time–optimal management by several aircraft flows · topics of presentation 1. references 2. aim...
TRANSCRIPT
TIME–OPTIMAL MANAGEMENT
BY SEVERAL AIRCRAFT FLOWS
IN POINT-MERGE SCHEMES1
S.I. Kumkov∗, S.G. Pyatko∗∗, M.M. Ovchinnikov∗
World ATM Congress 2016Madrid, Spain, March 08 – 10, 2016
The Frequentis Aviation Arenahttp://www.worldatmcongress.org/the-frequentis-aviation-arena
1 Supported by RFBR Grant 15-01-07909 and by NITA Llc Contract;∗ N.N. Krasovskii Institute of Mathematics and Mechanics, UrB RAS, Ekaterinburg,
Russia, [email protected]; ∗∗ NITA Llc., Sankt-Petersburg, Russia.
Topics of presentation
1. References
2. Aim of investigations
3. Standard ideology of merging the aircraft flows
4. Merging aircraft flows in point-merge schemes
5. Main problems and possible solutions of merging in point-
merge schemes
6. Conclusions
7. Demonstration: computer simulation of merging
in two point-merge schemes with different conditions
2
References
[1] Images for merge point.https://www.google.ru/search?q=merge-point&newwindow...
[2] Point Merge Integration of Arrival Flows Enabling Extensive RNAVApplication and Continuous Descent. Operation Services and EnvironmentDefinition. Report, July 2010. Eurocontrol Experimental Center, Bretigny-sur-Orge.http://www.eurocontrol.int/eec/gallery/content/public/
document/eec/report/2008/003_Point_Merge_OSED_V2.0.pdf
[3] Air Traffic Management Technology Demonstration–1 (ATD–1). NASAReport FS-2011-10-01-ARC.[4] Point Merge: improving and harmonising arrival operations with existingtechnology.http://www.eurocontrol.int/services/point-merge-concept
[5] Point Merge in Paris ACC.https://www.youtube.com/watch?v=3W-LECKDhtw
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References
[6] Point Merge System - new regulations for air traffic at Oslo.https://www.youtube.com/watch?v=rC_X6t_Rbq4
[7] Point merge – a new approach to air traffic control at Dublin //EOLAS Magazine, February, 2012
[8] IRISH AVIATION AUTHORITY POINT MERGE - ICAO.www.icao.int/.../PBN%20and%20PANS%20OPS%20Imp%20Wkshp%2...
[9] Boursier L., Favennec B., Hoffman E.,Trzmiel A., Vergne F., and K.Zeghal. Merging Arrival Flows without Heading Instructions // Proceedingsof the USA/Europe Air Traffic Management R&D Seminar, Barcelona,Spain, July 2007.
[10] Dan Ivanescu, Chris Shaw, Constantine Tamvaclis (EUROCONTROLExperimental Centre, Bretigny–sur–Orge, France), Tarja Kettunen (ISASoftware, Paris, France). Models of Air Traffic Merging Techniques: EvaluatingPerformance of Point Merge.https://www.researchgate.net/.../256497459_Models_of_Air_Traffic_...
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Aim of investigations
The global aim: creation of the Traffic Manager Adviser
algorithms and software for computer complexes of advanced
automated systems for control of merging the aircraft flows
arriving at airport of landing.
Investigations were performed on the basis of practically
meaning versions of point-merge schemes and trajectories
of aircrafts motions on approach and in aerodrome
zones [1–10].
