or steps in the embodiments of the present invention can be decomposed or combined. For example, the modules in the above embodiments can be combined into one module, or further divided into multiple sub-modules to complete all or part of the functions described above. The names of the modules and steps involved in the embodiments of the present invention are only for distinguishing the modules or steps, and are not regarded as improper limitations on the present invention.

[0150] A third embodiment of the present invention provides a device for calculating the efficiency of an airport de-icing operation mode based on wind direction switching and runway reversal, comprising at least one processor; and a memory communicatively connected to at least one of the processors; wherein the memory stores instructions executable by the processor, and the instructions are used to be executed by the processor to implement the above-mentioned method for calculating the efficiency of an airport de-icing operation mode based on wind direction switching and runway reversal.

[0151] A computer-readable storage medium according to a fourth embodiment of the present invention stores computer instructions, and the computer instructions are used to be executed by the computer to implement the above-mentioned method for calculating the efficiency of an airport de-icing operation mode based on wind direction switching and runway reversal.

[0152] Technicians in the technical field can clearly understand that, for the convenience and simplicity of description, the specific working process and related instructions of the above-described airport de-icing operation mode efficiency calculation device based on wind direction switching and runway reversing, and the readable storage medium can refer to the corresponding process in the aforementioned method example and will not be repeated here.

[0153] Those skilled in the art should be able to appreciate that the modules and method steps of each example described in conjunction with the embodiments disclosed herein can be implemented with electronic hardware, computer software or a combination of the two, and the programs corresponding to the software modules and method steps can be placed in random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disks, removable disks, CD-ROMs, or any other form of storage medium known in the technical field. In order to clearly illustrate the interchangeability of electronic hardware and software, the composition and steps of each example have been generally described in the above description according to the function. Whether these functions are performed in electronic hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present invention.

[0154] The terms "first", "second", "third", etc. are used to distinguish similar objects rather than to describe or indicate a particular order or sequence.

[0155] So far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present invention is obviously not limited to these specific embodiments. Without departing from the principle of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the protection scope of the present invention.

Claims

1. A method for calculating the efficiency of airport deicing operation mode based on wind direction switching and runway reversal, which is used to obtain the optimal deicing operation mode under the condition of wind direction switching and runway reversal, and to allocate the activation of airport deicing pads, characterized in that: The method includes: S100, collecting airport related data as input data; S200, based on the input data, calculate each parameter in two sets, namely, a set of all-day overall operation efficiency parameters and a set of reversing process efficiency parameters corresponding to each de-icing operation mode; the de-icing operation mode includes an existing de-icing operation mode, and a de-icing operation mode under one or more wind direction switching and runway reversing conditions; the set of all-day overall operation efficiency parameters includes an average taxi-out time, an average departure delay time, a normal release rate, a ratio of secondary de-icing requirements for two-step flights, and hourly peak de-icing flights; the set of reversing process efficiency parameters includes an average hourly de-icing flight number during the reversing process, an average departure delay time during the reversing process, and an average taxi-out time during the reversing process; The method for obtaining the average taxiing time is as follows: calculating the normal taxiing time of the aircraft without experiencing conflicts during taxiing from the parking position to the de-icing position; calculating the probability of the aircraft experiencing different conflict types during taxiing from the parking position to the de-icing position; calculating the delay time when the aircraft experiences different conflict types from the parking position to the de-icing position according to the probability; the conflict types include crossing conflicts, rear-end conflicts, and head-on conflicts; based on the normal taxiing time when the aircraft does not experience conflicts during taxiing from the parking position to the de-icing position and the delay time when the aircraft experiences different conflict types during taxiing from the parking position to the de-icing position, calculating the taxiing time when the aircraft experiences different conflict types during taxiing from the parking position to the de-icing position, and then combining the time the flight waits for deicing at the de-icing waiting point, the time the flight starts to be guided from the de-icing waiting point to the time the flight enters the de-icing position to start deicing, the two-step deicing operation time of the flight being a K-type aircraft, the inspection time after deicing is completed, and the taxiing time when the flight experiences different conflict types during taxiing from the end of deicing to the runway entrance, the average taxiing time is calculated; S300, combining each parameter in the whole-day overall operation efficiency parameter set and each parameter in the reversing process efficiency parameter set, and obtaining the optimal deicing operation mode under the wind direction switching and runway reversing condition through a pre-constructed deicing operation efficiency constraint function.

