Capacity evaluation method for vertical take-off and landing field with double take-off and

Abstract

The invention discloses a capacity evaluation method for a vertical take-off and landing field with double take-off and landing lands. The method comprises the following steps: determining basic data; determining a planar graph of the vertical takeoff and landing field according to the basic data of the takeoff and landing pad, the aircraft position and the taxiway of the vertical takeoff and landing field and the configuration of the vertical takeoff and landing field, and constructing a taxiing path of the aircraft according to the planar graph; establishing a vertical takeoff and landing field operation model in AnyLogic simulation software according to the vertical takeoff and landing field plane graph, the sliding path, the vertical takeoff and landing field operation rule and the operation process; 3, continuously increasing the arrival rate of the aircraft, and performing Anylogic simulation on the vertical take-off and landing field operation model generated in the step 3 to obtain the maximum aircraft departure sortie, which can be realized in unit time, of the vertical take-off and landing field so as to evaluate the capacity of the vertical take-off and landing field. According to the method, the capacity of the double-takeoff and landing pad vertical takeoff and landing field can be dynamically evaluated by constructing the simulation models of the double-takeoff and landing pad vertical takeoff and landing field with different configurations.

Description

Technical Field

[0001] The invention belongs to a vertical take-off and landing field capacity assessment method, and in particular relates to a capacity assessment method for a vertical take-off and landing field with double take-off and landing pads. Background Art

[0002] At present, the capacity assessment method of vertical take-off and landing field abroad mainly adopts integer programming method, which can only calculate the theoretical operating capacity, and the mathematical model is complex and time-consuming. The relevant research in my country is still in its infancy, and the layout forms of vertical take-off and landing fields for capacity assessment are limited. There is a lack of an effective dynamic assessment method that can meet the actual prediction requirements of the capacity of vertical take-off and landing fields with double landing pads. Summary of the invention

[0003] In order to solve the above problems, the present invention provides a dual take-off and landing pad vertical take-off and landing field capacity assessment method that can provide a reference for the vertical take-off and landing field layout design.

[0004] The dual take-off and landing pad vertical take-off and landing field capacity assessment method of the present invention comprises the following steps:

[0005] Step 1: determining basic data, wherein the basic data includes the location and size of the take-off and landing pad, aircraft stands and taxiways of the vertical take-off and landing field, the minimum interval between two adjacent take-off and landing pads, and various parameters related to the operation of the vertical take-off and landing field;

[0006] Step 2: determining the plan view of the vertical take-off and landing field according to the basic data of the take-off and landing pad, aircraft positions, and taxiways of the vertical take-off and landing field and the configuration of the vertical take-off and landing field, and constructing the taxiing path of the aircraft according to the plan view;

[0007] Step 3: Build a vertical take-off and landing field operation model in AnyLogic simulation software based on the vertical take-off and landing field plan, taxiing path, vertical take-off and landing field operation rules, and operation process;

[0008] Step 4: Continuously increase the aircraft arrival rate, perform AnyLogic simulation on the vertical take-off and landing field operation model generated in step 3, and evaluate the capacity of the vertical take-off and landing field, where the vertical take-off and landing field capacity is expressed as the maximum number of aircraft departures that can be achieved per unit time.

[0009] Beneficial effects of the present invention:

[0010] The method of the present invention dynamically evaluates the capacity of a dual-landing pad vertical take-off and landing field by constructing simulation models of dual-landing pad vertical take-off and landing fields with different configurations, thereby providing a reference for the layout design of a vertical take-off and landing field in an urban environment with limited space. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1A schematic plan view of a vertical take-off and landing field with double take-off and landing pads in a linear configuration provided by an embodiment of the present invention;

[0012] Figure 2 A schematic plan view of various vertical take-off and landing field configuration layouts designed for the present invention;

[0013] Figure 3 The physical dimensions and standards of the take-off and landing pad, aircraft stand and taxiway in the embodiment of the present invention;

[0014] Figure 4 The safety distance between the two take-off and landing pads in the embodiment of the present invention is required for simultaneous take-off and landing of aircraft;

