Airport double-region traffic state influence analysis method and device

Abstract

The invention provides an airport double-region traffic state influence analysis method and device, and relates to the technical field of airport traffic analysis, and the method comprises the steps: obtaining the historical operation data of an airport; calculating analysis parameters based on the historical operation data, and constructing a macroscopic fundamental diagram of the whole airport region through the analysis parameters; performing polynomial function fitting on the macroscopic fundamental diagram of the whole airport area to obtain a multi-term expression of the macroscopic fundamental diagram of the whole airport area; obtaining a region arrival rate of a single region of the airport, and constructing a macroscopic basic map of double regions of the airport based on the multi-term expression of the macroscopic basic map of the whole region of the airport and the region arrival rate; and analyzing the influence of the area arrival rate on the weighted flow and the weighted density through the macroscopic basic diagram of the airport double areas. According to the invention, the problem that research on airport traffic states mainly focuses on a single area at present and double-area traffic dynamic research is lacked is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of airport traffic analysis, and in particular, to a method and device for analyzing the impact of airport dual-region traffic status. Background Art

[0002] As a pillar industry of the world economy, the civil aviation industry has seen an increasing demand for air travel due to growing international trade and the need for residents to travel. With the continuous increase in air traffic volume, airports, as key nodes affecting the operation efficiency of the aviation network, especially during peak hours at large airports, often experience severe congestion on the apron, such as excessive taxiing time, long queues at the runway threshold, and aircraft stopping and starting repeatedly. These not only lead to an increase in flight taxiing time, fuel consumption, and exhaust emissions, but also a decrease in passenger satisfaction and the overall operation efficiency of the aviation network. The severe congestion faced by airport flights has become the main challenge in current airport optimization.

[0003] To alleviate apron congestion at airports, a large amount of research work has been dedicated to improving apron operation support capabilities. One important task is to study the dynamic changes in airport traffic flow and its impact. Currently, the focus of research on traffic flow dynamics is to capture traffic flow characteristics and the mechanisms of congestion formation, propagation, and dissipation in an effective manner.

[0004] Currently, there are methods that use airport arrival rate, taxiing quantity, and departure rate as traffic characteristics to construct the macroscopic fundamental diagram of the airport. However, the research on the dynamic changes and impact of airport regional traffic flow is limited to a single airport area. Summary of the Invention

[0005] The purpose of the present invention is to provide a method and device for analyzing the impact of airport dual-region traffic status to improve the above problems. To achieve the above purpose, the technical solutions adopted by the present invention are as follows:

[0006] In a first aspect, the present application provides a method for analyzing the impact of airport dual-region traffic status, including:

[0007] Obtain the historical operation data of the airport;

[0008] Calculate analysis parameters based on the historical operation data, and construct a macroscopic fundamental diagram of the entire airport area through the analysis parameters. The analysis parameters include arrival rate, weighted density, and weighted flow;

[0009] Perform polynomial function fitting on the macroscopic fundamental diagram of the entire airport area to obtain a polynomial expression of the macroscopic fundamental diagram of the entire airport area. The polynomial expression is a non-linear equation of weighted flow and weighted density at different arrival rates;

[0010] Obtain the regional arrival rate of a single area of the airport, and construct a macroscopic fundamental diagram of the airport's two areas based on the polynomial expression of the macroscopic fundamental diagram of the entire airport area and the regional arrival rate;

[0011] Through the macroscopic fundamental diagram of the airport's two areas, analyze the influence of the regional arrival rate on the weighted flow and weighted density.

[0012] In a second aspect, the present application also provides an apparatus for analyzing the influence of the traffic state of two areas of an airport, including:

[0013] An acquisition module, configured to acquire the historical operation data of the airport;

[0014] A first construction module, configured to calculate analysis parameters based on the historical operation data, and construct a macroscopic fundamental diagram of the entire airport area through the analysis parameters, where the analysis parameters include arrival rate, weighted density, and weighted flow;

[0015] A fitting module, configured to perform polynomial function fitting on the macroscopic fundamental diagram of the entire airport area to obtain a polynomial expression of the macroscopic fundamental diagram of the entire airport area, where the polynomial expression is a non-linear equation of weighted flow and weighted density at different arrival rates;

[0016] A second construction module, configured to obtain the regional arrival rate of a single area of the airport, and construct a macroscopic fundamental diagram of the airport's two areas based on the polynomial expression of the macroscopic fundamental diagram of the entire airport area and the regional arrival rate;

[0017] An analysis module, configured to analyze the influence of the regional arrival rate on the weighted flow and weighted density through the macroscopic fundamental diagram of the airport's two areas.

[0018] The beneficial effects of the present invention are as follows: The present invention constructs a macroscopic fundamental diagram of the airport through the arrival rate, weighted density, and weighted flow, and uses the macroscopic fundamental diagram to study the mutual influence between the traffic states of different areas of the airport. A macroscopic fundamental diagram of the airport's two areas that is applicable to any surface topology and operation scenario and considers the traffic flow distribution characteristics of the airport is designed. Compared with the macroscopic fundamental diagrams constructed by other methods, it has a better prediction effect, can capture the traffic state of the airport surface more accurately, and provides technical support for realizing the optimization of airport operations. The macroscopic fundamental diagram of the airport's two areas not only has the ability to describe the dynamic changes of the traffic in a single area, but also has the ability to quantitatively evaluate the mutual influence of regional traffic.

