Method for calculating the upwind boundary and the impact of a wet contaminated runway based on efficiency and operating costs

Abstract

The present application belongs to the technical field of dispatching allocation, and particularly relates to a wet runway and contaminated runway downwind boundary and influence calculation method based on efficiency and operation cost, aiming to solve the problem that the prior art lacks technical methods for determining and calculating the downwind take-off and landing operation demand, operation boundary and operation reduction influence of the wet runway and contaminated runway of an airport, resulting in low weather factor disturbance resistance of the airport control operation, and high safety risk of the airport frequently switching the runway operation direction. The method comprises the following steps: collecting historical operation related data of the airport as input data; calculating the downwind take-off and landing operation demand of the wet runway and contaminated runway of the airport; determining the downwind take-off and landing operation boundary of the wet runway and contaminated runway of the airport; and obtaining the average daily wet runway and contaminated runway downwind take-off performance reduction of the airport based on the operation boundary and hourly capacity. The present application fills the gap in the prior art, improves the weather factor disturbance resistance of the airport control operation, and maximizes the overall operation safety level of the airport.

Description

Technical Field

[0001] This invention belongs to the field of scheduling and allocation technology, specifically relating to a method for calculating the tailwind boundary and impact of wet and contaminated runways based on efficiency and operating costs. Background Technology

[0002] With the rapid growth of flight volume at my country's civil aviation transport airports and the increasing complexity of the flight zone operating environment, improving airport operational efficiency is becoming increasingly difficult. Effectively utilizing runways, a key resource, to alleviate airport operational pressure while ensuring operational safety and improving efficiency and reducing flight delays has become a crucial approach. Currently, busy international airports are increasingly using wet runways for tailwind takeoffs and landings to improve aircraft and runway utilization. However, under current regulations, busy domestic airports are frequently forced to use wet or contaminated runways for takeoffs and landings under tailwind conditions due to precipitation and wind direction changes. Furthermore, frequent changes in runway direction can easily lead to flight conflicts and other derivative risks. To reduce the frequency of runway direction changes under tailwind conditions on wet and contaminated runways and improve runway utilization efficiency, it is urgent to conduct research on methods for determining the tailwind takeoff and landing operation standards (i.e., operation boundaries) for airport wet and contaminated runways. This research aims to determine tailwind takeoff and landing operation boundaries for wet and contaminated runways that meet the actual operational characteristics and needs of airports, and to clarify the impact of tailwind operations on flight load reduction on wet and contaminated runways under airport capacity levels and tailwind operation boundaries. This research provides technical methods and effective support and has significant practical application value for optimizing and improving airport runway utilization.

[0003] Current research on runway operation in my country's civil aviation mainly focuses on determining runway operating direction, identifying runway operating status, runway operating modes, and crosswind monitoring of wet and contaminated runways. Research on technical methods for determining airport tailwind takeoff and landing operational requirements and boundaries is extremely limited. Furthermore, research on the technical requirements and operational boundaries for tailwind takeoff and landing on wet and contaminated runways, as well as the technical research on the impact of tailwind operation on load reduction of wet and contaminated runways based on capacity and tailwind operational boundaries, is entirely lacking. Therefore, there is a current lack of technical methods for determining and calculating the tailwind takeoff and landing operational requirements and operational boundaries of wet and contaminated runways, as well as technical methods for calculating the impact of tailwind operation on wet and contaminated runways based on capacity and tailwind operational boundaries. Based on this, this invention proposes a method for calculating the tailwind operational boundaries and impacts of airport wet and contaminated runways. Summary of the Invention

[0004] To address the aforementioned problems in the prior art, namely the lack of technical methods for determining and calculating the tailwind takeoff and landing operational requirements and boundaries of wet and contaminated runways at airports, and for analyzing the load reduction impact of tailwind operations on wet and contaminated runways based on operational boundaries and hourly capacity, thus leading to low resilience of airport control operations to weather disturbances and high operational safety risks associated with frequent runway direction changes, this invention, in its first aspect, proposes a method for calculating the tailwind impact of wet and contaminated runways based on efficiency and operating costs. This method is used to determine the tailwind takeoff and landing operational boundaries of wet and contaminated runways at airports, thereby obtaining the takeoff performance load reduction for all departing flights of different aircraft types within the tailwind operating duration. The method includes:

[0005] S100, collect historical operational data of the airport as input data; the input data includes flight operation data, meteorological data, runway reversal data, and runway surface condition assessment data;

[0006] S200, combining the input data, using a multi-dimensional constraint model, determine whether the airport is operating with the wind on a wet runway or a contaminated runway during a runway reversal at time t on date T; if so, calculate the airport's wet runway and contaminated runway wind take-off and landing requirements using a pre-built airport wet runway and contaminated runway wind take-off and landing requirement calculation model based on efficiency and operating costs.

[0007] S300, based on the aforementioned tailwind takeoff and landing operation requirements of the airport wet runway and contaminated runway, the objective function for determining the tailwind takeoff and landing operation requirements of the airport wet runway and contaminated runway is used to determine whether the tailwind takeoff and landing operation requirements of the airport wet runway and contaminated runway are urgent; if the requirements are urgent, the tailwind takeoff and landing operation boundaries of the airport wet runway and contaminated runway are determined through a pre-constructed calculation model of the tailwind takeoff and landing operation boundaries of the airport wet runway and contaminated runway.

[0008] S400, based on the airport's wet and contaminated runway tailwind takeoff and landing operation boundaries and combined with the airport's hourly capacity, uses a pre-built calculation model based on the operation boundaries and hourly capacity to calculate the average daily takeoff performance load reduction of wet and contaminated runway tailwind-operated flights. This model yields the average daily takeoff performance load reduction of wet and contaminated runway tailwind-operated flights based on the operation boundaries and hourly capacity. In other words, it calculates the takeoff performance load reduction of all departing flights of different aircraft types within the daily tailwind-operated duration of wet and contaminated runways at the airport.

[0009] In some preferred embodiments, the tailwind takeoff and landing operational requirements of airport wet and contaminated runways are calculated using a pre-built model based on efficiency and operating costs. The method is as follows:

[0010] When an airport operates with the wind on a wet or contaminated runway during a runway reversal at time t on date T, calculate the runway reversal parameters. The runway reversal parameters include additional ground taxiing time, delay time, and additional operating costs associated with the runway reversal.

[0011] Based on the runway reversal parameters, the following are obtained: additional ground taxiing time corresponding to the tailwind takeoff and landing operation requirements of wet and contaminated runways; delay time corresponding to the tailwind takeoff and landing operation requirements of wet and contaminated runways; additional operating costs corresponding to the tailwind takeoff and landing operation requirements of wet and contaminated runways; and short-term frequent runway switching corresponding to the tailwind takeoff and landing operation requirements of wet and contaminated runways. Thus, the tailwind takeoff and landing operation requirements of airport wet and contaminated runways based on efficiency and operating costs are obtained.

[0012] The tailwind takeoff and landing operation requirements for each airport wet and contaminated runway, based on efficiency and operating costs, are summed to obtain the tailwind takeoff and landing operation requirements for airport wet and contaminated runways.

[0013] In some preferred embodiments, the additional ground skidding time is calculated as follows:

[0014] Based on the actual ground taxiing distance from the gate to the runway tip and the ground taxiing speed of the departing flight, the taxiing time of the departing flight is obtained.

[0015] Based on the obtained taxiing distance of departing flights on the planned runway and taxiing path before runway changeover, and the ground taxiing speed of departing flights, the minimum taxiing time required for departing flights to taxi from the parking position to the original planned runway without any conflict, waiting or interference is obtained, i.e., the undisturbed taxiing time.

[0016] The difference between the taxiing time of the departing flight and the undisturbed taxiing time is used to obtain the additional ground taxiing time for the departing flight. The additional ground taxiing time for all departing flights during the overall runway reversal period is calculated by summing up the additional ground taxiing time for all departing flights during the overall runway reversal period. .

[0017] In some preferred embodiments, the delay time is calculated as follows:

[0018] Obtain the actual gate pushback time and the planned gate pushback time of the departing flight, and calculate the difference between the actual gate pushback time and the planned gate pushback time to obtain the waiting time of the departing flight at the gate due to runway reversal;

[0019] Obtain the additional time that departing flights spend taxiing around the ground due to runway reversal, i.e., the extra ground taxiing time for departing flights;

[0020] Obtain the time when the departing flight enters the runway and the time when the departing flight arrives at the runway tip and begins to queue; subtract the time when the departing flight enters the runway from the time when the departing flight arrives at the runway tip and begins to queue to obtain the time when the departing flight waits at the runway tip.

[0021] The ground delay time of departing flights is obtained by adding the time spent waiting at the gate due to runway reversal, the additional time spent taxiing around the ground due to runway reversal, and the time spent waiting at the runway threshold. The ground delay time of all departing flights is then summed up to obtain the total ground delay time of all departing flights due to runway reversal during the overall impact period of runway reversal.