[0015] Figure 5 The resource pool module and event component in the embodiment of the present invention;

[0016] Figure 6 Run simulation processes for vertical take-off and landing sites;

[0017] Figure 7 A queuing module provided by an embodiment of the present invention;

[0018] Figure 8 An operation module that takes time to describe the normal operation of a vertical take-off and landing field. DETAILED DESCRIPTION

[0019] The specific implementation modes of the present invention are clearly and completely described below, and detailed description is given. However, it should be clear that the present invention is not limited to the scope of the specific implementation modes. For ordinary technicians in this technical field, as long as various changes are within the spirit and scope of the present invention as defined and determined by the attached claims, these changes are obvious, and all inventions and creations using the concept of the present invention are protected.

[0020] The method of the present invention establishes AnyLogic simulation models of vertical take-off and landing fields according to different vertical take-off and landing field configurations; and takes the maximum flow rate that can be achieved by incoming and outgoing aircraft as the operating capacity of the vertical take-off and landing field.

[0021] As shown in the accompanying drawings, the dual take-off and landing pad vertical take-off and landing field capacity assessment method of the present invention comprises the following steps:

[0022] Step 1: determining basic data, wherein the basic data includes the location and size of the take-off and landing pad, aircraft stands and taxiways of the vertical take-off and landing field, the minimum interval between two adjacent take-off and landing pads, and various parameters related to the operation of the vertical take-off and landing field;

[0023] The landing pad is divided into three parts: the touchdown and liftoff area (TLOF), the final approach and take-off area (FATO) and the safety area (SA); both the parking stands and taxiways have protection areas extending outwards, and the size of these areas is determined by the maximum size of the aircraft operating at the landing pad;

[0024] The minimum distance between two adjacent landing pads is determined by the operation mode of the landing pad;

[0025] The various parameters involved in the operation of a vertical take-off and landing airport include aircraft taxiing speed, passenger walking speed, aircraft approach and departure time, battery charging / replacement time, and the time consumed by passengers boarding and disembarking.

[0026] Step 2: Determine the plan of the vertical take-off and landing field based on the basic data of the take-off and landing pad, aircraft positions, taxiways and the configuration of the vertical take-off and landing field, such as Figure 1 As shown, and constructing a taxi path of the aircraft according to the plan view;

[0027] The positional relationship of the landing pad (providing a place for aircraft to take off and land), the parking space (providing a parking area for aircraft, where various services and operations can be performed) and the taxiway (for aircraft to taxi, responsible for connecting the landing pad and the parking space) is arranged based on three configurations, namely, the satellite hall configuration, the corridor bridge configuration and the linear configuration; further, in the satellite hall configuration, each landing pad is tightly surrounded by one or more parking spaces, in the corridor bridge configuration, a taxiway is used to connect many parking spaces together, and then connected to the landing pad, and in the linear configuration, the parking spaces are placed side by side to form a thin and long shape, and the parking spaces can be set in the same row as the landing pad, or in the adjacent row to the landing pad, and multiple landing pads are connected by taxiways. The plane diagram of the vertical take-off and landing field is composed of points and lines, and the points include take-off and landing points, waiting points, and parking spaces, and the lines are straight lines or arc segments between the points, that is, the taxiing path of the aircraft in the vertical take-off and landing field.

[0028] Step 3: Build a vertical take-off and landing field operation model in AnyLogic simulation software based on the vertical take-off and landing field plan, taxiing path, vertical take-off and landing field operation rules, and operation process;

[0029] The vertical take-off and landing field operation process includes: the aircraft arrives at the vertical take-off and landing field controlled airspace, lands on the take-off and landing pad, taxis to the parking position and completes the corresponding services; after the operation is completed, taxis to the available take-off and landing pad, and takes off and leaves the vertical take-off and landing field.

[0030] The vertical take-off and landing field operation rules include: the operation of aircraft follows the first-in-first-out scheduling rule; when selecting a take-off and landing pad for approaching, priority is given to the take-off and landing pad and the adjacent parking positions are both vacant; when selecting parking positions after landing, priority is given to the vacant parking positions that can be connected to multiple take-off and landing pads, and then considering the taxiing distance, the parking positions with the shorter taxiing distance are selected; when selecting a take-off and landing pad for departure after completing the service, priority is given to the take-off and landing pad with the shortest taxiing distance. The take-off and landing field operation model is established in AnyLogic simulation software.