[0019] Other features and advantages of the present invention will be described in the subsequent description, and, in part, will be obvious from the description, or will be understood by implementing the embodiments of the present invention. The objectives and other advantages of the present invention can be realized and obtained by the structures specifically pointed out in the written description, claims, and drawings. Description of the Drawings

[0020] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for the embodiments will be briefly introduced below. It should be understood that the following accompanying drawings only show some embodiments of the present invention, and therefore should not be regarded as limiting the scope. For those of ordinary skill in the art, without creative efforts, other related accompanying drawings can also be obtained based on these drawings.

[0021] Figure 1 It is a schematic flow chart of the method for analyzing the impact of the dual - area traffic state at the airport described in the embodiments of the present invention;

[0022] Figure 2 It is a schematic diagram of the segmented taxiway at the airport in the embodiments of the present invention;

[0023] Figure 3 It is a schematic diagram of the non - linear relationship between weighted flow and weighted density in the embodiments of the present invention. Specific Embodiments

[0024] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. Usually, the components of the embodiments of the present invention described and illustrated in the accompanying drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed present invention, but merely represents the selected embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts fall within the scope of protection of the present invention.

[0025] It should be noted that similar reference numerals and letters denote similar items in the following accompanying drawings. Therefore, once an item is defined in one accompanying drawing, it does not need to be further defined and explained in subsequent accompanying drawings. At the same time, in the description of the present invention, terms such as "first", "second", etc. are only used for distinguishing descriptions and cannot be understood as indicating or implying relative importance.

[0026] Embodiment 1:

[0027] This embodiment provides a method for analyzing the impact of the dual - area traffic state at the airport.

[0028] See Figure 1 , which shows that this method includes step S100, step S200, step S300, step S400, and step S500.

[0029] Step S100: Obtain the historical operation data of the airport;

[0030] In this embodiment, historical operation data of the airport is collected by different relevant management operation departments, specifically including:

[0031] Step S101: Obtain airport surface network structure and operation rule information according to the airport operation command department or other relevant departments. Among them, the airport surface network structure and operation rule information include historical operation data of flights, network topology structure, apron and runway information. The apron and runway information includes information such as applicable aircraft types for aprons, operation rules, restrictions and preferences.

[0032] Step S102: Extract key data according to the airport surface network structure and operation rule information. Among them, the key data includes flight date, flight number, aircraft type, flight origin and destination, flight type, planned arrival and departure times, actual arrival and departure times, used apron, used runway, and actual chock-on time, etc.

[0033] Step S103: Input the key data into the ACA platform for simulation, and output the trajectory data of all flights during the airport operation period, that is, obtain the historical operation data of the airport.

[0034] Step S200: Calculate analysis parameters based on the historical operation data, and construct a macroscopic fundamental diagram of the entire airport area through the analysis parameters. The analysis parameters include arrival rate, weighted density, and weighted flow;

[0035] The step S200 includes:

[0036] Step S201: Based on the historical operation data, obtain the number of arriving flights within the time interval of the entire airport area, the total equivalent medium-sized flight volume on each taxiway within the time interval, the length of each taxiway, and the number of flights passing through each taxiway within the time interval;

[0037] Step S202: Use the number of arriving flights within the time interval as the arrival rate of the entire airport area;

[0038] Step S203: Calculate the weighted density of the entire airport area through the total equivalent medium-sized flight volume on each taxiway within the time interval and the length of each taxiway;

[0039] In this embodiment, the calculation formula of the weighted density is:

[0040]

[0041]

[0042] In the formula, d(t) represents the weighted density within the time interval t, n(t, i′) represents the total number of equivalent medium-sized flights on the taxiway i′ within the time interval t, L(i′) represents the length of the taxiway i′, N represents the number of taxiways, RF represents the first strengthening coefficient, l(k′, i′) represents the fuselage length of the k′-th flight on the taxiway i′, P(t, i′) represents the number of flights on the taxiway i′ within the time interval t, represents the average fuselage length of medium-sized flights.

[0043] Since the types of flights at the airport are different, they are classified into heavy, medium, and light types according to the fuselage length and passenger capacity of the flights, as shown in Table 1. Considering that the occupied space ranges of the fuselages are inconsistent and the flow impacts of different types of flights on the airport surface are inconsistent, different types of flights are converted into equivalent medium-sized flights.

[0044] Table 1 Flight Type Classification Table

[0045]

[0046]

[0047] The taxiways are segmented based on the intersections and turning nodes on the airport. As Figure 2 shown, the cross intersections and turning points of the airport taxiways are used as the nodes for segmenting the taxiways. For example, Figure 2 Node1, Node2, Node3, and Node4 in Figure 2 , and the taxiway between two adjacent nodes is used as an independent taxiway, such as

[0048] Link1 and Link2 in

[0049] where Node represents a node and Link represents an independent taxiway. In this embodiment, if the first strengthening coefficient RF is taken as 200, d(t) is used to describe the weighted density of every 200-meter taxiway on average.

[0050] Step S204: Calculate the weighted flow of the entire airport area based on the number of flights passing through each taxiway and the length of each taxiway within the time interval;

[0051]

[0052] In the formula, f(t) represents the weighted flow within the time interval t, g(t, i′) represents the number of flights passing through the taxiway i′ within the time interval t, L(i′) represents the length of the taxiway i′, N represents the number of taxiways, and RL represents the second strengthening coefficient.