[0022] The average flight speed of all types of inbound flights during the in-flight detour is obtained by dividing the flight speed of each type of inbound flight by the total number of inbound flights. The in-flight detour distance of inbound flights is calculated and divided by the average flight speed to obtain the in-flight delay time caused by the inbound flights during the in-flight detour.

[0023] The total air delay time caused by all inbound flights detouring in the air due to runway reversal is obtained by summing up the air delay time of all inbound flights detouring in the air due to runway reversal.

[0024] ;

[0025] in, This indicates the in-flight delay caused by inbound flights detouring in the air. Here, inbound flights are... , This indicates the distance that inbound flights detour in the air. This indicates the overall impact of runway reversal on the number and types of arriving flights during the specified period. This indicates the number of arriving flights. This indicates the speed at which an inbound flight circles in the air.

[0026] The total ground delay caused by runway reversal for all departing flights during the overall impact period is added to the total air delay caused by runway reversal for all arriving flights. The total delay time is obtained by adding these two points together.

[0027] In some preferred embodiments, the additional operating cost of the runway reversal is calculated as follows:

[0028] Obtain the fuel consumption per engine during one minute of ground taxiing for departing flights of each aircraft type, and the number of engines for each departing aircraft type. Multiply the fuel consumption per engine during one minute of ground taxiing for each departing aircraft type by the corresponding number of engines and sum them up as the first summation result. Then, combine the first summation result with the... As a business, we obtained the average fuel consumption per minute of ground taxiing for departing flights of different aircraft types;

[0029] The fuel consumption per minute of flight for each aircraft type's inbound flights is multiplied by the corresponding number of engines, and the results are summed to obtain a second summation result. This second summation result is then compared with the... As a business, we obtained the average fuel consumption per minute of flight for different aircraft types arriving at the port.

[0030] Multiply the average fuel consumption per minute of ground taxiing for departing flights of different aircraft types, the total time added by all departing flights due to runway reversals and ground taxiing, and the price per ton of fuel to obtain the result. The secondary runway reversal will affect the additional operating costs of ground detours for all departing flights during the affected period. ;

[0031] Multiply the average fuel consumption per minute of flight for the different aircraft types arriving at the port, the waiting time of all arriving flights, and the price per ton of fuel to obtain the result. The secondary runway reversal will result in additional operational costs for all arriving flights that need to detour during the affected period. ;

[0032] The With the Add them together to get the first one. Additional operating costs associated with reversing the runway.

[0033] In some preferred embodiments, the method for obtaining the tailwind takeoff and landing operation requirements of airport wet and contaminated runways based on efficiency and operating costs is as follows:

[0034] By combining the additional ground taxiing time, half of the sum of the undisturbed taxiing time, and the sum of the undisturbed taxiing time, multiple taxiing time intervals are determined. Within different taxiing time intervals, the take-off and landing requirements of wet and contaminated runways corresponding to the additional ground taxiing time are determined according to the set first weight vector.

[0035] By combining the aforementioned delay time, the acceptable delay time during the reversal period, and twice the acceptable delay time during the reversal period, multiple delay time intervals are determined. Within different delay time intervals, the corresponding take-off and landing requirements for wet and contaminated runways are determined according to the set second weight vector.

[0036] Combining the additional operating costs of runway reversal, half of the total flight revenue, and the total flight revenue, multiple operating cost ranges are determined. Within different operating cost ranges, the additional operating costs corresponding to the tailwind take-off and landing requirements of wet and contaminated runways are determined according to the set third weight vector.

[0037] If a runway reversal occurs on date T at time t with a runway duration shorter than a set duration threshold or a runway reversal frequency greater than or equal to a set frequency threshold, then the tailwind take-off and landing requirements for wet and contaminated runways corresponding to short-term frequent runway switching will be determined based on the set weights of the airport's wet and contaminated runway tailwind take-off and landing requirements.

[0038] The additional ground taxiing time corresponding to the tailwind takeoff and landing operation requirements of wet and contaminated runways, the delay time corresponding to the tailwind takeoff and landing operation requirements of wet and contaminated runways, the additional operating costs corresponding to the tailwind takeoff and landing operation requirements of wet and contaminated runways, and the short-term frequent runway switching corresponding to the tailwind takeoff and landing operation requirements of wet and contaminated runways are added together to obtain the tailwind takeoff and landing operation requirements of airport wet and contaminated runways based on efficiency and operating costs.

[0039] In some preferred embodiments, the method for determining the downwind takeoff and landing operation boundaries of wet and contaminated runways at airports is as follows:

[0040] Obtain the upper limit of wind speed range for all dates when the tailwind takeoff and landing operation demand for airport wet and contaminated runways is not zero based on efficiency and operating costs. Based on the wind speed with the highest frequency of occurrence of the upper limit of wind speed range and its corresponding runway surface condition code, determine the tailwind operation boundary of wet and contaminated runways that takes into account historical operation demand.

[0041] According to the airline's operations manual, the tailwind component corresponding to each runway surface condition code for different aircraft types is determined. Based on the most frequently occurring tailwind component and its corresponding runway surface condition code, the tailwind operating boundaries for wet and contaminated runways for different aircraft types are determined according to the airline's operations manual.

[0042] Obtain runway surface condition codes and takeoff performance payloads for different aircraft types on wet and contaminated runways, as well as under different tailwind conditions. Runway surface condition codes for different aircraft types on dry runways and takeoff performance payloads under different tailwind conditions. It calculates the difference between takeoff performance and payload, and obtains the value when the difference is less than a set difference threshold. The corresponding maximum tailwind speed and minimum runway surface condition code are used to determine the tailwind operating boundaries for wet and contaminated runways based on takeoff performance.

[0043] Obtain the required runway length for landing of each aircraft type under different runway surface conditions and different tailwind conditions. Based on less than the runway length The corresponding maximum tailwind speed and minimum runway surface condition code determine the tailwind operating boundaries for wet and contaminated runways based on landing performance.

[0044] The intersection of the tailwind operating boundaries for wet and contaminated runways based on the airline's operation manual for different aircraft types, the tailwind operating boundaries for wet and contaminated runways based on takeoff performance, the tailwind operating boundaries for wet and contaminated runways based on landing performance, and the tailwind operating boundaries for wet and contaminated runways considering historical operational needs, is used as the tailwind takeoff and landing operating boundaries for airport wet and contaminated runways.

[0045] In some preferred embodiments, the method for obtaining the runway length required for landing of each aircraft type under different runway and tailwind conditions is as follows:

[0046]

[0047]

[0048]

[0049]

[0050]

[0051]

[0052]

[0053] in, , , These represent the landing distances required for dry, wet, and contaminated runways, respectively, i.e., the runway length required for landing. The approved landing distance for aircraft on contaminated runways. Indicates the glide angle. The distance from the starting point of the glide path to the average touchdown point. for The standard deviation, This refers to the distance an aircraft travels on the runway after landing and touching down until its speed reaches zero. Indicates tailwind speed. The velocity conversion factor indicating airspeed and vacuum speed, For reference speed, For aircraft touchdown speed The average value, The standard deviation of the average grounding velocity, and These represent the time it takes for the aircraft to travel from the glide path point to the touchdown point, and the time it takes for the aircraft to reach zero speed after landing.

[0054] In some preferred embodiments, the method for obtaining the takeoff performance load reduction of all departing flights of different aircraft types during the daily tailwind operation time of wet and contaminated runways at the airport is as follows:

[0055]

[0056]

[0057]

[0058]

[0059]

[0060]

[0061] in, This indicates the various airlines within the airport. All departing flights of this aircraft type have reduced takeoff performance. This represents the difference between takeoff load under tailwind conditions on dry runways and takeoff load under tailwind conditions on wet and contaminated runways. This indicates the airport's hourly capacity. This indicates the average number of flights taking off from the airport per hour. Indicates the duration of tailwind operation on wet and contaminated running tracks. Aircraft type and number of departing flights This indicates the model within the reversing direction. This indicates the average daily downwind operating time of wet and contaminated runways at the airport. express The ratio of departing flights by aircraft type This indicates the daily operating time of the airport. Indicates the first day of the day Hour Aircraft type and flight number , This indicates the number of days the wet and contaminated running tracks were operated with the wind. This indicates the total number of aircraft types operated by each airline.

[0062] In a second aspect, the present invention proposes a method for calculating the tailwind boundary of a wet runway based on efficiency and operating costs, the method comprising steps S100-S300 of the method for calculating the tailwind impact of a wet runway based on efficiency and operating costs.