2. The method for calculating the efficiency of airport deicing operation mode based on wind direction switching and runway reversal according to claim 1 is characterized in that: The average slide-out time is calculated as: in, represents the average taxi-out time of the mth de-icing mode, N represents the number of departing flights before the diversion, M represents the number of departing flights after the diversion, T mir is the taxi-out time of the ith flight taking off in the mth deicing mode using the runway direction r, where r = 1 or r = 2 means the runway direction used before and after the reversal is direction 1 or direction 2, respectively. mir推出-除冰等待点 represents the taxiing time of the ith flight taking off from the stand to the de-icing holding point in the mth de-icing mode using the runway direction r, It indicates the normal taxiing time without disturbance from the push-out stand to the de-icing holding point, that is, the normal taxiing time when the aircraft taxis from the parking stand to the de-icing stand without experiencing any conflict. It represents the delay time when the aircraft experiences different types of conflicts from the parking position to the de-icing position. N1 represents the number of conflict types. represents the probability of an aircraft experiencing different types of conflicts during taxiing from the parking position to the de-icing position, R1(t) is the number of aircraft that have been pushed out of the apron and taxiway system, and D mir推出-除冰等待点 The distance from pushback to the de-icing holding point for the ith flight taking off in the mth de-icing mode using runway direction r, V 地 represents the average ground taxiing speed of the aircraft, T mir除冰等待 T represents the time that the ith flight taking off in the mth de-icing mode using the runway direction r waits for de-icing at the de-icing holding point, miwk is the time that the i-th flight in the m-th deicing mode waits for a K-class flight at the deicing waiting point w, N miwk is the number of K-type flights waiting for deicing in front of the ith flight at the deicing waiting point position w of the mth deicing mode, S it is the amount of de-icing resources available at time t for flight i’s de-icing demand, T mir引导-除冰位 T represents the time from the de-icing holding point to the de-icing position for the i-th flight taking off in the m-th de-icing mode using the runway direction r, T mirk It indicates the two-step deicing operation time of the i-th flight of type K taking off in the m-th deicing mode using the runway running direction r, Indicates the inspection time after de-icing is completed, T mir除冰结束-RWY represents the taxiing time from the end of deicing to the runway entrance of the ith flight in the mth deicing mode, that is, the taxiing time when the flight experiences different conflict types during the taxiing process from the end of deicing to the runway entrance. represents the probability of the aircraft experiencing different types of conflicts during the taxiing process from the end of de-icing to the runway entrance, D mir除冰结束-RWY is the distance from the end of deicing to the runway threshold for the ith flight taking off in the mth deicing mode using runway operation direction r, R2(t) is the number of aircraft in the taxiway system within the taxiway route, They are all parameters that depend on the airport and runway configuration. k represents the aircraft type, and there are six types: A, B, C, D, E, and F.

3. The method for calculating the efficiency of airport deicing operation mode based on wind direction switching and runway reversal according to claim 2 is characterized in that: The average departure delay time is calculated as follows: in, represents the average departure delay time of the mth de-icing mode, Delay mir The departure delay time of the ith flight taking off from runway direction r in the mth deicing mode, ATD mir The actual departure time of the ith flight taking off from runway direction r for the mth deicing mode, STD mir is the scheduled departure time of the ith flight taking off from the runway in the mth deicing mode in the direction r, δ is the airport standard ground taxiing time, T 推出 Indicates the time it takes for a flight to be pushed out from the parking stand to the waiting stand.

4. The method for calculating the efficiency of airport deicing operation mode based on wind direction switching and runway reversal according to claim 3 is characterized in that: The normal release rate is calculated as follows: in, represents the normal dispatch rate of the mth deicing operation mode, X mir Indicates whether the i-th flight taking off using runway running direction r is a normal flight.

5. The method for calculating the efficiency of airport deicing operation mode based on wind direction switching and runway reversal according to claim 4 is characterized in that: The calculation method of the secondary deicing demand ratio of the two-step flight is: in, is the secondary deicing demand ratio of the two-step flight in the mth deicing operation mode, σ II is the holding time standard for Type II anti-icing fluid, σ kI is the one-step de-icing operation time for K-type aircraft, σ I is the average deicing operation time of one-step method, Y mir Indicates whether the i-th flight taking off in the m-th deicing mode using the runway operating direction r needs secondary deicing.