[0053] Step S205: Map the arrival rate, the weighted density, and the weighted flow corresponding to different time intervals into three-dimensional coordinates to obtain a macroscopic fundamental diagram of the entire airport area reflecting the supply-demand relationship of the airport surface

[0054] In this embodiment, for different arrival rates, weighted densities, and weighted flows, map the arrival rate to the x-axis of the three-dimensional coordinates, the weighted density to the y-axis, and the weighted flow to the z-axis, and a macroscopic fundamental diagram reflecting the supply-demand relationship of the airport surface regarding the three airport surface traffic states of arrival rate, weighted density, and weighted flow can be obtained.

[0055] Step S300: Perform polynomial function fitting on the macroscopic fundamental diagram of the entire airport area to obtain a polynomial expression of the macroscopic fundamental diagram of the entire airport area. The polynomial expression is a non-linear equation of the weighted flow and the weighted density at different arrival rates;

[0056] In this embodiment, for different arrival rates, a two-dimensional fundamental diagram regarding the weighted density and the weighted flow can be obtained. This two-dimensional diagram presents a non-linear relationship between the weighted density and the weighted flow. Performing polynomial fitting on this two-dimensional data can obtain a polynomial relationship at different arrival rates. In this embodiment, a second-order polynomial is selected for fitting, and the following formula can be obtained:

[0057] A·(d(t)) 2 +B·d(t)+C(4)

[0058] In the formula, A, B, and C all represent fitting parameters, d(t) represents the weighted density within the time interval t, and a(t) represents the arrival rate within the time interval t.

[0059] Define the macroscopic fundamental diagram of the entire airport area in formula (4) as the following mathematical form:

[0060] G′(a(t),d(t))(5)

[0061] In the formula, d(t) represents the weighted density within the time interval t, a(t) represents the arrival rate within the time interval t, and G′(·) represents the mathematical form of the macroscopic fundamental diagram.

[0062] And formula (5) is a function family regarding formula (4), indicating that at different arrival rates, the weighted flow and the weighted density present different non-linear relationships. Therefore, formula (5) can be used to solve the weighted flow when the arrival rate and the weighted density are known.

[0063] Step S400: Obtain the regional arrival rate of a single airport area, and construct a macroscopic fundamental diagram of a dual airport area based on the polynomial expression of the macroscopic fundamental diagram of the entire airport area and the regional arrival rate;

[0064] In this embodiment, on the premise that the airport observes the priority of aircraft approach and departure for using the runway, the larger the regional arrival rate of the airport, the smaller the runway resources available for departing flights. When the available runway resources for departing flights change, it can be regarded as a change in the topological structure of the airport. Therefore, under different arrival rate states, the airport presents different traffic states, and the weighted density and weighted flow will also show different non-linear relationships. Therefore, the airport surface arrival rate plays an important role in affecting the airport traffic state, and it is necessary to explore the influence mechanism of the arrival rate on the surface traffic state.

[0065] Specifically, with the help of the shock wave concept in the field of traffic flow, the different non-linear relationships between the weighted density and the weighted flow when the arrival rate changes are explained, and a macroscopic fundamental diagram of the airport's two regions is constructed. Among them, this concept refers to that when changing from one traffic state to another, a continuously propagating wave will be generated in the region, and the wave will affect the traffic state within the time and space range.

[0066] The step S400 includes:

[0067] Step S401: Using the shared runway as the dividing boundary, divide the entire airport area into two single airport areas;

[0068] In this embodiment, for the airport, due to the relatively sparse airport topological structure and traffic flow, it is relatively difficult to divide the airport into relatively uniform regions. Therefore, in this step, relying on the shared runway as the dividing basis, the airport surface is divided into two different regions.

[0069] Step S403: Calculate the regional arrival rate of each single airport area through the runway arrival rate, where the runway arrival rate is the number of flights arriving at the runway within the time interval;

[0070] In this embodiment, the regional arrival rate and the runway arrival rate can be represented by each other, and their conversion relationship is as follows:

[0071]

[0072]

[0073] In the formula, az(k,t) represents the arrival rate of region k within the time interval t, S represents the shared runway of the two regions, R(k) represents the set of runways within region k, ar(e,t) represents the number of flights arriving at runway e within the time interval t, w e,k represents the proportion of flights going to region k among the flights arriving at runway e, v k,e represents the proportion of flights from runway e among the flights arriving at region k, represents the number of regions on the surface.

[0074] As can be seen from Equation (6), when the runway arrival rate of the shared runway changes, it will affect the traffic states of both regions simultaneously.

[0075] Step S404: Calculate the weighted density of each single region of the airport;

[0076] The said Step S404 includes:

[0077] Step A100: Calculate the maximum departure capacity of the runway;

[0078] In this embodiment, the calculation formula for the maximum departure capacity of the runway is:

[0079]

[0080] In the formula, M(e) represents the maximum departure capacity of runway e, Δt represents the time interval window for statistical data on the airfield, k(·) represents the empirical maximum throughput of the runway announced by the airport, t land (·) represents the minimum time interval for a runway departure flight to enter the runway after an arriving aircraft lands on the runway, t off (·) represents the minimum time interval between the takeoffs of two consecutive runway departure flights, and min{·} represents taking the minimum value.