[0063] The beneficial effects of this invention are:

[0064] This invention fills the gap in the research methods of the aforementioned fields and provides feasibility study support for airports to determine whether they have a need for tailwind takeoff and landing operations on wet and contaminated runways, and whether runway reversal has an urgent impact on the need for tailwind takeoff and landing operations on wet and contaminated runways. It provides reliable calculation methods and implementation paths for airports with such needs to determine the actual conditions of tailwind takeoff and landing operations on wet and contaminated runways, and to assess the impact of tailwind operations on flight load reduction on wet and contaminated runways. This provides a decision-making basis for airports to carry out tailwind takeoff and landing operations on wet and contaminated runways, thereby improving the airport's ability to resist weather disturbances and maximizing the overall operational safety level of the airport. Attached Figure Description

[0065] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings.

[0066] Figure 1 This is a schematic diagram illustrating the calculation method for the tailwind impact of wet and contaminated runways based on efficiency and operating costs.

[0067] Figure 2 This is a schematic diagram of a portion of the meteorological dataset;

[0068] Figure 3 This is a schematic diagram of the runway parameters;

[0069] Figure 4 This is a schematic diagram of a portion of the runway surface condition assessment dataset;

[0070] Figure 5 This is a schematic diagram of a portion of the runway reversal dataset;

[0071] Figure 6 This is a schematic diagram of a portion of the historical flight operation dataset;

[0072] Figure 7 This is a diagram showing part of the data in an airline's operations manual;

[0073] Figure 8 This is a schematic diagram of a portion of the runway obstacle dataset;

[0074] Figure 9 This is a schematic diagram of a portion of the daily meteorological dataset for precipitation.

[0075] Figure 10 This is a schematic diagram of a portion of the runway reversal dataset for a precipitation day;

[0076] Figure 11 This is a schematic diagram of a portion of the dataset for assessing wet and contaminated runways on rainy days.

[0077] Figure 12 This is a schematic diagram of the calculation parameters for takeoff performance.

[0078] Figure 13 This is a schematic diagram of the takeoff performance results;

[0079] Figure 14 This is a schematic diagram of the calculation parameters for landing performance.

[0080] Figure 15 This is a schematic diagram of the landing performance results;

[0081] Figure 16 This is a diagram illustrating the reduced takeoff performance of some aircraft models. Detailed Implementation

[0082] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions in the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention. It should also be noted that, for ease of description, only the parts related to the relevant invention are shown in the accompanying drawings. Unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0083] The first embodiment of this invention provides a method for calculating the tailwind impact of wet and contaminated runways based on efficiency and operating costs. The following is a detailed explanation in conjunction with the appendix. Figure 1 The steps of one embodiment of the method of the present invention will be described in detail below.

[0084] S100 collects historical operational data of the airport as input data;

[0085] In this embodiment, historical operational data related to the airport are first collected and studied, including airport elevation data. Runway dataset (including runway length) Runway heading angle Runway slope takeoff runway landing track ), meteorological dataset (containing dates) ,time ,temperature ,precipitation ,wind direction Wind speed (m / s)), runway surface condition assessment dataset (including date) ,time Runway, runway surface condition codes RWYCCPollutant coverage area, pollutant types), runway reversal dataset (including date) ,time Runway direction of use, runway start time, runway end time), historical flight operation dataset (including airlines) Flight number, aircraft type Planned gate pushback time, actual gate pushback time, planned takeoff time, actual takeoff time, used gate, planned runway, actual runway, planned landing time, actual landing time, different flight phase times and speeds), airline operations manuals, runway obstacle datasets.

[0086] Then, the historical precipitation data for the airport was filtered, as follows:

[0087] 1) Filter the precipitation date dataset; establish a precipitation... Codebase, Precipitation The codebase contains precipitation The code includes: (rain), (drizzle), (Snow), (Michelle) (ice crystals), (ice pellets) (hail), (Small hailstones);

[0088] According to precipitation If one or more of the precipitation codes appear within a certain time period on a date, it can be determined whether there will be precipitation on that date. Based on this, the airport's historical precipitation date dataset can be filtered.

[0089] 2) Filter the meteorological dataset for precipitation days; Based on the precipitation date dataset, filter the meteorological dataset for all precipitation dates (including dates). ,time ,temperature ,precipitation ,wind direction Wind speed (m / s)

[0090] 3) Filter the runway reversal dataset for precipitation days; based on the precipitation date dataset, filter the runway reversal dataset for each date, including the date... ,time The data includes runway direction, runway start time, and runway end time. Based on the runway reversal dataset for precipitation dates, daily runway reversal frequency and runway duration datasets are obtained for each precipitation date. Runway reversals with a duration of 30 minutes or less after a single reversal, or a daily runway reversal frequency of 3 or more, are considered to be relatively frequent. Therefore, based on the daily runway reversal frequency and runway duration datasets for precipitation dates, further datasets are generated for runway durations of 30 minutes or less and daily runway reversal frequencies of 3 or more.

[0091] 4) Screen the assessment datasets for wet and contaminated runways on days with precipitation; establish a runway surface condition code library based on the airport runway surface condition assessment dataset. RWYCC , RWYCC=0-6 These represent different types of pollutants covering the runway surface. RWYCC=6 Represents dry running track, RWYCC=0-5 These represent different levels of wet and contaminated running tracks. RWYCC =5 indicates that the runway surface is covered with frost, wet [any visible moisture or water no more than 3 mm deep], snow slurry [no more than 3 mm deep], dry snow [no more than 3 mm deep], or wet snow [no more than 3 mm deep]. RWYCC =4 indicates that the runway surface is covered with compacted snow (outside temperature -15 degrees Celsius or below). RWYCC =3 indicates that the runway is wet ("slippery" runway), the surface is covered with compacted snow with dry snow (any depth), the compacted snow with wet snow (any depth), dry snow (deeper than 3 mm), wet snow (deeper than 3 mm), and compacted snow (outside temperature above -15 degrees Celsius). RWYCC =2 indicates that the runway surface is covered with water (deeper than 3 mm) or slush (deeper than 3 mm). RWYCC =1 indicates that the track surface is covered with ice. RWYCC =0 indicates that the runway surface is covered with wet ice, there is water on the compacted snow, there is dry snow on the ice, or there is wet snow on the ice, depending on the precipitation date and the runway surface condition code corresponding to wet or contaminated runways. RWYCC=0- 5 In the runway surface condition assessment dataset, we filtered the wet runway and contaminated runway assessment datasets within the precipitation dates.

[0092] S200, combining the input data, using a multi-dimensional constraint model, determine whether the airport is operating with the wind on a wet runway or a contaminated runway during a runway reversal at time t on date T; if so, calculate the airport's wet runway and contaminated runway wind take-off and landing requirements using a pre-built airport wet runway and contaminated runway wind take-off and landing requirement calculation model based on efficiency and operating costs.

[0093] Determining whether an airport is operating with a wet or contaminated runway during a runway reversal at time t on date T is primarily based on multi-dimensional constraints. In this embodiment, these constraints include determining whether there is precipitation, whether the runway is wet or contaminated, whether there is wind, whether the wind direction and angle are tailwind, wind speed range, and whether a runway reversal has been implemented.

[0094] The constraints for each dimension are as follows:

[0095] Precipitation determination: If date T and time t belong to the precipitation date dataset, then it can be determined that there is precipitation at time t on date T. The result of the judgment is assigned the value "yes"; otherwise, the result is assigned the value "no".

[0096] Wet or contaminated running track determination: based on the running track surface condition code library. RWYCC The wet and contaminated runway assessment dataset is used. If date T and time t belong to the wet and contaminated runway assessment dataset, the runway surface on date T and time t can be determined to be either a wet or contaminated runway. The wet or contaminated runway determination result for this date and time is assigned the value "yes". Otherwise, the value is assigned "no".

[0097] Wind determination: Based on the daily meteorological dataset of precipitation days, if the wind speed W corresponds to date T and time t... S If the value is not equal to 0, it can be determined that there is wind at the airport within the time t of date T. The wind determination result for this date and time is assigned as "yes". Otherwise, it is assigned as "no".

[0098] Determining a tailwind: If the wind direction corresponds to date T and time t... With runway heading angle The absolute value of the included angle is less than 90 degrees, that is... If so, it can be determined that there is a tailwind within time t on date T, and the result of the tailwind determination for this date and time is assigned the value "yes"; otherwise, it is assigned the value "no".

[0099] Determining the wind speed range: Establishing the wind speed range The dataset includes three wind speed ranges: 0-2.5 m / s, 2.5-3.5 m / s, and 3.5-5 m / s. The unit is meters per second. What is the wind speed corresponding to date T and time t? If the wind speed within date T and time t does not exceed the upper limit of any wind speed range, the result of the wind speed range determination for date T and time t is assigned as "yes", and the wind speed at time t is output. If the value is not specified, then assign "No".

[0100] Runway reversal determination: If date T and time t belong to the runway reversal dataset, then a runway reversal has occurred within date T and time t, and the determination result for this date and time is assigned "Yes"; otherwise, it is assigned "No". If date T and time t belong to both the runway reversal dataset and the daily runway reversal frequency dataset or the runway duration dataset, then frequent runway reversals have occurred within date T and time t, and the determination result for this date and time is assigned "Yes", while also outputting the corresponding daily runway reversal frequency or runway duration. Otherwise, it is assigned "No".