6. The method for calculating the efficiency of airport deicing operation mode based on wind direction switching and runway reversal according to claim 5, characterized in that: The hourly peak de-icing sorties are calculated as follows: in, is the hourly peak de-icing sorties in the mth de-icing operation mode, W pstk Indicates W in the mth deicing mode PS The de-icing station completes the de-icing of Class K flights within t hours, W PC De-icing pad W P Hourly de-icing guarantee capability, n Kt is the proportion of K-type flights within t hours, S represents the available de-icing resources, is the commutation process Δ t The amount of de-icing resources available, the reversal process is the process of wind direction switching and runway reversal, De-icing position W for the switching process ps Completed de-icing of Category K flights, Δ t is the duration of the switching process.

7. The method for calculating the efficiency of airport deicing operation mode based on wind direction switching and runway reversal according to claim 6, characterized in that: The average hourly de-icing sorties during the reversing process are calculated as follows: in, The mth deicing operation mode in the switching process Δ t Average hourly de-icing sorties in is the commutation process Δ t The number of de-icing resources available, De-icing position W for the switching process ps Completed de-icing of Category K flights, t x Indicates the switching time, and N2 indicates the number of hours the switching lasts.

8. The method for calculating the efficiency of airport deicing operation mode based on wind direction switching and runway reversal according to claim 7, characterized in that: The average departure delay time of the reversing process is calculated as follows: in, Delay represents the average departure delay time during the switching process. mi2Δt For the mth deicing operation mode, the runway is reversed in Δ t The departure delay time of the i-th flight using runway direction 2 in time, is Δ t The number of flights requiring de-icing during the period, is Δ t -The number of flights that did not complete de-icing during the 1 period.

9. The method for calculating the efficiency of airport deicing operation mode based on wind direction switching and runway reversal according to claim 8, characterized in that: The average slip time of the commutation process is calculated as follows: in, Indicates the average slip time of the commutation process, T mi2Δt For the mth deicing operation mode, the runway is reversed in Δ t The taxi-out time of the i-th flight using runway operation direction 2 during time.

10. The method for calculating the efficiency of airport deicing operation mode based on wind direction switching and runway reversal according to claim 9, characterized in that: Combining the parameters in the overall day operation efficiency parameter set and the parameters in the reversing process efficiency parameter set, the optimal deicing operation mode under the wind direction switching and runway reversing condition is obtained through a pre-constructed deicing operation efficiency constraint function, and the method is as follows: maxZ=max(α delay +a taxi +a τ +a π +a A +b A +b delay +b taxi ); Among them, α delay Indicates that the average departure delay time in the optimized de-icing pad mode is a positive or negative change vector. The optimized de-icing pad mode is the de-icing operation mode when the wind direction switches and the runway changes direction. α taxi Indicates that the average sliding time in the optimized de-icing mode is a positive or negative change vector, α τ Indicates whether the normal release rate in the optimized de-icing pad mode is a positive or negative change vector, α π Indicates that the secondary deicing demand ratio of two-step flights in the optimized deicing pad mode is a positive or negative change vector, α A Indicates whether the hourly peak de-icing sorties in the optimized de-icing pad mode are positive or negative change vectors, β A Indicates whether the average hourly de-icing sorties are positive or negative change vectors during the switching process of the optimized de-icing pad mode, β delay Indicates whether the average departure delay time during the switching process of the optimized de-icing pad mode is a positive or negative change vector, β taxi Indicates that the average sliding time during the switching process of the optimized de-icing pad mode is a positive or negative change vector, α delay , α taxi , α τ , α π , α A , β A , β delay , β taxi The optimized de-icing pad mode corresponding to the largest Z value is obtained by comparing the average departure delay time, average taxi-out time, normal release rate, secondary de-icing demand ratio of two-step flights, hourly peak de-icing sorties, average hourly de-icing sorties during reversing, average departure delay time during reversing, and average taxi-out time during reversing under the conditions of optimal wind direction switching and runway reversal.

Images