[0081] Step A200: Calculate the maximum departure capacity of each single region of the airport through the proportion of flights going to the single region of the airport among the arriving flights of the runway, the proportion of flights of the runway among the regional arriving flights of the single region of the airport, and the maximum departure capacity of the runway;

[0082] The calculation formula for the maximum departure capacity of the single region of the airport is:

[0083]

[0084]

[0085] In the formula, D(i,j,k) represents the maximum departure capacity of region k when the arrival rate of region 1 is i and the arrival rate of region 2 is j, M(2) represents the maximum departure capacity of runway 2, v 1,2 represents the proportion of flights from runway 2 among the arriving flights of region 1, v 2,2 represents the proportion of flights from runway 2 among the arriving flights of region 2, i and j both represent specific values of the arrival rate, w 2,k represents the proportion of flights going to region k among the arriving flights of runway 2, M(e) represents the maximum departure capacity of runway e, R(k) represents the set of runways within region k, v k,2 represents the proportion of flights from runway 2 among the arriving flights of region k, and arr(k) represents an intermediate function.

[0086] Among them, runway 2 represents a shared runway.

[0087] Step A300: Calculate the weighted density of each single airport area;

[0088] Step A400: Calculate the change in weighted density of each single airport area based on the weighted density of the single airport area and the maximum departure capacity of the single airport area;

[0089] In this embodiment, the calculation formula for the change in weighted density of a single airport area is:

[0090]

[0091] In the formula, Δad(a 1 ,i,k) represents the change in weighted density when the arrival rate of area k changes from a 1 to i, D(a 1 ,a 2 ,k) represents the maximum departure capacity of area k when the arrival rate of area 1 is a 1 and the arrival rate of area 2 is a 2 , D(i,a 2 ,k) represents the maximum departure capacity of area k when the arrival rate of area 1 is i and the arrival rate of area 2 is a 2 , ad(k,a 1 ) represents the weighted density when the arrival rate of area k is a 1 , ad(k,i) represents the weighted density when the arrival rate of area k is i, and Δt represents the time interval window for statistical data on the airfield.

[0092] Step A500: Input the change in weighted density of each single airport area into a preset weighted density dynamic equation to update the weighted density of each single airport area.

[0093] In this embodiment, the preset weighted density dynamic equation is:

[0094] ad(k,j) = ad(k,i) + Δad(i,j,k) (12)

[0095] In the formula, ad(k,j) represents the weighted density when the arrival rate of area k is j, ad(k,i) represents the weighted density when the arrival rate of area k is i, and Δad(i,j,k) represents the change in weighted density when the arrival rate of area k changes from i to j.

[0096] The calculation formula for the weighted density of a single airport area is:

[0097]

[0098] Wherein, ad(k,i) represents the weighted density when the arrival rate of area k is i, and D(i,a 2 ,k) represents the maximum departure capacity of area k when the arrival rate of area 1 is i and the arrival rate of area 2 is a 2 ; D(a 1 ,a 2 ,k) represents the maximum departure capacity of area k when the arrival rate of area 1 is a 1 and the arrival rate of area 2 is a 2 ; ad(k,a 1 ) represents the weighted density when the arrival rate of area k is a 1 ; and O(·) represents the error estimate.

[0099] Step S405: Obtain the continuous macroscopic fundamental diagram of each airport single area based on the weighted density of the airport single area and the multi-term expression of the macroscopic fundamental diagram of the entire airport area;

[0100] The step S405 includes:

[0101] Step B100: Input the weighted density of the airport single area into the multi-term expression of the macroscopic fundamental diagram of the entire airport area to obtain the discrete macroscopic fundamental diagram of each airport single area;

[0102] Step B200: Calculate the average weighted density change rate of each airport single area when the area arrival rate of the airport single area changes;

[0103] Step B300: Correct the discrete macroscopic fundamental diagram of the corresponding airport single area through the average weighted density change rate of the airport single area to obtain the continuous macroscopic fundamental diagram of each airport single area.

[0104] In this embodiment, the expression of the continuous macroscopic fundamental diagram of the airport single area is:

[0105] G k (i,ad(k,i)) = β(a 1 ,i,a 2 ,a 2 ,k)·G′ k (a 1 ,ad(k,i)) (14)

[0106] Wherein, G k (i,ad(k,i)) represents the continuous macroscopic fundamental diagram of area k under ad(k,i), ad(k,i) represents the weighted density when the arrival rate of area k is i, and G′ k (a 1 ,ad(k,i)) represents the discrete macroscopic fundamental diagram of area k under ad(k,i), and β(a1 , i, a 2 , a 2 , k) represents the change rate of the average weighted density of area k when the arrival rate of area 1 changes from a 1 to i and the arrival rate of area 2 remains a 2 at a certain time.

[0107] In formula (14), the calculation formula for the change rate of the average weighted density is as follows:

[0108]

[0109] In the formula, β(i, j, p, q, k) represents the change rate of the average weighted density of area k when the arrival rate of area 1 changes from i to j and the arrival rate of area 2 changes from p to q. D(i, p, k) represents the maximum departure capacity of area k when the arrival rate of area 1 is i and the arrival rate of area 2 is p. D(j, q, k) represents the maximum departure capacity of area k when the arrival rate of area 1 is j and the arrival rate of area 2 is q.

[0110] Step S405: Based on the arrival rates of the single airport areas, jointly represent the continuous macroscopic fundamental diagrams of the two single airport areas to obtain the macroscopic fundamental diagram of the double airport areas.

[0111] In this embodiment, for the arrival rates of the entire area, areas 1 and 2 will correspond to different combination forms. Therefore, the entire airport area is subdivided and represented as the following macroscopic fundamental diagram of the double airport areas, as shown in the following formula:

[0112]

[0113] In the formula, G(·) represents the macroscopic fundamental diagram of the double airport areas, az(k, t) represents the arrival rate of area k within the time interval t, d(k, t) represents the weighted density of area k within the time interval t, k = 1, 2, and G 1 (az(1, t), d(1, t)) represents the continuous macroscopic fundamental diagram of area 1 under az(1, t) and d(1, t), and G 2 (az(2, t), d(2, t)) represents the continuous macroscopic fundamental diagram of area 2 under az(2, t) and d(2, t).