[0101] Determination of takeoff and landing with the wind on wet and contaminated runways: By judging the above multi-dimensional constraints, assigning values ​​to each multi-dimensional constraint, if all multi-dimensional constraints are assigned the value "yes", then the runway reversal at time t on date T is a takeoff and landing with the wind on wet and contaminated runways.

[0102] If the above-mentioned determination constraints are applied, then the determination of the first... If the secondary runway reversal is not a tailwind takeoff and landing operation on a wet or contaminated runway, then the tailwind takeoff and landing operation requirement for wet and contaminated runways is based on efficiency and operating costs. Set to 0;

[0103] If the first Secondary runway reversal involves takeoffs and landings with the wind on wet and contaminated runways. To reflect the reduced airport operational efficiency and increased operating costs resulting from runway reversal in the demand for takeoffs and landings with the wind on wet and contaminated runways, a corresponding demand for takeoffs and landings with the wind on wet and contaminated runways based on efficiency and operating costs is proposed. Includes additional ground taxiing time to meet the tailwind takeoff and landing requirements for wet and contaminated runways. The delay time corresponds to the take-off and landing requirements of wet and contaminated runways. Additional operating costs correspond to the tailwind takeoff and landing requirements of wet and contaminated runways. Short-term, frequent runway switching to meet the takeoff and landing requirements of wet and contaminated runways with tailwind. .therefore:

[0104]

[0105] The calculation process for each requirement is as follows:

[0106] Assume the first The time required for the second runway turn is The period of delay caused by the reversal is After time The overall impact period of the runway reversal is 24 hours, therefore the runway reversal will affect the entire period of time. This means that the runway reversal will affect The arrival and departure flights within a certain time frame will be affected. Assuming... The number of departing flights within the specified time period is The number of inbound flights is Total flights Furthermore, considering that runways are unavailable during runway changes, resource allocation takes a considerable amount of time and will delay flight operations in subsequent periods. This will increase ground taxiing time and delays, severely reducing airport operational efficiency. Additionally, ground detours and in-flight detours will significantly increase fuel consumption and operating costs. Therefore, to calculate the tailwind takeoff and landing operational requirements for wet and contaminated runways based on efficiency and operating costs, this study is necessary. First, establish the runway reversal parameter set. Including additional ground skidding time Delay time Additional operating costs for runway reversal . For departing flights Additional ground skidding time after a turn; This refers to the total delay time for arriving and departing flights after the diversion.

[0107] 1) Calculate additional ground skidding time:

[0108] Additional ground taxiing time during the overall runway reversal period This should include all departing flights. Additional ground skidding time, set For departing flights The additional ground skid time, therefore:

[0109]

[0110] set up For departing flights Ground gliding time, For departing flights The actual ground taxiing distance from the aircraft stand to the runway threshold. For departing flights Ground gliding speed. For departing flights The taxiing distance is calculated according to the planned runway and taxiway path before the runway changeover. For departing flights The minimum taxiing time required from the aircraft stand to the originally planned runway without any conflicts, waiting, or interference, i.e., the undisturbed taxiing time. Therefore:

[0111]

[0112]

[0113]

[0114] 2) Calculate the delay time:

[0115] Delay time Including runway turning time Total ground delays for all departing flights due to runway reversal Total air delays caused by all inbound flights detouring in the air due to runway reversals. ,Right now:

[0116]

[0117] Includes ground delay times for all departing flights. Includes all inbound flight waiting times, set For departing flights Ground delay time, For inbound flights The time delay caused by flying around in the air, therefore:

[0118] ; ;

[0119] Departing flights Ground delay time This includes waiting time at aircraft stands due to runway reversal, additional time for taxiing and detours, and waiting time at the runway head. Let... For departing flights The time spent waiting at the aircraft stand due to runway reversal. For departing flights Actual launch time of the aircraft station For departing flights Planned launch time For departing flights The increased time spent taxiing around the ground during runway reversal For departing flights The time spent waiting at the runway head For departing flights The time to start queuing at the runway head. For departing flights The time of entry onto the runway is as follows:

[0120]

[0121]

[0122]

[0123]

[0124] For inbound flights The distance of the aerial flight and the time of the turnaround are model, model,… Models Type of machine, For inbound flights (Model is) The speed of flight when circling in the air.

[0125]

[0126] 3) Calculate the additional operating costs of runway reversal:

[0127] set up For all departing flights, the total time spent taxiing around the ground due to runway reversal is then... ;

[0128] set up Aircraft type and flight include One engine for The fuel consumption of a single engine during one minute of taxiing on the ground for a departing flight of this aircraft type. for The fuel consumption of a single engine during one minute of flight on an inbound flight for this aircraft type. The average fuel consumption per minute of ground taxiing for departing flights of different aircraft types. To determine the average fuel consumption per minute of flight for different aircraft types arriving at the airport, then:

[0129] ; ;

[0130] set up For the first Second runway turning time All departing flights The additional operating costs of ground-based bypass and sliding. For the first Second runway turning time All inbound flights The additional operating cost of aerial detours, where Φ is the price of one ton of fuel (unit: yuan / ton), is as follows:

[0131] ; ;

[0132] No. Additional operating costs associated with secondary runway reversals .

[0133] Considering that greater ground taxiing time and delays lead to lower airport operational efficiency and higher operating costs, this reflects the greater impact of a runway reversal on airport operations. The need for tailwind takeoffs and landings on wet and contaminated runways is more urgent. Therefore, the additional ground taxiing time parameter for runway reversal is considered. Delay time Additional operating costs for runway reversal Assign weights to the impact of demand respectively , , (All are greater than 1).

[0134] Calculate the additional ground taxiing time required for takeoff and landing operations with the wind on wet and contaminated runways:

[0135] To reflect the different levels of reduced airport operational efficiency and increased operating costs caused by runway reversal, and the varying degrees of urgency for tailwind takeoff and landing operations on wet and contaminated runways, the corresponding demands are calculated separately according to different runway reversal parameter ranges.

[0136] Additional ground taxiing time for all departing flights Less than or equal to half of the total undisturbed gliding time, i.e. From the perspective of ground-based taxiing, this only indicates that there is a demand for takeoff and landing operations with the wind on wet and contaminated runways. ;when From the perspective of ground-based taxiing, this indicates a more urgent need for takeoff and landing operations with the wind on wet and contaminated runways. ;when From the perspective of ground-based taxiing, this indicates a sharp increase in the demand for takeoffs and landings with the wind on wet and contaminated runways. ;

[0137] Calculate the corresponding takeoff and landing requirements for wet and contaminated runways:

[0138] When delay Less than or equal to the acceptable delay time during the commutation period ,Right now In terms of delay time, this only indicates that there is a demand for takeoffs and landings with the wind on wet and contaminated runways. ;when From the perspective of ground-based taxiing, this indicates a more urgent need for takeoff and landing operations with the wind on wet and contaminated runways. ;when From the perspective of ground-based taxiing, this indicates a sharp increase in the demand for takeoffs and landings with the wind on wet and contaminated runways. .

[0139] Calculate the additional operating costs corresponding to the tailwind takeoff and landing requirements for wet and contaminated runways:

[0140] Additional operating costs when the runway is reversed Less than or equal to the total number of flights Flight revenue Half of, that is From the perspective of increased operating costs, this only indicates the creation of demand for takeoffs and landings with the wind on wet and contaminated runways. ;when From the perspective of increased operating costs, this indicates a more urgent need for takeoff and landing operations on wet and contaminated runways with the wind. ;when From the perspective of increased operating costs, this indicates a sharp increase in the demand for takeoff and landing operations with the wind on wet and contaminated runways. .

[0141] Calculate the takeoff and landing requirements with the wind for short-term, frequent runway switching on wet and contaminated runways:

[0142] If a runway change occurs on date T at time t with a runway duration of less than 30 minutes, or if the runway change frequency on that day is greater than or equal to 3, then due to the relatively frequent runway changes, an additional weight is added to the weight of the airport's wet and contaminated runway takeoff and landing demand corresponding to that runway change, based on the daily runway change frequency. ( A value greater than 1 indicates frequent runway switching and an urgent need for takeoff and landing operations on wet and contaminated runways. In this case, frequent short-term runway switching corresponds to the demand for takeoff and landing operations on wet and contaminated runways. .

[0143] S300, based on the aforementioned tailwind takeoff and landing operation requirements of the airport wet runway and contaminated runway, the objective function for determining the tailwind takeoff and landing operation requirements of the airport wet runway and contaminated runway is used to determine whether the tailwind takeoff and landing operation requirements of the airport wet runway and contaminated runway are urgent; if the requirements are urgent, the tailwind takeoff and landing operation boundaries of the airport wet runway and contaminated runway are determined through a pre-constructed calculation model of the tailwind takeoff and landing operation boundaries of the airport wet runway and contaminated runway.

