机场跑道容量评估模型研究
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摘要
本文主要针对终端区区域中的跑道、航路的容量建立了数学模型并结合仿真方法得出了相应的容量值。跑道容量评估是本文研究的重点,在构建跑道容量评估模型时,模型中考虑的关键影响因素包括管制规则、公共进近航段长度、进近速度、机型比例、航空器跑道占用时间及随机误差等。考虑到实际管制程序实施的可能性,本文提出将某些影响航空器间隔的因素视为随机变量,并推导了在可接受的安全水平下,管制人员需要增加的缓冲裕度。此外,以基本跑道容量模型为基础,论文还推导了当着陆航空器或起飞航空器具有跑道使用绝对优先权时航空器之间需要满足的时间间隔以及在可接受的安全水平下,当非正常情况出现即航空器之间时间间隔小于前面航空器跑道占用时间时,航空器之间时间间隔应该满足的要求。然后,以西安咸阳国际机场为背景,通过实地调查获得了容量评估所需的数据,分析了该机场区域中存在的一些冲突情况,由此提出了一些冲突解决方案。针对跑道实际运行特点和所建立的数学模型,结合随机航空器流模拟的方法,编制了蒙特卡洛仿真程序对跑道容量进行了评估,还系统地分析了跑道容量模型涉及到的各种限制因素对跑道容量评估结果的定性和定量影响。在分析空侧因素对跑道容量的影响时,着重阐述了航路容量模型的构建并以此对终端区的容量进行了评估。在构建出航路容量模型后,提出了动态航路容量模型的概念,以此为基础探讨了当不利状况出现时航路动态容量的计算方法以增强航路容量模型的实用性。最后,从动态跑道容量模型和航路容量模型的构建等方面对机场容量评估的进一步研究进行了展望。
In this paper, the runway capacity mathematical model and route capacity mathematical model in the terminal area were established, combined with simulation methods the corresponding capacity assessment results were obtained. Runway capacity assessment was the focus of this paper and the runway capacity assessment model was formed based on the following main impact factors including the control rules, the common approach leg length, approach speed, the proportion of aircraft type, aircraft runway occupancy time and errors. Taking into account the real implementation possibility of control procedures, this paper presents some of the factors which affect aircraft spacing as random variables, and then derived the buffer margin based on the acceptable security level. The time intervals between aircrafts which they should be met when the arrival aircraft or the departure aircraft has priority in using runway and the detailed analysis of the requirements which aircrafts’runway occupy time should be met when the interval time was smaller compared to the aircrafts’runway occupy time were also calculated based on the basic runway capacity model. Then the related capacity assessment data were acquired based on the Xi'an Xianyang International Airport through field surveys and an analysis of conflict situations in the airport area and a number of conflict resolution programs were brought up. The mathematical model was made based on the actual operation in the runway area. With the random air flow simulation method, Monte Carlo simulation program was developed and has assessed the runway capacity and the systematic qualitative and quantitative analysis of various parameters in the capacity model was done on the assessment results. In the analysis of air-side factors on the impact of runway capacity, focusing on the route capacity model, and thus the capacity of the terminal area was assessed. The dynamic route capacity concept was brought up after the introduction of route capacity model. The dynamic route capacity results was derived based on the above content when the disadvantage situations occurred in order to enhance route capacity model's practicality. Finally, from the aspects of the foundation of dynamic runway capacity model and route capacity model, the prospects for further studies were introduced.
In this paper, the runway capacity mathematical model and route capacity mathematical model in the terminal area were established, combined with simulation methods the corresponding capacity assessment results were obtained. Runway capacity assessment was the focus of this paper and the runway capacity assessment model was formed based on the following main impact factors including the control rules, the common approach leg length, approach speed, the proportion of aircraft type, aircraft runway occupancy time and errors. Taking into account the real implementation possibility of control procedures, this paper presents some of the factors which affect aircraft spacing as random variables, and then derived the buffer margin based on the acceptable security level. The time intervals between aircrafts which they should be met when the arrival aircraft or the departure aircraft has priority in using runway and the detailed analysis of the requirements which aircrafts’runway occupy time should be met when the interval time was smaller compared to the aircrafts’runway occupy time were also calculated based on the basic runway capacity model. Then the related capacity assessment data were acquired based on the Xi'an Xianyang International Airport through field surveys and an analysis of conflict situations in the airport area and a number of conflict resolution programs were brought up. The mathematical model was made based on the actual operation in the runway area. With the random air flow simulation method, Monte Carlo simulation program was developed and has assessed the runway capacity and the systematic qualitative and quantitative analysis of various parameters in the capacity model was done on the assessment results. In the analysis of air-side factors on the impact of runway capacity, focusing on the route capacity model, and thus the capacity of the terminal area was assessed. The dynamic route capacity concept was brought up after the introduction of route capacity model. The dynamic route capacity results was derived based on the above content when the disadvantage situations occurred in order to enhance route capacity model's practicality. Finally, from the aspects of the foundation of dynamic runway capacity model and route capacity model, the prospects for further studies were introduced.