[0114] Step S500: Analyze the influence of the arrival rates of the areas on the weighted flow and weighted density through the macroscopic fundamental diagram of the double airport areas.

[0115] The step S500 includes:

[0116] Step S501: Fit the macroscopic fundamental diagram of the double airport areas with a polynomial function to obtain the polynomial expression of the macroscopic fundamental diagram of the double airport areas;

[0117] In this embodiment, the non-linear relationship between the weighted density and the weighted flow rate at different arrival rates is regarded as a quadratic function form, as shown in Equation (1). Therefore, the polynomial expression of the macroscopic fundamental diagram of the airport's dual regions is as follows:

[0118] G(a, d) = β 3 ·A·d 2 + β 2 ·B·d + β·C (17)

[0119] In the formula, G(·) represents the macroscopic fundamental diagram of the airport's dual regions, d represents the weighted density, a represents the arrival rate, β represents the average weighted density change rate, and A, B, and C all represent fitting parameters.

[0120] Step S502: Perform a derivative calculation on the polynomial expression of the macroscopic fundamental diagram of the airport's dual regions to obtain the weighted flow rate change rate, which includes the weighted flow rate change rates of the two airport single regions and the weighted flow rate change rate of the entire airport region;

[0121] In this embodiment, the expression of the weighted flow rate change rate is as follows:

[0122]

[0123]

[0124]

[0125] In the formula, represents the weighted flow rate change rate of Region 2 when the arrival rate of Region 1 changes and the arrival rate of Region 2 remains unchanged, represents the weighted flow rate change rate of Region 1 when the arrival rate of Region 2 changes and the arrival rate of Region 1 remains unchanged, represents the weighted flow rate change rate of the entire airport region when the arrival rates of Region 1 and Region 2 change, w 2,k represents the proportion of flights going to Region k among the arrival flights on Runway 2, v k,2 represents the proportion of flights from Runway 2 among the arrival flights in Region k, k = 1, 2, d represents the weighted density, β represents the average weighted density change rate, A, B, and C all represent fitting parameters, D(a 1 , a 2 , k) represents the maximum departure capacity of Region k when the arrival rate of Region 1 is a 1 and the arrival rate of Region 2 is a 2 , represents the number of regions on the airfield, az(k, t) represents the arrival rate of Region k within the time interval t, G 1 represents the continuous macroscopic fundamental diagram of Region 1, G2 The continuous macroscopic fundamental diagram of area 2 is denoted as, the macroscopic fundamental diagram of the airport double - area is denoted as G(·), and a represents the arrival rate.

[0126] Step S503: Obtain the weighted density change rate through the polynomial expression of the macroscopic fundamental diagram of the airport double - area. The weighted density change rate includes the weighted density change rates of the two airport single - areas and the weighted density change rate of the whole airport area corresponding to different change situations of the area arrival rate;

[0127] In this embodiment, when the change situations of the arrival rates of the two areas are different, the formulas of the weighted density change rates of area 1, area 2, and the whole airport area are different. The weighted density change rate of area 1 includes the first weighted density change rate and the second weighted density change rate, the weighted density change rate of area 2 includes the third weighted density change rate and the fourth weighted density change rate, and the weighted density change rate of the whole airport area includes the fifth weighted density change rate and the sixth weighted density change rate.

[0128] Specifically, when the arrival rate of area 1 changes from i to j and the arrival rate of area 2 remains p, the weighted density change rate of area 2 is:

[0129] Δad 1 (i,j,2) = β(i,j,p,p,2) (21)

[0130] In the formula, Δad 1 (i,j,2) represents the third weighted density change rate, and β(i,j,p,p,2) represents the average weighted density change rate of area 2 when the arrival rate of area 1 changes from i to j and the arrival rate of area 2 remains p.

[0131] When the arrival rate of area 1 remains p and the arrival rate of area 2 changes from i to j, the weighted density change rate of area 1 is:

[0132] Δad 1 (i,j,1) = β(p,p,i,j,1) (22)

[0133] In the formula, Δad 1 (i,j,1) represents the first weighted density change rate, and β(p,p,i,j,1) represents the average weighted density change rate of area 1 when the arrival rate of area 1 remains p and the arrival rate of area 2 changes from i to j.

[0134] When the arrival rate of area 1 changes from i to j and the arrival rate of area 2 remains p, the weighted density change rate of area 1 is:

[0135] Δad 2 (i,j,1) = β(i,j,p,p,1) (23)

[0136] where, Δad 2 (i, j, 1) represents the second weighted density change rate, and β(i, j, p, p, 1) represents the average weighted density change rate of region 1 when the arrival rate of region 1 changes from i to j and the arrival rate of region 2 remains p.

[0137] When the arrival rate of region 1 remains p and the arrival rate of region 2 changes from i to j, the weighted density change rate of region 2 is:

[0138] Δad 2 (i, j, 2) = β(p, p, i, j, 2) (24)

[0139] where, Δad 2 (i, j, 2) represents the fourth weighted density change rate, and β(p, p, i, j, 2) represents the average weighted density change rate of region 2 when the arrival rate of region 1 remains p and the arrival rate of region 2 changes from i to j.