[0144] In this embodiment, an objective function for determining the takeoff and landing requirements of wet and contaminated runways at airports is established. The specific process is as follows:

[0145] Set acceptable thresholds for takeoff and landing operations with tailwind on wet and contaminated runways at airports. If the total demand for takeoffs and landings with the wind on wet and contaminated runways at the airport... Greater than or equal to the acceptable threshold Therefore, it is believed that the airport urgently needs to conduct tailwind take-off and landing operations on wet and contaminated runways, and thus urgently needs to study and determine the tailwind take-off and landing operation boundaries of the airport's wet and contaminated runways (also known as the airport's tailwind take-off and landing operation standards) to improve the airport's runway operation efficiency under complex weather conditions such as rain and snow.

[0146] If an objective function is established to determine the takeoff and landing requirements of wet and contaminated runways at an airport, then:

[0147] This indicates an urgent need for takeoff and landing operations with the wind on wet and contaminated runways at airports;

[0148] This indicates that the demand for takeoffs and landings with the wind is not significant on airport wet and contaminated runways.

[0149] ;

[0150] Where T represents the date of precipitation; For the t-th precipitation period on the precipitation date T, the th... Second runway reversal; For the t-th precipitation period on the precipitation date T, the th... Is the runway reversal the required value for takeoff and landing with the wind on wet and contaminated runways?

[0151] If the demand is urgent, the takeoff and landing boundaries of wet and contaminated runways can be determined using pre-built calculation models of the airport's wet and contaminated runways.

[0152] 1) The output of the multi-dimensional constraint condition determination includes not only the takeoff and landing requirements of the airport's wet and contaminated runways on date T and time t, but also the output requirements. The actual runway surface condition code and wind speed range corresponding to date T and time t. After multi-dimensional constraint judgment for all historical dates, it can be determined whether each runway reversal on each day is a wet or contaminated runway tailwind takeoff and landing operation, thus obtaining the corresponding airport wet and contaminated runway tailwind takeoff and landing operation requirements for each day, as well as all requirements. The corresponding runway surface condition code and upper limit of wind speed range, with the upper limit of wind speed range showing the most frequent wind speed. and the corresponding runway surface condition codes This refers to the tailwind operating boundary for wet and contaminated runways, taking into account historical operational needs. (This can also be referred to as the tailwind operation standard for wet and contaminated runways, taking into account historical operational needs.) , This represents the airport's assessment of runway surface conditions from the perspective of actual operational needs. For wet and contaminated running tracks of 0 to 100 km / h, the following conditions apply: The operating requirements are obvious under conditions of meters per second.

[0153] 2) Based on historical flight operation datasets, the number of airlines operating at the airport is [number missing]. The names of the airlines are as follows: , … ,airline Include model, model,… Models Aircraft type. According to the airline. The operation manual can be used to determine the details. model, model,… Aircraft type runway surface condition code RWYCC =0-5 corresponds to the tailwind component , … Downwind weight , … The most frequent tailwind component and the corresponding runway surface condition codes This refers to the tailwind operating boundaries for different aircraft types on wet and contaminated runways, based on the airline's operations manual. (This can also be referred to as the tailwind operation standards for wet and contaminated runways based on the airline's operations manual for different aircraft types.) , This means that, while meeting the airline's operating manual requirements for wet and contaminated runways, each aircraft type can support operation on runway surface conditions. For wet and contaminated running tracks of 0 to 100 km / h, the following conditions apply: It operates under conditions of meters per second.

[0154] 3) Calculate the tailwind operating boundaries of wet and contaminated runways based on aircraft performance, including: tailwind operating boundaries of wet and contaminated runways based on takeoff performance (also known as tailwind operating standards of wet and contaminated runways based on takeoff performance) and tailwind operating boundaries of wet and contaminated runways based on landing performance (also known as tailwind operating standards of wet and contaminated runways based on landing performance).

[0155] Tailwind operating boundaries for wet and contaminated runways based on takeoff performance:

[0156] Conservative calculation parameters for takeoff performance include airport elevation. Runway slope Runway length Maximum reference temperature and minimum reference temperature (Based on meteorological datasets, the airport's highest and lowest reference temperatures are determined by filtering according to summer maximum and winter minimum temperatures), runway surface condition codes. RWYCC Optimal takeoff flaps, air conditioning on, anti-icing off, improved climb, tailwind speed, and obstacle dataset. Different conditions include different runway surface conditions and different tailwind conditions. RWYCC include RWYCC=0-6 The different tailwind conditions include four scenarios: 0 m / s, 2.5 m / s, 3.5 m / s, and 5 m / s.

[0157] According to the takeoff performance software calculation method, the airline's... of Aircraft model corresponding to runway surface condition codes for wet and contaminated runways RWYCC =0-5, with takeoff performance and payload under tailwind conditions of 0 m / s, 2.5 m / s, 3.5 m / s, and 5 m / s respectively. , … The unit is tons. Runway surface condition code for aircraft type on dry runways RWYCC =6, with takeoff payloads under tailwind conditions of 0 m / s, 2.5 m / s, 3.5 m / s, and 5 m / s respectively. , … The unit is tons. Aircraft type on different runway surface conditions RWYCC =0-5 and takeoff performance and payload under different tailwind conditions ,and Model in RWYCC =6 and takeoff payload under different tailwind conditions For comparison, those with a difference of 5 tons or less, i.e. It is believed that the corresponding wet and contaminated running tracks and tailwind conditions at this time have an impact on... The aircraft's takeoff performance is essentially unaffected and meets the requirements. of Corresponding maximum tailwind speed and the smallest runway surface condition code This refers to the tailwind operating boundaries for this aircraft type on wet and contaminated runways based on takeoff performance. ,Right now , This represents the takeoff performance of each aircraft type, capable of supporting runway surface conditions. For wet and contaminated running tracks of 0 to 100 km / h, the following conditions apply: It operates under conditions of meters per second.

[0158] Tailwind operating boundaries for wet and contaminated runways based on landing performance:

[0159] Different conditions include different runway surface conditions and different tailwind conditions. RWYCC include RWYCC The range is 0-6, with different tailwind conditions including 0 m / s, 2.5 m / s, 3.5 m / s, and 5 m / s.

[0160] set up To different runway surface conditions RWYCC =0-6 and the landing distance required under different tailwind conditions, including runway surface conditions RWYCC Landing distance at =6 Runway surface condition RWYCC Landing distance required when =0-5 and Let the glide slope angle be λ. Based on the landing flight characteristics of aircraft under different runway surface conditions, then:

[0161] ;

[0162] in, This is the distance from the starting point of the glide slope to the average touchdown point; for The standard deviation; This refers to the distance an aircraft travels on the runway after landing and touching down, until its speed reaches zero.

[0163] Considering tailwind speed The impact, assuming The velocity conversion factor indicating airspeed and vacuum speed, For reference speed, For aircraft touchdown speed The average value, The standard deviation of the average grounding velocity, and Let be the time it takes for the aircraft to travel from the glide path point to the touchdown point, and the time it takes for the aircraft to reach zero speed after landing. Then:

[0164] ;

[0165] ;

[0166] ;

[0167] Considering the changing relationship between the surface friction coefficients of dry, wet, and contaminated running tracks, let... For the certified landing distance of aircraft on a contaminated runway, then:

[0168] ;

[0169] ;

[0170] ;

[0171] According to the distance required for landing , and The calculation method is used to calculate the airline's... of Aircraft type code for different runway surface conditions RWYCC =0-6, with tailwinds of 0 m / s, 2.5 m / s, 3.5 m / s, and 5 m / s respectively, the required runway lengths for landing are as follows: , … .

[0172] Will Different models RWYCC =0-6 Runway length required for landing under different tailwind conditions With runway length To make a comparison, when At that time, it was believed that the wet and contaminated running track, as well as the tailwind conditions, affected the track. The aircraft's takeoff performance is essentially unaffected. Corresponding maximum tailwind speed and the smallest runway surface condition code This refers to the tailwind operating boundaries for this aircraft model on wet and contaminated runways based on landing performance. ,Right now , This indicates that the landing performance of each aircraft type can support runway surface conditions. For wet and contaminated running tracks of 0 to 100 km / h, the following conditions apply: It operates under conditions of meters per second.

[0173] Airport wet runway and contaminated runway tailwind take-off and landing operation boundary (Also known as the airport wet runway and contaminated runway tailwind take-off and landing operation standards), which must simultaneously meet the following requirements. , , At the same time, we should also consider Therefore, the calculation model for the takeoff and landing boundary of an airport wet runway is the intersection of the above boundaries, that is:

[0174] ; .