引文
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[13]余江,蒲云.跑道着陆容量的数学模型及其分析[J].西南交通大学学报, 2004, 39(1): 42-46
[14]彭莉娟,吴鹍,余静.机场跑道最大容量评估模型的研究[J].四川大学学报(自然科学版), 2006, 43(5): 1018-1012
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[18]詹建明,阎建中.容量评估系统的研究与应用[J].空中交通管理,2005, (1): 18-20
[19]朱沛.机场规划与运营管理[M].北京:兵器工业出版社, 2003: 12-13
[20]田勇,付建军,王艳军.机场地面容量评估研究[J].南京航空航天大学学报, 2006, 38(5): 619-622
[21]张莹,胡明华,田勇.一种新的机场场地面容量评估模型[J].交通运输工程与信息学报, 2006, 4(2): 61-65
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[28]余江.跑道容量的运行优化[J].中国民航学院学报, 2003, 21(3): 48-50
[29]陈爱民.空中交通流量管理中的地面等待策略问题研究[D].南京:南京航空航天大学, 1997
[30]王来军,史忠科.需求随机型单机场地面等待问题的优化建模研究[J].计算机工程与应用, 2004, 40(34): 34-35
[31]胡军.空中交通中的尾流安全间隔研究[D].南京:南京航空航天大学, 2001
[32]王来军,史忠科,荣群山.空中交通管理中的地面等待策略研究[J].数学的实践与认识, 2004, 34(11): 39-46
[33]朱代武,何光勤.目视与仪表飞行程序设计[M].成都:西南交通大学出版社, 2004: 1-3
[34]陈勇,曹义华.终端区容量评估基本概念和方法[J].中国民航飞行学院学报, 2005, 16(1): 8-11
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[38]刘慧英,周勇.空中交通管理系统导论[M].北京:国防工业出版社, 2002: 211-212
[39]陈宽明.机场容量评估研究[D].成都:西南交通大学, 2007
[40]蔡东闽.空域评估系统及其仿真研究[D].南京:南京航空航天大学, 2002
[41]周伟.终端区空中交通评估与规划方法研究[D].西安:西北工业大学, 2007
[42]杜骏.终端区空中交通容量估计系统研究[D].南京:南京航空航天大学, 2001
[43]王占伟.终端区的空中交通流量管理的研究[D].西安:西北工业大学, 2002
[44]张志龙.终端区空中交通容量估计系统研究[D].南京:南京航空航天大学, 1999
[45]阮成佳.空中交通流量管理[D].西安:西北工业大学, 2004
[46]王社玲.飞行前流量管理[D].西安:西北工业大学, 2002
[47]王来军.机场流量管理中的优化建模和方法研究[D].西安:西北工业大学, 2004
[48]盛骤,谢式千,潘诚毅.概率论与数理统计[M].北京:高等教育出版社, 1989: 40-50
[49]赵选民,徐伟,师义民,秦超英.数理统计[M].北京:科学出版社, 2002: 50-60
[50]齐欢,王小平.系统建模与仿真[M].北京:清华大学出版社, 2004: 70-80
[2]Bowen E.G, Pearcey. Delays in the flow of air traffic[J]. J.R.Aeronautics, 1948(52): 251-258
[3]Newell G. Airport capacity and delays[J]. Transportation Science, 1979, 13(3): 201-241
[4]Gilbo E P. Airport capacity:representation, estimation, optimization[J]. IEEE Transactions on Control Systems Technology, 1993, (11): 144-154
[5]David K Schmidt. A queuing analysis of the air traffic controller’s work load[J]. IEEE Transactions on systems,man,and cybernetics, 1978, (6): 492-498
[6]Milan Janic, Vojin Tosic. Enroute sector capacity model[J]. Transportation Science, 1991, 25(4): 215-224
[7]Long D, Kostiuk P. Integrating LMINET with TAAM and SIMMOD [R]. CR2210875, Virginia: NASA , 2001
