面向点融合运行的多航空器低碳轨迹协同规划

王超; 李雯清; 孙石磊; 徐晨洋

doi:10.13700/j.bh.1001-5965.2023.0575

面向点融合运行的多航空器低碳轨迹协同规划

doi: 10.13700/j.bh.1001-5965.2023.0575

中国民航大学空中交通管理学院，天津 300300

基金项目:

天津市应用基础研究多元投入基金重点项目(21JCZDJC00780)

详细信息

通讯作者:
E-mail：wangch@cauc.edu.cn

中图分类号: V355
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出版历程
- 收稿日期: 2023-09-07
- 录用日期: 2023-11-03
- 网络出版日期: 2023-11-22
- 整期出版日期: 2025-10-31

Multi-aircraft low-carbon trajectories cooperative planning for point merge operation

College of Air Traffic Management，Civil Aviation University of China，Tianjin 300300，China

Funds:

Key Project of Applied Basic Research Multi-Investment Fund of Tianjin Municipal (21JCZDJC00780)

More Information

Corresponding author: E-mail：wangch@cauc.edu.cn

摘要

摘要:
为解决在高交通密度终端区实施连续下降运行(CDO)的技术难题，提出一种面向点融合系统(PMS)的多航空器低碳轨迹协同规划方法。分析了基于管制员人工决策的点融合运行的额外碳排放产生机理；以个体航空器低碳4D轨迹为研究对象，建立了一种考虑PMS平飞弧段的CDO多阶段最优控制模型；以总体运行时间最小为目标，考虑进场交通流冲突约束，建立了多航空器CDO 4D轨迹协同规划模型。以实际PMS及航迹数据为例开展验证实验，结果表明：所提方法共减少12.2%的空中飞行时间，降低15.7%的燃油消耗和CO₂排放，不仅能给出支持高效运行的航空器排序结果，还能提供达成该排序的可行低碳4D轨迹。
- 航空运输 /
- 4D轨迹 /
- 最优控制理论 /
- 连续下降运行 /
- 点融合系统 /
- 排序调度
Abstract:
In order to solve the technical problem of continuous descent operation (CDO) in the high traffic density terminal control area, a multi-aircraft low-carbon trajectory collaborative planning method for a point merge system (PMS) is proposed. Firstly, the mechanism of additional carbon emission based on the artificial decision-making of the air traffic controller was analyzed. Secondly, a multi-stage optimal control model of CDO was developed, taking into account the level flight arc segment of the PMS, using the low-carbon 4D trajectory of a single aircraft as the research object. Then, with the objective of minimum overall operation time, the 4D trajectory collaborative optimization model of multiple aircraft CDO was established with considering the arrival traffic flows’ flight conflict constraint. Finally, the validation experiment was carried out with the real PMS and its air traffic track data. In addition to providing the aircraft landing sequence that supports efficient operation, the experimental findings demonstrate that this method reduces the overall flight duration by 12.2% and CO₂ emissions by 15.7%. It also provides plausible low-carbon 4D paths to accomplish this landing sequencing.
- air transportation /
- 4D trajectory /
- optimal control theory /
- continuous descent operation /
- point merge system /
- sequencing and scheduling

HTML全文

图 1 点融合系统

Figure 1. Point merge system

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图 2 点融合系统的CDO程序

Figure 2. CDO pattern of PMS

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图 3 水平备选进场航线生成过程

Figure 3. Horizontal alternative arrival route generation process

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图 4 1号点融合系统的水平备选航线

Figure 4. Horizontal alternative routes of No.1 PMS

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图 5 A320机型的实际和优化后垂直剖面

Figure 5. Actual and optimized vertical profile of A320

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图 6 校正空速与下滑角

Figure 6. Calibrate air speed and flight path angle

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图 7 规划后28架进场航空器轨迹时空图

Figure 7. Time space diagram of planned trajectory of 28 arrival aircraft

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图 8 实际与优化后水平轨迹对比

Figure 8. Comparison between actual and optimized horizontal trajectory

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图 9 实际与优化后垂直剖面对比

Figure 9. Comparison between actual and optimized vertical profile

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表 1 实际与优化后CO₂排放和飞行时间

Table 1. Actual and optimized CO₂ emissions and flight time

航线	飞行时间/s	燃油消耗/kg	CO₂排放/kg
实际航线	1 835	249.14	784.79
j=6	1350	162.72	512.50
j=7	1440	177.02	557.61
j=8	1530	191.32	602.66
j=9	1620	205.62	647.70
j=10	1710	219.92	692.75
j=11	1800	234.22	737.79

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表 2 28个航班初始信息

Table 2. Initial conditions of 28 flights

航空器编号i	机型	进场方向	进场时刻	进场高度/m	进场速度/kn	航空器编号i	机型	进场方向	进场时刻	进场高度/m	进场速度/kn
1	A321	MATNU	11:01	4800	250	15	A321	AND&BK	11:58	7200	310
2	B737	MATNU	11:07	4800	270	16	A319	AND&BK	12:00	7500	300
3	A320	AND&BK	11:07	7500	280	17	A321	AND&BK	12:01	7500	300
4	B787	MATNU	11:08	5100	260	18	A319	MATNU	12:02	5400	300
5	A330	MATNU	11:17	5400	300	19	A320	AND&BK	12:10	6900	300
6	A330	AND&BK	11:19	7200	320	20	A321	AND&BK	12:15	6900	260
7	B777	AND&BK	11:20	6000	270	21	B737	MATNU	12:22	5400	260
8	A320	AND&BK	11:36	6600	260	22	B737	AND&BK	12:27	7200	300
9	A321	AND&BK	11:38	6900	280	23	A330	MATNU	12:31	5100	270
10	A320	AND&BK	11:38	7500	320	24	A320	MATNU	12:43	5400	280
11	A321	AND&BK	11:48	7200	310	25	A320	MATNU	12:46	5100	300
12	B787	MATNU	11:48	4800	260	26	A321	MATNU	12:55	5100	240
13	B737	AND&BK	11:50	6600	270	27	A320	MATNU	12:59	5400	290
14	A320	MATNU	11:55	5100	240	28	A320	AND&BK	13:00	7200	320

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