[0175] S400, based on the airport's wet and contaminated runway tailwind takeoff and landing operation boundaries and combined with the airport's hourly capacity, uses a pre-built calculation model based on the operation boundaries and hourly capacity to calculate the average daily takeoff performance load reduction of wet and contaminated runway tailwind-operated flights. This model yields the average daily takeoff performance load reduction of wet and contaminated runway tailwind-operated flights based on the operation boundaries and hourly capacity. In other words, it calculates the takeoff performance load reduction of all departing flights of different aircraft types within the daily tailwind-operated duration of wet and contaminated runways at the airport.

[0176] In this embodiment, the takeoff and landing boundaries for wet and contaminated runways at the airport are defined. Down Aircraft type flight takeoff performance reduced to ,but Should be Model in RWYCC =6 and takeoff payload under different tailwind conditions This meets the operational boundaries for tailwind takeoff and landing of this aircraft model. Different runway surface conditions RWYCC =0-5 and takeoff performance and payload under different tailwind conditions Subtracting them, we get:

[0177] ;

[0178] Assume the airport's hourly capacity is (Unit: flights / hour), average number of flights per hour at the airport (Unit: flights / hour), according to the principle of balanced arrival and departure flights at the airport, then: ;

[0179] Assume that, based on precipitation and the determination of whether the runway is wet or contaminated, the runway operates with the wind at time t within date T, and the total... The airport experienced tailwind operations on both wet and contaminated runways, with an average daily tailwind operation time of [duration not specified]. , The ratio of departing flights by aircraft type is The duration of tailwind operation on wet and contaminated running tracks Aircraft type and number of departing flights Airport daily operating hours Hour, the first of the day Hour Aircraft type and number of flights ,but:

[0180] ;

[0181] ;

[0182] .

[0183] The daily tailwind operating time of wet and contaminated runways at the airport. Inside All departing flights of this aircraft type have reduced takeoff performance to [specific value]. ,but: Therefore, the daily tailwind operating times of wet and contaminated runways at the airport can be obtained. Inside, airport model, model,… Models All departing flights of this aircraft type have reduced takeoff performance load. for: .

[0184] To facilitate understanding of the technical solution of this invention, historical data from a busy domestic airport from 2018 to 2022 is used as an example: the airport has an elevation of 35.3 meters and three existing runways: RWY01 / 19, RWY18L / 36R, and RWY18R / 36L. Each runway can be used for takeoff and landing. Screenshots of partial data from runway parameters and meteorological datasets, runway surface condition assessment datasets, runway reversal datasets, historical flight operation datasets, an airline's operations manual, and runway obstacle datasets are shown below. Figure 2 , 3 As shown in Figures 4, 5, 6, 7, and 8; where multiple runway condition codes (RWYCC) appear in the Runway Condition Report (RCR), the crew should use the crosswind standard corresponding to the smallest runway condition code. Therefore... Figure 7 In Chinese, the conversion between nautical miles per hour and meters per second is: 10 5, 15 7.7, 20 10, 25 12.8, 28 14, 29 14.9, 30 15.4, 32 16.4, 35 18, 39 19.5, 40 20, 50 25.7.

[0185] Screenshots of partial data from the filtered daily precipitation meteorological dataset, runway reversal dataset, and wet and contaminated runway assessment dataset are shown below. Figure 9 , 10 As shown in Figure 11.

[0186] Based on the datasets of different dimensions of precipitation days selected for this airport, and according to the objective function for determining the tailwind takeoff and landing operation requirements of the airport's wet and contaminated runways and multi-dimensional constraints, the tailwind takeoff and landing operation requirements of the airport from 2018 to 2022 were calculated. Set acceptable thresholds for takeoff and landing operations with the wind on wet and contaminated runways at airports. ,at this time This indicates an urgent need for tailwind takeoffs and landings on the airport's wet and contaminated runways. The wind speed with the highest frequency appearing at the upper limit of the wind speed range... meters per second and corresponding runway surface condition codes RWYCC=5 This refers to the tailwind operating boundaries of wet and contaminated runways based on the airport's historical operational needs. , This represents the airport's assessment of runway surface conditions from the perspective of actual operational needs. For wet and contaminated running tracks of 0 to 100 km / h, the following conditions apply: The operating requirements are obvious under conditions of meters per second.

[0187] The next step is to determine the tailwind operating boundaries for wet and contaminated runways based on the airline's operations manual. The method was determined to determine the main aircraft types that can support different runway surface conditions, while meeting the airline's operations manual requirements for wet and contaminated runways. RWYCC =3-5 wet and contaminated running tracks, with tailwind speeds of 0 to... Operating under conditions of meters per second, i.e. , Based on meteorological datasets, the airport's highest reference temperature is determined by filtering according to summer's highest temperature and winter's lowest temperature. and minimum reference temperature The takeoff and landing performance were calculated using conservative takeoff and landing performance parameters. Some parameters and results are shown below. Figure 12 , 13 As shown in Figures 14 and 15.

[0188] This determines the tailwind operating boundaries for wet and contaminated runways based on takeoff performance: , This indicates that the takeoff performance of each aircraft type can support runway surface conditions. RWYCC =5 wet and contaminated running tracks, operating under tailwind conditions of 0 to 3.5 m / s.

[0189] Tailwind operating boundaries for wet and contaminated runways based on landing performance , This indicates that the landing performance of each aircraft type can support the conditions on the runway surface. RWYCC=3 and above wet and contaminated running tracks, operating under tailwind conditions of 0 to 5 m / s.

[0190] Based on the takeoff and landing operation boundaries of airport wet runways and contaminated runways The method of determination is to obtain , Therefore, based on the above data, the operational boundary for tailwind takeoff and landing on wet and contaminated runways at this airport is as follows: when the tailwind component wind speed is no greater than 3.5 m / s on wet and contaminated runways with runway surface condition code 5, aircraft can be arranged to take off or land with the tailwind.

[0191] Takeoff and landing with the wind within the defined boundaries of wet and contaminated runways at airports. , Under these circumstances, screenshots of takeoff performance load reduction for some aircraft types are calculated as follows: Figure 16 As shown in the figure, assuming an airport hourly capacity of 70 flights / hour, based on the proportion of different aircraft types and the tailwind operating time of wet and contaminated runways, it can be calculated that the takeoff performance reduction of all departing flights of different aircraft types within the daily tailwind operating time of wet and contaminated runways is approximately 30 tons.

[0192] A second embodiment of the present invention provides a method for calculating the downwind boundary of a wet runway based on efficiency and operating costs, comprising the following steps:

[0193] A100: Collect relevant historical airport operation data as input data; the input data includes flight operation data, meteorological data, runway reversal data, and runway surface condition assessment data; A200: Combine the input data and use a multi-dimensional constraint model to determine whether the airport is operating with the wind on a wet or contaminated runway during a runway reversal at time t on date T; if so, calculate the demand for wind-driven takeoffs and landings on the airport's wet and contaminated runways using a pre-built calculation model based on efficiency and operating costs; A300: Based on the demand for wind-driven takeoffs and landings on the airport's wet and contaminated runways, determine the urgency of the demand using an objective function for determining the demand for wind-driven takeoffs and landings on the airport's wet and contaminated runways; if the demand is urgency, determine the boundary of wind-driven takeoffs and landings on the airport's wet and contaminated runways using a pre-built calculation model for the boundary of wind-driven takeoffs and landings on the airport's wet and contaminated runways.

[0194] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process and related explanations of the above-described method for calculating the tailwind boundary of wet and contaminated runways based on efficiency and operating costs can be found in the corresponding process in the example of the aforementioned method for calculating the tailwind impact of wet and contaminated runways based on efficiency and operating costs, and will not be repeated here.

[0195] A third embodiment of the present invention provides a wet / contaminated runway tailwind boundary calculation system based on efficiency and operating costs, comprising: a data acquisition module configured to collect historical operational data of the airport as input data; the input data includes flight operation data, meteorological data, runway reversal data, and runway surface condition assessment data; and a demand determination module configured to, based on the input data and through a multi-dimensional constraint model, determine whether the airport is operating with a wet or contaminated runway tailwind during a runway reversal at time t on date T; if so, then using a pre-built efficiency and operating cost-based tailwind boundary calculation system... A cost-based model for calculating the tailwind takeoff and landing operational requirements of airport wet and contaminated runways is used to calculate the tailwind takeoff and landing operational requirements of airport wet and contaminated runways. A boundary determination module is configured to, based on the stated tailwind takeoff and landing operational requirements of airport wet and contaminated runways, use an objective function to determine whether the tailwind takeoff and landing operational requirements of airport wet and contaminated runways are urgent. If the requirements are urgent, the boundary of tailwind takeoff and landing operations of airport wet and contaminated runways is determined using a pre-constructed model for calculating the boundary of tailwind takeoff and landing operations of airport wet and contaminated runways.