[8]Saleh A.Mumayiz. Airport-Airspace Simulations for Capacity Evaluation.Transportation Research Circular[J]. 2001, 7-26
[9]Dou Long, Richard Kula&Berta Fernandez. Integrating LMINET With TAAM and SIMMOD, NASA/CR-2001-210875, 2001
[10]胡明华,刘松,苏兰根.基于统计分析的单跑道容量估计模型研究[J].数据采集与处理, 2000, 15(1): 74-77
[11]蒋兵,胡明华,田勇等.机场跑道容量评估模型和估计方法的进一步研究[J].交通运输工程学报, 2003, 3(2): 80-83
[12]戴福青,陈华.机场跑道容量若干问题的研究[J].中国民航学院学报, 2000, 18(3): 24-29
[13]余江,蒲云.跑道着陆容量的数学模型及其分析[J].西南交通大学学报, 2004, 39(1): 42-46
[14]彭莉娟,吴鹍,余静.机场跑道最大容量评估模型的研究[J].四川大学学报(自然科学版), 2006, 43(5): 1018-1012
[15]洪飞,张兆宁.跑道及终端区走廊口容量协调优化[J].中国民航大学学报, 2007, 25(1): 8-10
[16]聂建雄.广州白云国际机场容量分析[J].江苏航空, 2005, (3): 3-4
[17]陈欣,陆迅,朱金福.仿真建模在机场容量分析中的应用[J].统计与决策, 2007, (4): 136-138
[18]詹建明,阎建中.容量评估系统的研究与应用[J].空中交通管理,2005, (1): 18-20
[19]朱沛.机场规划与运营管理[M].北京:兵器工业出版社, 2003: 12-13
[20]田勇,付建军,王艳军.机场地面容量评估研究[J].南京航空航天大学学报, 2006, 38(5): 619-622
[21]张莹,胡明华,田勇.一种新的机场场地面容量评估模型[J].交通运输工程与信息学报, 2006, 4(2): 61-65
[22]张军.现代空中交通管理[M].北京:北京航空航天大学出版社, 2005: 284-286
[23]蒋兵.空域评估模型与方法研究[D].南京:南京航空航天大学, 2002
[24]肖鹏.终端区空中交通流量管理与控制系统研究[D].西安:西北工业大学, 2006
[25]刘松.机场空中交通容量估计系统研究[D].南京:南京航空航天大学, 1999
[26] CCAR-93TM-R2,中国民航空中交通管制规则[S].北京:中国民用航空局, 1999
[27]余江,王大海,蒲云.跑道容量的概率模型及容量曲线[J].交通运输工程学报, 2002, 2(4): 99-102
[28]余江.跑道容量的运行优化[J].中国民航学院学报, 2003, 21(3): 48-50
[29]陈爱民.空中交通流量管理中的地面等待策略问题研究[D].南京:南京航空航天大学, 1997
[30]王来军,史忠科.需求随机型单机场地面等待问题的优化建模研究[J].计算机工程与应用, 2004, 40(34): 34-35
[31]胡军.空中交通中的尾流安全间隔研究[D].南京:南京航空航天大学, 2001
[32]王来军,史忠科,荣群山.空中交通管理中的地面等待策略研究[J].数学的实践与认识, 2004, 34(11): 39-46
[33]朱代武,何光勤.目视与仪表飞行程序设计[M].成都:西南交通大学出版社, 2004: 1-3
[34]陈勇,曹义华.终端区容量评估基本概念和方法[J].中国民航飞行学院学报, 2005, 16(1): 8-11
[35]赵嶷飞,金长江.区域空中交通流量控制研究[J].飞行力学, 2002, 20(2): 68-70
[36]黄卫芳.北京首都国际机场空中交通容量评估系统[D].南京:南京航空航天大学, 2003
[37]余江.机场扩展终端区的运行优化策略研究[D].成都:西南交通大学, 2005
[38]刘慧英,周勇.空中交通管理系统导论[M].北京:国防工业出版社, 2002: 211-212
[39]陈宽明.机场容量评估研究[D].成都:西南交通大学, 2007
[40]蔡东闽.空域评估系统及其仿真研究[D].南京:南京航空航天大学, 2002
[41]周伟.终端区空中交通评估与规划方法研究[D].西安:西北工业大学, 2007
[42]杜骏.终端区空中交通容量估计系统研究[D].南京:南京航空航天大学, 2001
[43]王占伟.终端区的空中交通流量管理的研究[D].西安:西北工业大学, 2002
[44]张志龙.终端区空中交通容量估计系统研究[D].南京:南京航空航天大学, 1999
[45]阮成佳.空中交通流量管理[D].西安:西北工业大学, 2004
[46]王社玲.飞行前流量管理[D].西安:西北工业大学, 2002
[47]王来军.机场流量管理中的优化建模和方法研究[D].西安:西北工业大学, 2004
[48]盛骤,谢式千,潘诚毅.概率论与数理统计[M].北京:高等教育出版社, 1989: 40-50
[49]赵选民,徐伟,师义民,秦超英.数理统计[M].北京:科学出版社, 2002: 50-60
[50]齐欢,王小平.系统建模与仿真[M].北京:清华大学出版社, 2004: 70-80