[0140] When the arrival rate of region 1 changes from i to j and the arrival rate of region 2 remains p, the weighted density change rate of the entire airport area is:

[0141]

[0142] where, Δad 1 (i + p, j + p) represents the fifth weighted density change rate, D(j, p, k) represents the maximum departure capacity of region k when the arrival rate of region 1 is j and the arrival rate of region 2 is p, D(i, p, k) represents the maximum departure capacity of region k when the arrival rate of region 1 is i and the arrival rate of region 2 is p, k = 1, 2.

[0143] When the arrival rate of region 2 changes from i to j and the arrival rate of region 1 remains p, the weighted density change rate of the entire airport area is:

[0144]

[0145] where, Δad 2 (i + p, j + p) represents the sixth weighted density change rate, D(p, j, k) represents the maximum departure capacity of region k when the arrival rate of region 1 is p and the arrival rate of region 2 is j, D(p, i, k) represents the maximum departure capacity of region k when the arrival rate of region 1 is p and the arrival rate of region 2 is i, k = 1, 2.

[0146] Step S504: Analyze the influence of the regional arrival rate on the weighted flow through the weighted flow change rate, and analyze the influence of the regional arrival rate on the weighted density through the weighted density change rate.

[0147] In this embodiment, in addition to analyzing the influence of the regional arrival rate on the weighted flow and weighted density through the macroscopic fundamental diagram of the airport's dual regions, an optimal weighted density can also be obtained.

[0148] Specifically, the macroscopic fundamental diagram of the airport's dual regions is a functional combination of the non-linear relationships between the weighted flow and the weighted density at different arrival rates. The schematic diagram of this non-linear relationship is as Figure 3 shown.

[0149] Figure 3 It is described that the weighted flow first increases with the increase of the weighted density. When the weighted flow reaches its maximum value, it continues to decrease with the increase of the weighted density. Therefore, for different arrival rates, there exists an optimal weighted density on the apron, which maximizes the weighted flow on the apron.

[0150] The optimal weighted density can be obtained by taking the partial derivatives of the arrival rates of Region 1 and Region 2 respectively, and summing the weighted densities corresponding to the minimum partial derivatives of the two regions. When the apron arrival rate changes, by using control and management means to continuously adjust the weighted density on the apron to maintain it at the optimal weighted density, ensuring that the flow on the apron always remains at the maximum level, is one of the strategies for using the macroscopic fundamental diagram to improve the apron operation efficiency.

[0151] In summary, the present invention constructs the macroscopic fundamental diagram of the airport through the arrival rate, weighted density, and weighted flow, and uses the macroscopic fundamental diagram to study the mutual influence between the traffic states of different regions of the airport, obtaining the macroscopic fundamental diagram of the airport's dual regions. It not only takes into account the distribution characteristics of the apron traffic flow, but also has a better prediction effect compared with the macroscopic fundamental diagrams constructed by other methods, and can more accurately capture the traffic state of the airport apron, providing technical support for realizing the optimization of airport operation. The present invention also conducts a quantitative analysis of the mutual influence of the traffic states of the airport's dual regions, which helps to achieve more refined control of the airport apron traffic state.

[0152] Embodiment 2:

[0153] This embodiment provides an apparatus for analyzing the influence of the traffic state of the airport's dual regions, and the apparatus includes:

[0154] An acquisition module, configured to acquire the historical operation data of the airport;

[0155] A first construction module, configured to calculate analysis parameters based on the historical operation data, and construct the macroscopic fundamental diagram of the entire airport region through the analysis parameters. The analysis parameters include the arrival rate, weighted density, and weighted flow;

[0156] A fitting module, configured to perform polynomial function fitting on the macroscopic fundamental diagram of the entire airport area to obtain a polynomial expression of the macroscopic fundamental diagram of the entire airport area, where the polynomial expression is a non-linear equation of weighted flow and weighted density at different arrival rates;

[0157] A second construction module, configured to obtain the regional arrival rate of a single airport area, and construct a macroscopic fundamental diagram of a two-region airport based on the polynomial expression of the macroscopic fundamental diagram of the entire airport area and the regional arrival rate;

[0158] An analysis module, configured to analyze the influence of the regional arrival rate on weighted flow and weighted density through the macroscopic fundamental diagram of the two-region airport.

[0159] The first construction module includes:

[0160] A first acquisition unit, configured to obtain the number of arriving flights within the time interval of the entire airport area, the total amount of equivalent medium-sized flights on each taxiway within the time interval, the length of each taxiway, and the number of flights passing through each taxiway within the time interval based on the historical operation data;

[0161] A definition unit, configured to use the number of arriving flights within the time interval as the arrival rate of the entire airport area;

[0162] A first calculation unit, configured to calculate the weighted density of the entire airport area through the total amount of equivalent medium-sized flights on each taxiway within the time interval and the length of each taxiway;

[0163] A second calculation unit, configured to calculate the weighted flow of the entire airport area through the number of flights passing through each taxiway within the time interval and the length of each taxiway;

[0164] A mapping unit, configured to map the arrival rate, the weighted density, and the weighted flow corresponding to different time intervals into a three-dimensional coordinate system to obtain a macroscopic fundamental diagram of the entire airport area reflecting the supply-demand relationship of the airport surface.