[0196] A fourth embodiment of the present invention provides a calculation system for the tailwind impact of wet and contaminated runways based on efficiency and operating costs, comprising: a data acquisition module configured to collect historical operational data of the airport as input data; the input data includes flight operation data, meteorological data, runway reversal data, and runway surface condition assessment data; a demand determination module configured to, in conjunction with the input data, determine, through a multi-dimensional constraint model, whether the airport is operating with tailwinds on a wet or contaminated runway during a runway reversal at time t on date T; if so, calculate the tailwind takeoff and landing demand of the airport's wet and contaminated runways using a pre-constructed airport wet and contaminated runway tailwind takeoff and landing demand calculation model based on efficiency and operating costs; and a boundary determination module configured to, based on the airport's wet and contaminated runway tailwind takeoff and landing demand, calculate the tailwind takeoff and landing demand of the airport's wet and contaminated runways using a multi-dimensional constraint model; and a boundary determination module configured to, based on the airport's wet and contaminated runway tailwind takeoff and landing demand, calculate the tailwind takeoff and landing demand of the airport's wet and contaminated runways. The objective function for determining the demand for tailwind takeoffs and landings on wet and contaminated runways at the airport is used to determine whether the demand for tailwind takeoffs and landings on wet and contaminated runways is urgent. If the demand is urgent, the tailwind takeoff and landing operation boundaries of the airport's wet and contaminated runways are determined using a pre-constructed calculation model of the tailwind takeoff and landing operation boundaries. The load reduction calculation module is configured to, based on the aforementioned tailwind takeoff and landing operation boundaries of the airport's wet and contaminated runways and combined with the airport's hourly capacity, use a pre-constructed calculation model of the impact of tailwind takeoff and landing on wet and contaminated runways based on the operation boundaries and hourly capacity to obtain the average daily takeoff performance load reduction of tailwind takeoffs and landings on wet and contaminated runways based on the operation boundaries and hourly capacity. That is, the takeoff performance load reduction of all departing flights of different aircraft types within the daily tailwind takeoff and landing duration of the airport's wet and contaminated runways.

[0197] It should be noted that the wet runway tailwind boundary calculation system or wet runway tailwind impact calculation system based on efficiency and operating cost provided in the above embodiments are only illustrative examples of the above functional module division. 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 further decomposed or combined. For example, the modules in the above embodiments can be merged 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 various modules or steps and are not considered as an improper limitation of the present invention.

[0198] A third embodiment of the present invention provides an electronic device 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, the instructions being executed by the processor to implement the above-described method for calculating the tailwind boundary of a wet runway based on efficiency and operating costs or the method for calculating the tailwind impact of a wet runway based on efficiency and operating costs.

[0199] A computer-readable storage medium according to a fourth embodiment of the present invention stores computer instructions, which are executed by the computer to implement the above-described method for calculating the tailwind boundary of a wet runway based on efficiency and operating cost, or the method for calculating the tailwind impact of a wet runway based on efficiency and operating cost.

[0200] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes and related descriptions of the systems, electronic devices, and readable storage media described above can be found in the corresponding processes in the aforementioned method examples, and will not be repeated here.

[0201] Those skilled in the art will recognize that the modules and method steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. The programs corresponding to the software modules and method steps can be stored in random access memory (RAM), main memory, read-only memory (ROM), or any other form of storage medium known in the art. To clearly illustrate the interchangeability of electronic hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented 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 implementations should not be considered beyond the scope of the invention.

[0202] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles 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 all fall within the scope of protection of the present invention.

Claims

1. A method for calculating the tailwind impact of wet and contaminated runways based on efficiency and operating costs, used to determine the tailwind takeoff and landing operation boundaries of airport wet and contaminated runways, and then to obtain the takeoff performance load reduction of all departing flights of different aircraft types within the tailwind operation duration of the wet and contaminated runways, characterized in that... The method includes: S100, collect historical operational data of the airport as input data; the input data includes flight operation data, meteorological data, runway reversal data, and runway surface condition assessment data; S200, combining the input data, using a multi-dimensional constraint model, determine whether the airport is operating with the wind on a wet runway or a contaminated runway during a runway reversal at time t on date T; if so, calculate the airport's wet runway and contaminated runway wind take-off and landing requirements using a pre-built airport wet runway and contaminated runway wind take-off and landing requirement calculation model based on efficiency and operating costs. S300, based on the aforementioned tailwind takeoff and landing operation requirements of the airport wet runway and contaminated runway, the objective function for determining the tailwind takeoff and landing operation requirements of the airport wet runway and contaminated runway is used to determine whether the tailwind takeoff and landing operation requirements of the airport wet runway and contaminated runway are urgent; if the requirements are urgent, the tailwind takeoff and landing operation boundaries of the airport wet runway and contaminated runway are determined through a pre-constructed calculation model of the tailwind takeoff and landing operation boundaries of the airport wet runway and contaminated runway. The method for determining the takeoff and landing boundaries of wet and contaminated runways at airports is as follows: Obtain the upper limit of wind speed range for all dates when the tailwind takeoff and landing operation demand for airport wet and contaminated runways is not zero based on efficiency and operating costs. Based on the wind speed with the highest frequency of occurrence of the upper limit of wind speed range and its corresponding runway surface condition code, determine the tailwind operation boundary of wet and contaminated runways that takes into account historical operation demand. According to the airline's operations manual, the tailwind component corresponding to each runway surface condition code for different aircraft types is determined. Based on the most frequently occurring tailwind component and its corresponding runway surface condition code, the tailwind operating boundaries for wet and contaminated runways for different aircraft types are determined according to the airline's operations manual. Obtain runway surface condition codes and takeoff performance payloads for different aircraft types on wet and contaminated runways, as well as under different tailwind conditions. Runway surface condition codes for different aircraft types on dry runways and takeoff performance payloads under different tailwind conditions. It calculates the difference between takeoff performance and payload, and obtains the value when the difference is less than a set difference threshold. The corresponding maximum tailwind speed and minimum runway surface condition code are used to determine the tailwind operating boundaries for wet and contaminated runways based on takeoff performance. Obtain the required runway length for landing of each aircraft type under different runway surface conditions and different tailwind conditions. Based on less than the runway length The corresponding maximum tailwind speed and minimum runway surface condition code determine the tailwind operating boundaries for wet and contaminated runways based on landing performance. The intersection of the tailwind operation boundaries for wet and contaminated runways based on the airline's operation manual for different aircraft types, the tailwind operation boundaries for wet and contaminated runways based on takeoff performance, the tailwind operation boundaries for wet and contaminated runways based on landing performance, and the tailwind operation boundaries for wet and contaminated runways considering historical operational needs, shall be used as the tailwind takeoff and landing operation boundaries for airport wet and contaminated runways. S400, based on the airport's wet and contaminated runway tailwind takeoff and landing operation boundaries and combined with the airport's hourly capacity, uses a pre-built calculation model based on the operation boundaries and hourly capacity to calculate the average daily takeoff performance load reduction of wet and contaminated runway tailwind-operated flights. This model yields the average daily takeoff performance load reduction of wet and contaminated runway tailwind-operated flights based on the operation boundaries and hourly capacity. In other words, it calculates the takeoff performance load reduction of all departing flights of different aircraft types within the daily tailwind-operated duration of wet and contaminated runways at the airport.

2. The method for calculating the tailwind impact of wet and contaminated runways based on efficiency and operating costs according to claim 1, characterized in that, Using a pre-built model for calculating the tailwind takeoff and landing operational requirements of wet and contaminated runways at airports based on efficiency and operating costs, the operational requirements of wet and contaminated runways for takeoff and landing are calculated. The method is as follows: When an airport operates with the wind on a wet or contaminated runway during a runway reversal at time t on date T, calculate the runway reversal parameters. The runway reversal parameters include additional ground taxiing time, delay time, and additional operating costs associated with the runway reversal. Based on the runway reversal parameters, the additional ground taxiing time corresponds to the tailwind takeoff and landing operation requirements of wet and contaminated runways, the delay time corresponds to the tailwind takeoff and landing operation requirements of wet and contaminated runways, the additional operating costs correspond to the tailwind takeoff and landing operation requirements of wet and contaminated runways, and the short-term frequent runway switching corresponds to the tailwind takeoff and landing operation requirements of wet and contaminated runways. Thus, the tailwind takeoff and landing operation requirements of airport wet and contaminated runways based on efficiency and operating costs are obtained. The tailwind takeoff and landing operation requirements for each airport wet and contaminated runway, based on efficiency and operating costs, are summed to obtain the tailwind takeoff and landing operation requirements for airport wet and contaminated runways.

3. The method for calculating the tailwind impact of wet and contaminated runways based on efficiency and operating costs according to claim 2, characterized in that, The additional ground skidding time is calculated as follows: Based on the actual ground taxiing distance from the gate to the runway tip and the ground taxiing speed of the departing flight, the taxiing time of the departing flight is obtained. Based on the obtained taxiing distance of departing flights on the planned runway and taxiing path before runway changeover, and the ground taxiing speed of departing flights, the minimum taxiing time required for departing flights to taxi from the parking position to the original planned runway without any conflict, waiting or interference is obtained, i.e., the undisturbed taxiing time. The difference between the taxiing time of the departing flight and the undisturbed taxiing time is used to obtain the additional ground taxiing time for the departing flight. The additional ground taxiing time for all departing flights during the overall runway reversal period is calculated by summing up the total additional ground taxiing time for all departing flights during the overall runway reversal period. .