[0031] The AnyLogic simulation modeling process includes: importing the designed vertical take-off and landing field layout CAD drawing into AnyLogic simulation software, using the point nodes and path spatial marks in the process modeling library to draw the take-off and landing pad, the aircraft position, the aircraft taxi path, the conflict waiting position, and the aircraft entry and departure position; using the modules and controls in the process modeling library to draw the vertical take-off and landing field operation process logic diagram, inputting the Possion function in the Generate Source module to generate the aircraft queue with different arrival rates, and using the agent function in the Remove Sink module to output the operation status of each aircraft in the simulation process; inputting the Triangular function in the Delay module to simulate random situations; setting the event Event control to control the logic judgment, and using the stopDelay function to make the logic judgment controlled by the event Event jump out of the loop when the conditions are met; setting different time intervals in the data set DataSet control, using the Utilization function to collect and store the resource utilization, and using the Count function to collect and store the number of agents entering and leaving the module (such as: Source module, Delay module, etc.); after the model simulation is completed, using the WriteDataSet function to write the stored data into the corresponding Excel file.

[0032] Step 4: Continuously increase the aircraft arrival rate, perform AnyLogic simulation on the vertical take-off and landing field operation model generated in step 3, and evaluate the capacity of the vertical take-off and landing field.

[0033] The vertical take-off and landing field capacity is expressed as the maximum number of aircraft departures that can be achieved within a unit time; further, the maximum number of departures per unit time is expressed as a stable value in which the rate of incoming aircraft continues to increase and the departure rate first increases and then tends to be stable.

[0034] An embodiment of the present invention is described in detail below with reference to the accompanying drawings.

[0035] The present invention comprises the following steps:

[0036] S1. Determine the basic data, including the size of the vertical take-off and landing pad, aircraft stands, taxiways, the minimum distance between two adjacent take-off and landing pads, and various parameters involved in the operation of the vertical take-off and landing pad.

[0037] S101, such as Figure 1 There are multiple landing pads and aircraft stands in the vertical take-off and landing field, and the landing pads and aircraft stands are connected by taxiways. Each landing pad is composed of three concentric circles, which are the touchdown and liftoff area TLOF, the final approach and take-off area FATO and the safety area SA from the inside to the outside. Figure 2 As shown, the minimum size of TLOF is D (the diameter of the smallest circle surrounding the projection of the aircraft on the horizontal plane when the aircraft is in take-off or landing state and the rotor is rotating (if applicable), the diameter of FATO is 1.5D, and the diameter of SA is 1.5D+6m or 0.5D (the larger value is used as the basis); the parking space should provide a circular area with a minimum diameter of 1.2D, and on this basis, the radius extends outward by 0.4D as a protection area; the minimum width of the ground and air taxiways is 1.5 times and 2 times the full width W of the aircraft, respectively. The size of the landing pad, parking space, and taxiway depends on the maximum size of the aircraft operating at the landing site. In this embodiment, the modern S-A1 aircraft is used as the standard. The size of the aircraft is 15m*10.7m, and D is 18.4m. The aircraft can accommodate four passengers and one pilot.

[0038] S102, such as Figure 3 As shown in the figure, for a vertical take-off and landing field with two take-off and landing pads, it is necessary to consider the wake effect brought by the aircraft when the aircraft take off and land at the same time. Therefore, 61m is used as the interval between the FATOs in the two take-off and landing pads to ensure the safety of operation.