[0165] The second construction module includes:

[0166] A division unit, configured to divide the entire airport area into two single airport areas with the shared runway as the dividing boundary;

[0167] A third calculation unit, configured to calculate the regional arrival rate of each single airport area through the runway arrival rate, where the runway arrival rate is the number of flights arriving at the runway within the interval time;

[0168] A fourth calculation unit, configured to calculate the weighted density of each single airport area;

[0169] A second acquisition unit, configured to obtain a continuous macroscopic fundamental diagram of each airport single area based on the weighted density of the airport single area and a polynomial expression of the macroscopic fundamental diagram of the entire airport area;

[0170] A joint representation unit, configured to jointly represent the continuous macroscopic fundamental diagrams of two airport single areas based on the area arrival rate of the airport single area, so as to obtain a macroscopic fundamental diagram of the airport double area.

[0171] The analysis module includes:

[0172] A fitting unit, configured to perform polynomial function fitting on the macroscopic fundamental diagram of the airport double area to obtain a polynomial expression of the macroscopic fundamental diagram of the airport double area;

[0173] A fifth calculation unit, configured to perform derivative calculation on the polynomial expression of the macroscopic fundamental diagram of the airport double area to obtain a weighted flow rate change rate, where the weighted flow rate change rate includes the weighted flow rate change rates of two airport single areas and the weighted flow rate change rate of the entire airport area;

[0174] A sixth calculation unit, configured to obtain a weighted density change rate through the polynomial expression of the macroscopic fundamental diagram of the airport double area, where the weighted density change rate includes the weighted density change rates of two airport single areas and the weighted density change rate of the entire airport area corresponding to different change situations of the area arrival rate;

[0175] An analysis unit, configured to analyze the influence of the area arrival rate on the weighted flow rate through the weighted flow rate change rate, and analyze the influence of the area arrival rate on the weighted density through the weighted density change rate.

[0176] It should be noted that for the device in the above embodiments, the specific manners in which each module performs operations have been described in detail in the embodiments related to the method, and will not be elaborated herein.

[0177] The above are only the preferred embodiments of the present invention and are not used to limit the present invention. For those skilled in the art, the present invention may have various changes and modifications. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

[0178] The above is only the specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed by the present invention, and all should be covered by the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A method for analyzing the impact of dual-area traffic status at an airport, characterized in that: include: Obtain historical operation data of the airport; Calculating analysis parameters based on the historical operation data, and constructing a macro basic map of the entire airport area through the analysis parameters, wherein the analysis parameters include arrival rate, weighted density and weighted flow; Performing polynomial function fitting on the macro basic graph of the whole airport area to obtain a polynomial expression of the macro basic graph of the whole airport area, wherein the polynomial expression is a nonlinear equation of weighted flow and weighted density at different arrival rates; Acquire the regional arrival rate of a single area of ​​the airport, and construct a macro basic map of the two areas of the airport based on the multinomial expression of the macro basic map of the whole area of ​​the airport and the regional arrival rate; Through the macro basic diagram of the dual areas of the airport, the influence of the arrival rate of the area on the weighted flow and weighted density is analyzed.

2. The airport dual-area traffic status impact analysis method according to claim 1 is characterized in that , the calculation of analysis parameters based on the historical operation data, and the construction of a macro basic map of the entire airport area through the analysis parameters, include: Based on the historical operation data, obtaining the number of arriving flights in the entire area of ​​the airport within the time interval, the total number of equivalent medium-sized flights on each taxiway within the time interval, the length of each taxiway, and the number of flights passing each taxiway within the time interval; The number of flights arriving in the time interval is taken as the arrival rate of the whole area of ​​the airport; Calculating the weighted density of the whole area of ​​the airport by the total number of equal medium-sized flights on each taxiway during the time interval and the length of each taxiway; Calculate the weighted flow of the whole area of ​​the airport by the number of flights passing each taxiway in the time interval and the length of each taxiway; The arrival rate, the weighted density and the weighted flow corresponding to different time intervals are mapped into three-dimensional coordinates to obtain a macro basic map of the entire airport area that reflects the supply and demand relationship of the airport surface.

3. The airport dual-area traffic status impact analysis method according to claim 1 is characterized in that , the method of obtaining the regional arrival rate of a single area of ​​an airport and constructing a macro basic map of two areas of an airport based on the multi-terminal expression of the macro basic map of the entire area of ​​the airport and the regional arrival rate includes: Using the shared runway as a dividing boundary, the entire airport area is divided into two single airport areas; Calculating the regional arrival rate of each single area of ​​the airport by the runway arrival rate, wherein the runway arrival rate is the number of flights arriving at the runway during the interval; Calculating the weighted density of each single area of ​​said airport; Based on the weighted density of the single airport area and the multinomial expression of the macro basic map of the entire airport area, a continuous macro basic map of each single airport area is obtained; Based on the regional arrival rate of the single airport area, two continuous macro basic graphs of the single airport area are jointly represented to obtain a macro basic graph of the dual airport area.

4. The airport dual-area traffic status impact analysis method according to claim 3 is characterized in that , the calculation of the weighted density of each single area of ​​the airport includes: Calculate the maximum departure capacity of a runway; Calculate the maximum departure capacity of each single area of ​​the airport by using the proportion of flights to a single area of ​​the airport in the number of arrival flights on the runway, the proportion of flights on the runway in the number of regional arrival flights on the single area of ​​the airport, and the maximum departure capacity of the runway; Calculating the weighted density of each single area of ​​said airport; Calculating a weighted density change amount of each single area of ​​the airport based on the weighted density of the single area of ​​the airport and the maximum departure capacity of the single area of ​​the airport; The weighted density change of the single area of ​​the airport is input into a preset weighted density dynamic equation to update the weighted density of each single area of ​​the airport.