4. The method for calculating the tailwind impact of wet and contaminated runways based on efficiency and operating costs according to claim 3, characterized in that, The delay time is calculated as follows: Obtain the actual gate pushback time and the planned gate pushback time of the departing flight, and calculate the difference between the actual gate pushback time and the planned gate pushback time to obtain the waiting time of the departing flight at the gate due to runway reversal; Obtain the additional time that departing flights spend taxiing around the ground due to runway reversal, i.e., the extra ground taxiing time for departing flights; Obtain the time when the departing flight enters the runway and the time when the departing flight arrives at the runway tip and begins to queue; subtract the time when the departing flight enters the runway from the time when the departing flight arrives at the runway tip and begins to queue to obtain the time when the departing flight waits at the runway tip. The ground delay time of departing flights is obtained by adding the time spent waiting at the gate due to runway reversal, the additional time spent taxiing around the ground due to runway reversal, and the time spent waiting at the runway threshold. The ground delay time of all departing flights is then summed up to obtain the total ground delay time of all departing flights due to runway reversal during the overall impact period of runway reversal. The average flight speed of all types of inbound flights during the in-flight detour is obtained by dividing the flight speed of each type of inbound flight by the total number of inbound flights. The in-flight detour distance of inbound flights is calculated and divided by the average flight speed to obtain the in-flight delay time caused by the inbound flights during the in-flight detour. The total air delay time caused by all inbound flights detouring in the air due to runway reversal is obtained by summing up the air delay time of all inbound flights detouring in the air due to runway reversal. ； in, This indicates the in-flight delay caused by inbound flights detouring in the air. Here, inbound flights are... , This indicates the distance that inbound flights detour in the air. This indicates the overall impact of runway reversal on the number and types of arriving flights during the specified period. This indicates the number of arriving flights. This indicates the speed at which an inbound flight circles in the air. The total ground delay caused by runway reversal for all departing flights during the overall impact period is added to the total air delay caused by runway reversal for all arriving flights. The total delay time is obtained by adding these two points together.

5. The method for calculating the tailwind impact of wet and contaminated runways based on efficiency and operating costs according to claim 4, characterized in that, The additional operating cost of the runway reversal is calculated as follows: Obtain the fuel consumption per engine during one minute of ground taxiing for departing flights of each aircraft type, and the number of engines for each departing aircraft type. Multiply the fuel consumption per engine during one minute of ground taxiing for each departing aircraft type by the corresponding number of engines and sum them up as the first summation result. Then, combine the first summation result with the... As a business, we obtained the average fuel consumption per minute of ground taxiing for departing flights of different aircraft types; The fuel consumption per minute of flight for each aircraft type's inbound flights is multiplied by the corresponding number of engines, and the results are summed to obtain a second summation result. This second summation result is then compared with the... As a business, we obtained the average fuel consumption per minute of flight for different aircraft types arriving at the port. Multiply the average fuel consumption per minute of ground taxiing for departing flights of different aircraft types, the total time added by all departing flights due to runway reversals and ground taxiing, and the price per ton of fuel to obtain the result. The secondary runway reversal will affect the additional operating costs of ground detours for all departing flights during the affected period. ; Multiply the average fuel consumption per minute of flight for the different aircraft types arriving at the port, the waiting time of all arriving flights, and the price per ton of fuel to obtain the result. The secondary runway reversal will result in additional operational costs for all arriving flights that need to detour during the affected period. ; The With the Add them together to get the first one. Additional operating costs associated with reversing the runway.

6. The method for calculating the tailwind impact of wet and contaminated runways based on efficiency and operating costs according to claim 5, characterized in that, The method for obtaining the tailwind takeoff and landing operation requirements for airport wet and contaminated runways based on efficiency and operating costs is as follows: By combining the additional ground taxiing time, half of the sum of the undisturbed taxiing time, and the sum of the undisturbed taxiing time, multiple taxiing time intervals are determined. Within different taxiing time intervals, the take-off and landing requirements of wet and contaminated runways corresponding to the additional ground taxiing time are determined according to the set first weight vector. By combining the aforementioned delay time, the acceptable delay time during the reversal period, and twice the acceptable delay time during the reversal period, multiple delay time intervals are determined. Within different delay time intervals, the corresponding take-off and landing requirements for wet and contaminated runways are determined according to the set second weight vector. Combining the additional operating costs of runway reversal, half of the total flight revenue, and the total flight revenue, multiple operating cost ranges are determined. Within different operating cost ranges, the additional operating costs corresponding to the tailwind take-off and landing requirements of wet and contaminated runways are determined according to the set third weight vector. If a runway reversal occurs on date T at time t with a runway duration shorter than a set duration threshold or a runway reversal frequency greater than or equal to a set frequency threshold, then the tailwind take-off and landing requirements for wet and contaminated runways corresponding to short-term frequent runway switching are determined based on the set weights of the airport's wet and contaminated runway tailwind take-off and landing requirements. The additional ground taxiing time corresponding to the tailwind takeoff and landing operation requirements of wet and contaminated runways, the delay time corresponding to the tailwind takeoff and landing operation requirements of wet and contaminated runways, the additional operating costs corresponding to the tailwind takeoff and landing operation requirements of wet and contaminated runways, and the short-term frequent runway switching corresponding to the tailwind takeoff and landing operation requirements of wet and contaminated runways are added together to obtain the tailwind takeoff and landing operation requirements of airport wet and contaminated runways based on efficiency and operating costs.

7. The method for calculating the tailwind impact of wet and contaminated runways based on efficiency and operating costs according to claim 6, characterized in that, The method for obtaining the required runway length for landing of various aircraft types under different runway and tailwind conditions is as follows: ； ； ； ； ； ； ； in, , , These represent the landing distances required for dry, wet, and contaminated runways, respectively, i.e., the runway length required for landing. The approved landing distance for aircraft on contaminated runways. Indicates the glide angle. The distance from the starting point of the glide slope to the average touchdown point. for The standard deviation, This refers to the distance an aircraft travels on the runway after landing and touching down until its speed reaches zero. Indicates tailwind speed. As a velocity conversion factor indicating airspeed and vacuum speed, For reference speed, For aircraft touchdown speed The average value, The standard deviation of the average grounding velocity, and These represent the time it takes for the aircraft to travel from the glide path point to the touchdown point, and the time it takes for the aircraft to reach zero speed after landing.

8. The method for calculating the tailwind impact of wet and contaminated runways based on efficiency and operating costs according to claim 1, characterized in that, The method for obtaining the takeoff performance load reduction of all departing flights of different aircraft types during the daily tailwind operation time of wet and contaminated runways at the airport is as follows: ； ； ； ； ； ； in, This indicates the various airlines within the airport. All departing flights of this aircraft type have reduced takeoff performance. This represents the difference between takeoff load under tailwind conditions on dry runways and takeoff load under tailwind conditions on wet and contaminated runways. This indicates the airport's hourly capacity. This indicates the average number of flights taking off from the airport per hour. Indicates the duration of tailwind operation on wet and contaminated running tracks. Aircraft type and number of departing flights This indicates the model within the reversing direction. This indicates the average daily downwind operating time of wet and contaminated runways at the airport. express The ratio of departing flights by aircraft type This indicates the daily operating time of the airport. Indicates the first day of the day Hour Aircraft type and flight number , This indicates the number of days the wet and contaminated running tracks were operated with the wind. This indicates the total number of aircraft types operated by each airline.

9. A method for calculating the downwind boundary of a wet / sewage runway based on efficiency and operating costs, characterized in that, The method for calculating the tailwind impact of wet runways based on efficiency and operating costs according to any one of claims 1-7, wherein the tailwind boundary calculation method includes the following steps: A100 collects historical operational data of the airport as input data; the input data includes flight operation data, meteorological data, runway reversal data, and runway surface condition assessment data. A200, combined with the input data, uses a multi-dimensional constraint model to determine whether the airport is operating with the wind on a wet runway or a contaminated runway during a runway reversal at time t on date T; if so, it uses a pre-built calculation model based on efficiency and operating costs to calculate the demand for wind-driven take-off and landing on wet and contaminated runways. A300, based on the aforementioned tailwind takeoff and landing operation requirements of the airport's wet and contaminated runways, uses the objective function for determining the tailwind takeoff and landing operation requirements of the airport's wet and contaminated runways to determine whether the tailwind takeoff and landing operation requirements of the airport's wet and contaminated runways are urgent; if the requirements are urgent, then the tailwind takeoff and landing operation boundaries of the airport's wet and contaminated runways are determined through a pre-constructed calculation model of the tailwind takeoff and landing operation boundaries of the airport's wet and contaminated runways.

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