[0039] S103, various parameters involved in the operation of the vertical take-off and landing field, specifically including: in terms of approach, the aircraft begins the final approach after reaching the airspace controlled by the vertical take-off and landing field, enters the physical airspace above the take-off and landing pad, makes the final circle around the center of the take-off and landing pad, lands and turns off the engine; in order to meet the minimum interval requirements of the aircraft and reduce the impact of the wake vortex, the take-off and landing pad needs to wait for a period of time after the take-off and landing is completed before the next operation can be carried out, and the same is true for departure. In terms of taxiing, the aircraft adopts an active taxiing method. In terms of passengers, passengers walk from the terminal to the aircraft position and then to the side of the aircraft to complete the boarding operation; on the contrary, after the aircraft arrives, the passengers leave the aircraft, leave the aircraft, and enter the terminal from the aircraft position. In terms of batteries, the aircraft adopts the method of replacing batteries to ensure endurance, which involves a whole set of operations. In terms of departure, the aircraft first starts the engine (starts before taxiing for hover taxiing), takes off and circles, transitions to the forward flight state, and leaves the physical airspace of the take-off and landing pad. The specific parameters used in this embodiment are shown in Table 1.

[0040] Table 1 Vertical take-off and landing field operation process parameter settings

[0041]

[0042] S2. Determine a plan view of the vertical take-off and landing field according to the locations and parameters of the take-off and landing pads, aircraft stands, and taxiways of the vertical take-off and landing field and the configuration of the take-off and landing field, and construct an aircraft taxiing path according to the plan view.

[0043] The position relationship of the landing pad, aircraft stand, and taxiway mainly depends on the configuration of the vertical take-off and landing field. The layout of vertical take-off and landing fields of various configurations is designed as follows: Figure 4 As shown in Figure 1, the size of the available venue also limits the number of slots. Figure 1 As shown, in this embodiment, the vertical take-off and landing field is a linear configuration. The taxiway connects the two landing pads, and also connects the landing pad and the aircraft stand. The dotted lines inside the landing field represent the taxi paths that the aircraft can choose. The drawn plan is imported into AnyLogic software for modeling.

[0044] S3. Generate a take-off and landing field operation model according to the take-off and landing field plan, taxiing path, take-off and landing field operation rules and operation process.

[0045] S301. The operation rules of the take-off and landing field include: the vertical take-off and landing field has 0 aircraft parked at the initial moment; the operation of the take-off and landing field follows the first-in-first-out scheduling strategy, and the aircraft that arrives first has the priority right; the queue capacity of aircraft waiting in the holding is infinite; when selecting a parking space, priority is given to those that can be connected to multiple other take-off and landing pads, and the nearest one is secondarily selected. In this embodiment, aircraft landing on the take-off and landing pad will give priority to parking space 2; in order to cope with complex situations and ensure safe operation, restrictions are imposed on the take-off and landing pads, parking spaces, and taxiways with limited capacity during the simulation process, and the following is adopted in the model: Figure 5 The resource pool shown indicates whether the resources (landing pad, aircraft stand and taxiway) are occupied. Once there is an aircraft in the landing pad, aircraft stand or taxiway, the corresponding resource pool resources will be acquired. In order to avoid conflicts, when the resources required for the next operation are available, the aircraft first leaves the position corresponding to the original resources, and then releases the resources acquired in the previous period. The available resources of the vertical take-off and landing field are constantly updated so that the aircraft can choose different paths according to the situation.

[0046] S302. For vertical take-off and landing fields with different ground layouts, the operating procedures are roughly the same, and the operating process is as follows:

[0047] Step 320, the aircraft is preparing to approach the airport, and it is determined whether there is an available landing pad. If so, a landing pad is randomly selected, and then step 322 is executed, otherwise step 321 is executed;

[0048] Step 321, the aircraft circles and queues in the airspace, waiting to approach the airport until there is an available take-off and landing pad, and then executes step 322;

[0049] Step 322, the aircraft approaches and determines whether there is an available parking space. If so, select the parking space according to the operation rules and then execute step 324; otherwise, execute step 323;

[0050] Step 323, the aircraft waits in line on the landing pad until there is an available parking space, and then executes step 324;

[0051] Step 324, the aircraft taxis from the take-off and landing pad along the taxi path to an available parking position;

[0052] Step 325, passengers board and disembark, and the aircraft replaces batteries, completing the turnaround service, and determining whether there is an available landing pad. If so, the nearest landing pad is selected, and then step 327 is executed; otherwise, step 325 is executed, and the aircraft queues and waits at the stand; then step 327 is executed;

[0053] Step 327, the aircraft taxis to an available landing pad for takeoff and departure.