5. The airport dual-area traffic status impact analysis method according to claim 3 is characterized in that The multinomial expression based on the weighted density of the single airport area and the macro basic map of the entire airport area is used to obtain a continuous macro basic map of each single airport area, including: Inputting the weighted density of the single airport area into the multinomial expression of the macro basic map of the entire airport area to obtain a discrete macro basic map of each single airport area; When calculating the change in the regional arrival rate of the single airport area, the average weighted density change rate of each single airport area; The discrete macro basic map of the corresponding single airport area is corrected by the average weighted density change rate of the single airport area to obtain a continuous macro basic map of each single airport area.

6. The airport dual-area traffic status impact analysis method according to claim 1 is characterized in that ,The macro basic diagram of the dual areas of the airport is used to analyze the impact of the regional arrival rate on the weighted flow and weighted density, including: Performing polynomial function fitting on the macro basic graph of the dual areas of the airport to obtain a polynomial expression of the macro basic graph of the dual areas of the airport; Derivative calculation is performed on the polynomial expression of the macro basic graph of the dual-area of ​​the airport to obtain a weighted flow change rate, wherein the weighted flow change rate includes the weighted flow change rate of the two single-area of ​​the airport and the weighted flow change rate of the whole area of ​​the airport; The weighted density change rate is obtained through a multinomial expression of the macro basic graph of the dual-area of ​​the airport, wherein the weighted density change rate includes the corresponding weighted density change rates of the two single-areas of the airport and the weighted density change rate of the entire area of ​​the airport when the arrival rate of the area changes in different situations; The influence of the regional arrival rate on the weighted traffic is analyzed by the weighted traffic change rate, and the influence of the regional arrival rate on the weighted density is analyzed by the weighted density change rate.

7. An airport dual-area traffic status impact analysis device, characterized in that: include: The acquisition module is used to obtain the historical operation data of the airport; A first construction module is used to calculate analysis parameters based on the historical operation data, and to construct a macro basic map of the entire airport area through the analysis parameters, wherein the analysis parameters include arrival rate, weighted density and weighted flow; A fitting module, used for fitting a polynomial function to the macro basic graph of the whole airport area to obtain a polynomial expression of the macro basic graph of the whole airport area, wherein the polynomial expression is a nonlinear equation of weighted flow and weighted density at different arrival rates; The second construction module is used to obtain the regional arrival rate of a single area of ​​the airport, and construct a macro basic map of the two areas of the airport based on the multi-terminal expression of the macro basic map of the whole area of ​​the airport and the regional arrival rate; The analysis module is used to analyze the influence of the regional arrival rate on the weighted flow and weighted density through the macro basic map of the dual areas of the airport.

8. The airport dual-area traffic status impact analysis device according to claim 7, characterized in that: The first building block comprises: A first acquisition unit is used to acquire, based on the historical operation data, the number of flights arriving in the entire area of ​​the airport within a time interval, the total number of equivalent medium-sized flights on each taxiway within the time interval, the length of each taxiway, and the number of flights passing each taxiway within the time interval; A definition unit, configured to use the number of flights arriving in the time interval as the arrival rate of the entire area of ​​the airport; A first calculation unit is used to calculate the weighted density of the whole area of ​​the airport according to the total number of equal medium-sized flights on each taxiway within the time interval and the length of each taxiway; A second calculation unit, used to calculate the weighted flow of the entire area of ​​the airport according to the number of flights passing each taxiway in the time interval and the length of each taxiway; A mapping unit is used to map the arrival rate, the weighted density and the weighted flow corresponding to different time intervals into three-dimensional coordinates to obtain a macro basic map of the entire airport area that reflects the supply and demand relationship of the airport surface.

9. The airport dual-area traffic status impact analysis device according to claim 7, characterized in that: The second building block comprises: A division unit, used to divide the entire airport area into two single airport areas using the shared runway as a division boundary; A third calculation unit is used to calculate the regional arrival rate of each single area of ​​the airport through the runway arrival rate, where the runway arrival rate is the number of flights arriving at the runway during an interval; A fourth calculation unit, used for calculating the weighted density of each single area of ​​the airport; A second acquisition unit is used to acquire a continuous macro basic map of each single area of ​​the airport based on the weighted density of the single area of ​​the airport and the multinomial expression of the macro basic map of the entire area of ​​the airport; The joint representation unit is used to jointly represent the continuous macro basic graphs of the two single airport areas based on the regional arrival rate of the single airport area to obtain the macro basic graph of the dual airport areas.

10. The airport dual-area traffic status impact analysis device according to claim 7, characterized in that: The analysis module comprises: A fitting unit, used for fitting the macro basic graph of the dual areas of the airport with a polynomial function to obtain a polynomial expression of the macro basic graph of the dual areas of the airport; A fifth calculation unit is used to perform derivative calculation on the polynomial expression of the macro basic graph of the dual-area of ​​the airport to obtain a weighted flow change rate, wherein the weighted flow change rate includes the weighted flow change rate of the two single-areas of the airport and the weighted flow change rate of the entire area of ​​the airport; A sixth calculation unit is used to obtain a weighted density change rate through a multinomial expression of the macro basic map of the dual-area of ​​the airport, wherein the weighted density change rate includes the corresponding weighted density change rates of the two single-areas of the airport and the weighted density change rate of the entire area of ​​the airport when the arrival rate of the area changes in different situations; An analysis unit is used to analyze the influence of the regional arrival rate on the weighted traffic through the weighted traffic change rate, and to analyze the influence of the regional arrival rate on the weighted density through the weighted density change rate.

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