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带偏好的交叉航路角度优化模型

戴福青 庞笔照 赵元棣

戴福青, 庞笔照, 赵元棣. 带偏好的交叉航路角度优化模型[J]. 西南交通大学学报, 2019, 54(1): 180-188. doi: 10.3969/j.issn.0258-2724.20170798
引用本文: 戴福青, 庞笔照, 赵元棣. 带偏好的交叉航路角度优化模型[J]. 西南交通大学学报, 2019, 54(1): 180-188. doi: 10.3969/j.issn.0258-2724.20170798
DAI Fuqing, PANG Bizhao, ZHAO Yuandi. Air Route Crossing Angles Optimization Model with Different Preferences[J]. Journal of Southwest Jiaotong University, 2019, 54(1): 180-188. doi: 10.3969/j.issn.0258-2724.20170798
Citation: DAI Fuqing, PANG Bizhao, ZHAO Yuandi. Air Route Crossing Angles Optimization Model with Different Preferences[J]. Journal of Southwest Jiaotong University, 2019, 54(1): 180-188. doi: 10.3969/j.issn.0258-2724.20170798

带偏好的交叉航路角度优化模型

doi: 10.3969/j.issn.0258-2724.20170798
基金项目: 国家自然科学基金民航联合基金资助项目(U1533106);中央高校基本科研业务费专项资金资助项目(ZYGX2018034)
详细信息
    作者简介:

    戴福青(1962—),男,教授,硕士,研究方向为空域规划及飞行程序设计,E-mail: daifuqing@cauc.edu.cn

  • 中图分类号: V355

Air Route Crossing Angles Optimization Model with Different Preferences

  • 摘要: 为揭示交叉航路结构对空中交通影响的内部机理,有效打通航路节点运行瓶颈,研究了航路交叉角度优化问题. 首先,在分析航班飞行时间和航班油耗与航路基本相交结构角度关系的基础上,构建了交叉航路角度结构;其次,基于交叉航路交通量分布特征,建立了飞行时间和油耗偏好的交叉航路角度优化模型;最后,选取典型交叉航路进行了模型验证. 研究结果表明:航班飞行时间和油耗存在线性负相关关系;单一考虑时间优化时,航班总运行成本增加0.54%,仅考虑油耗优化时,总成本减少2.89%;无偏好优化时,航班总运行成本减少3.82%;考虑偏好时,在时间权重系数等于0.4处取得极小值,此时总运行成本降低5.26%,且空域内油耗密度、飞行冲突次数和管制员工作负荷3个指标的均值分别降低20.41%、56.12%、46.24%;优化后构型对原始空域结构的平均角度扰动为11.88%.

     

  • 图 1  航路基本相交构型示意

    Figure 1.  Diagram of fundamental crossing air routes

    图 2  单位航班飞行时间随角度变化关系及拟合结果

    Figure 2.  Relationships and fitting results of unit flight time change with angles

    图 3  单位航班飞行油耗随角度变化关系及拟合结果

    Figure 3.  Relationships and fitting results of unit flight fuel consumption change with angles

    图 4  交叉航路构型

    Figure 4.  Diagram of crossing air routes

    图 5  总飞行时间、总油耗、总成本随时间权重变化关系

    Figure 5.  Relationship of total flight time,fuel and cost changes with time weight

    图 6  优化前后每架航班平均飞行时间比较

    Figure 6.  Comparison of mean flight time before and after optimization

    图 7  优化前后每架航班平均油耗比较

    Figure 7.  Comparison of mean flight fuel consumption before and after optimization

    图 8  优化前后油耗密度分布对比

    Figure 8.  Comparison of fuel consumption density before and after optimization

    图 9  潜在飞行冲突次数

    Figure 9.  Potential flight conflicts

    图 10  管制员工作负荷

    Figure 10.  Controller workload

    表  1  各结构交通量均值和标准差

    Table  1.   Mean and standard deviation of flight numbers

    计算项目 ${F_{{\rm R}_{(1,2)}}}$ ${F_{{\rm R}_{(3,4)}}}$ ${F_{{\rm R}_{(1,4)}}}$ ${F_{{\rm R}_{(2,3)}}}$
    均值/架次 636 682 7 40
    标准差 7.456 0 5.148 4 1.324 2 2.225 3
    下载: 导出CSV

    表  2  不同偏好对应的优化结果

    Table  2.   Optimization results for different preferences

    优化指标 原始结构 仅优化时间 仅优化油耗
    总飞行时间/h 541.6 468.0 592.8
    总油耗/t 752.3 811.1 682.8
    总成本/千元 5 695.4 5 726.2 5 530.6
    时间变化率/% 0 –13.60 9.45
    油耗变化率/% 0 7.81 –9.24
    总成本变化率/% 0 0.54 –2.89
    下载: 导出CSV

    表  3  综合优化各结构对应角度

    Table  3.   Angles of each structure for comprehensive optimization

    项目 汇聚 分散 转弯1 转弯2
    优化前 54 51 33 72
    优化后 61 57 50 68
    下载: 导出CSV

    表  4  综合优化结果

    Table  4.   Results of comprehensive optimization

    项目 总时间/h 总油耗/t 总成本/千元
    优化前 541.6 752.3 5 695.4
    优化后 513.9 728.6 5 477.9
    优化百分比/% –5.11 –3.15 –3.82
    下载: 导出CSV

    表  5  优化前后各评价指标结果

    Table  5.   Optimization results before and after optimization

    项目 总时间/h 总油耗/t 总成本/千元
    优化前 436.7 715.4 5 136.2
    优化后 418.3 696.9 4 978.1
    优化百分比/% –4.22 –2.58 –3.08
    下载: 导出CSV
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出版历程
  • 收稿日期:  2017-11-09
  • 修回日期:  2018-05-10
  • 网络出版日期:  2018-07-08
  • 刊出日期:  2019-02-01

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