[0054] like Figure 6 As shown, the difference lies in the optional landing pads when approaching and leaving, the optional parking spaces after approaching, and the taxiing paths. The arrival of aircraft follows Poisson distribution, and they enter from the remote airspace in sequence. They make a choice based on whether the landing pad is free or not, and then choose an idle taxiway (if any) to taxi to an available parking space to perform operations such as passenger boarding and disembarking, battery replacement, etc. After completing the operations, they choose a suitable landing pad to take off, then leave the airspace and be destroyed from the model. If, for example, multiple aircraft are preparing to leave and there is a conflict in the taxiing paths, the first aircraft to complete the ground service will have priority in selecting the landing pad and arranging the taxiing path. Other aircraft preparing to leave will queue up and wait for the first aircraft to take off before performing the above operations in sequence. When multiple aircraft are preparing to approach and the landing pad resources are occupied, they also need to queue up and wait in order for the landing pad to be free before approaching.

[0055] S303, the landing field operation model includes several different modules.

[0056] The aircraft arrival flow generation module is composed of the Generate Source module in AnyLogic, where the rate that conforms to the Poisson distribution is input; the aircraft departure flow ends in the Remove Sink module.

[0057] The queuing module mainly includes three parts: Select output, Delay, and Time measure. Figure 7As shown in the figure, the Select output module is responsible for determining whether there are enough available resources for aircraft to take off, land or move; when there are not enough available resources to queue, the Delay and Time measure modules are needed. The Delay module controls the number of aircraft entering the module and pushes the process backward when the conditions are met. The Timemeasure module is responsible for counting the waiting time of the aircraft in the queue process.

[0058] The resource pool management module is mainly composed of resource pool, Seize, Release modules and event components, such as Figure 5 As shown in the figure. The Resource pool module defines each landing pad, aircraft stand and taxiway as a resource pool; the Seize module is used to obtain resources, that is, to occupy the landing pad, aircraft stand or taxiway; the Release module corresponds to releasing resources; the Event component is used to update the usage of each landing field resource in real time to determine whether the aircraft stops queuing.

[0059] The operation module is mainly composed of Delay and Move To modules, such as Figure 8 As shown. In step S103, the time required for the operation of the vertical take-off and landing field is realized by the Delay module, and the average time required for each step is set to obey the triangular distribution triangular (0.975a, a, 1.025a), where a is the mode of the triangular distribution, and the distribution can be used to simulate random situations. The movement of the aircraft is completed by the Move to module, which can be used to determine the taxiing speed and taxiing path of the aircraft.

[0060] The data module is obtained by outputting the data stored in each aircraft and the data stored in the data set into an Excel file. The data stored in the aircraft are the time of entering and leaving each process, and the data stored in the data set include the utilization rate of the take-off and landing pad, parking space, taxiway, and the number of aircraft entering and leaving, and selecting each path of the flowchart.

[0061] S4. Simulate the take-off and landing field operation model generated by S3, count the take-off and landing field operation status for 16 consecutive hours in one day, and continuously increase the aircraft arrival rate until the aircraft departure rate tends to be stable. In this case, perform multiple simulations; start counting after the model has been running for 1 hour, obtain the average departure rate of each simulation and take the average value to evaluate the capacity of the vertical take-off and landing field.

[0062] By applying the dual take-off and landing pad vertical take-off and landing field capacity assessment method of the present invention, the maximum departure rate, that is, the maximum number of departures that can be achieved per unit time, can be obtained by changing the aircraft approach rate multiple times and performing AnyLogic simulation, thereby completing the dynamic capacity assessment of the vertical take-off and landing field.

[0063] An application of the above-mentioned dual-landing pad vertical take-off and landing field capacity assessment method in an embodiment of the present invention can obtain multiple different vertical take-off and landing field capacities, average aircraft queuing time, landing pads, aircraft stands, and vertical take-off and landing field surface area data based on multiple simulation results by changing the configuration of the vertical take-off and landing field, that is, the positional relationship between the landing pads, aircraft stands, and taxiways, and the setting of the number of aircraft stands; based on multiple simulation results, the operating efficiency of the vertical take-off and landing field is evaluated, and the layout design of the vertical take-off and landing field is optimized to obtain the optimal solution.

Claims

1. A method for evaluating the capacity of a dual take-off and landing pad vertical take-off and landing field, characterized in that The following steps are involved: Step 1: determining basic data, wherein the basic data includes the location and size of the take-off and landing pad, aircraft stands and taxiways of the vertical take-off and landing field, the minimum interval between two adjacent take-off and landing pads, and various parameters related to the operation of the vertical take-off and landing field; Step 2: determining the plan view of the vertical take-off and landing field according to the basic data of the take-off and landing pad, aircraft positions, and taxiways of the vertical take-off and landing field and the configuration of the vertical take-off and landing field, and constructing the taxiing path of the aircraft according to the plan view; Step 3: Establish a vertical take-off and landing field operation model in AnyLogic simulation software based on the vertical take-off and landing field plan, taxiing path, vertical take-off and landing field operation rules, and operation process; Step 4: Continuously increase the aircraft arrival rate, perform AnyLogic simulation on the vertical take-off and landing field operation model generated in step 3, and evaluate the capacity of the vertical take-off and landing field, where the vertical take-off and landing field capacity is expressed as the maximum number of aircraft departures that can be achieved per unit time.

2. The method for evaluating the capacity of a dual take-off and landing pad vertical take-off and landing site according to claim 1, characterized in that: The maximum number of departures per unit time is expressed as a steady value where the rate of incoming aircraft increases continuously and the rate of departures first increases and then tends to stabilize.

3. The method for evaluating the capacity of a dual take-off and landing pad vertical take-off and landing site according to claim 1 or 2, characterized in that: The vertical take-off and landing field operation process includes: the aircraft arrives at the vertical take-off and landing field controlled airspace, lands on the take-off and landing pad, taxis to the parking position and completes the corresponding services; after the operation is completed, taxis to the available take-off and landing pad, takes off and leaves the vertical take-off and landing field; The vertical take-off and landing field operation rules include: the operation of aircraft follows the first-in-first-out scheduling rule; when selecting a take-off and landing pad for approach, priority is given to the take-off and landing pad and the adjacent parking spaces are both vacant; when selecting parking spaces after landing, priority is given to vacant parking spaces that can be connected to multiple take-off and landing pads, and then considering the taxiing distance, the parking space with the shorter taxiing distance is selected; when selecting a take-off and landing pad for departure after completing the service, priority is given to the take-off and landing pad with the shortest required taxiing distance.

4. The method for evaluating the capacity of a dual take-off and landing pad vertical take-off and landing site according to claim 3 is characterized in that: The AnyLogic simulation modeling process includes: importing the designed vertical take-off and landing field layout CAD drawing into AnyLogic simulation software, using the point nodes and path spatial marks in the process modeling library to draw the take-off and landing pad, the aircraft position, the aircraft taxiing path, the conflict waiting position, and the aircraft entry and departure position; using the modules and controls in the process modeling library to draw the vertical take-off and landing field operation process logic diagram, inputting the Possion function in the Generate Source module to generate the aircraft queue with different arrival rates, and using the agent function in the Remove Sink module to output the operation status of each aircraft in the simulation process; inputting the Triangular function in the Delay module to simulate random situations; setting the event Event control to control the logic judgment, and using the stopDelay function to make the logic judgment controlled by the event Event jump out of the loop when the conditions are met; setting different time intervals in the data set DataSet control, using the Utilization function to collect and store the resource utilization, and using the Count function to collect and store the number of agents entering and leaving the module and the time data; after the model simulation is completed, using the WriteDataSet function to write the stored data into the corresponding Excel file.

5. The method for evaluating the capacity of a dual take-off and landing pad vertical take-off and landing site according to claim 4 is characterized in that: The configurations are any one of satellite hall configuration, corridor bridge configuration and linear configuration.

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