5
Problem of merging aircraft flows
10_
10
x N, km ( )
20 30
10_
20_
10 z, km
( )E30_
40_
50_
60_
70_
90_
100_
110_
_50
_60
_70
_80
80_
Landing queue
ANITABELLA
ALINA
BIDDY
Flow 120
_
30_
40_
Flow 2 Flow 3
BONNY
DOLLY
DORIS
DENIS
HELEN GLORY
( )H3( )H2
(! at the same altitude )Hmrg
LOISEMerge point: MP
? | | >t t1 2 tmrg__
? | | >t t1 3 tmrg__
? | | >t t2 3 tmrg__
arrvarrv
arrv arrv
arrv arrv
6
Standard technology – delay (holding)on schemes of the “trombone” type
10_
10
x N, km ( )
20 30
10_
20_
10 z, km
( )E30_
40_
50_
60_
70_
90_
100_
110_
_50
_60
_70
_80
80_
Landing queue
ANITA
ALINA
BIDDY
Flow 120
_
30_
40_
Flow 2 Flow 3
BONNY
DOLLY
DORIS
DENIS
HELEN GLORY
BELLA
Delayscheme
( )H2 ( )H3
Delay scheme 2 ( )H2
Delay scheme 3 ( )H3
BETTY
FUNNY
(! at the same altitude )Hmrg
LOISEMerge point: MP
? | | >t t1 2 tmrg__
? | | >t t1 3 tmrg__
? | | >t t2 3 tmrg__
arrvarrv
arrv arrv
arrv arrv
7
Standard simple scheme. Aggravated situation undertwo flows merging. Manual managing and its difficulties.
ANITA
ANITAH
BELLAH
BONNYH
BELLA
BONNY
BELLAH
ALINAH
ALINA
BIDDY
Flow 1
Flow 2
BETTY
NAINA
(! at the same altitude )Hmrg
Merge point
? | | >t t1 2 tmrg__ arrvarrv
BELLAH
BELLAH
BIDDYH
BIDDYH
BIDDYH
t1del
t2del
t1
enter
t2
enter
8
Possible exclusion of inducted conflict situationsby a special two-level trombone (NITA Llc.)
ANITA
DH
Back turn at
tarrive
tenter
ANITAH
BELLAH
the altitude BELLAH
BELLAHBELLABETTY
BONNY
BONNYH
BONNYH
BONNYH
with descendingBack turn
to BONNYH
Lower
Upper
shoulder
shoulder
9
Possible exclusion of the inducted conflict situationsby preliminary holding scheme: special advancedtwo-level anteverted trombone (NITA Llc.) as a stepto the point-merge scheme on approach trajectories
2
13
4ANITADH
ANITAH
BELLAH
BELLA
BONNY
BONNYH
BONNYH
BONNYH
Lower
Upper
shoulder
shoulder
Partial turn atthe altitude BELLAH
Point of return
45 : 60_
with descendingBack turn
to BONNYH
the traceReturn onto
at BONNYH
BETTY
DOLLY
tarrive
tenter
10
Structure of a merge-point scheme for each flow
D
1
43
2
5
Altitude
D
D
D
D
Dof longitudinal
Markers
Horizontal zone of turn onto the starting barrier
of the “fan”
Starting barrier
Conic surface
z
x
of enter
DD
DD
y
Projection of
for visual checkD
L
L
-q
q
V
Finalpoint
Enter point
MP
MPhp
hwa
on “fan”
waiting arc
Waiting arc
separation
of descending
11
Structure of a merge-point scheme for two flows
h I
1
43
2
5
D
DD
DD
D
y
hII
D
D
D
D
DD
DD
DD
DD
DD
DD
DD
Fan II
Fan I
LII
LI
Horizontal zone of turn onto the starting barrier of fan II
Horizontal zone of turnonto the starting barrier of fan I
Starting barrier of descending on fan II
Starting barrier of descending on fan I
Waiting arc II
Waitingarc I
Altitudeof enter II
Altitude of enter I
FP II
FP I
EP II
EP I
of longitudinal
Markers
for visual check
separation
z
x
MP
MPhp
Flow I
Flow II
12
Profile of two-fan scheme for merging two flows
4 3 25 1
+
{
1
r1,2
y
x
h I
yMP
h II
2
-qI
qI
qII
-qII
LII
LI
Markers for visual check of longitudinal separation
MP
MPhp
Trajectoryof descending
on fan I
Trajectoryof descending
on fan II
Starting barrier of descending on fan II
Starting
descending Alt
itu
de
of
ente
r II
Alt
itu
de
of
ente
r I
Waiting arc II
Wai
tin
g a
rc I
barrier of
on fan ITrajectory
of turn
Trajectoryof turn
13
Building non-conflict queue on the two-fan point-mergescheme. Reliable algorithmic and visual check
D
4
3
5x
D
D
D
D
1
2
1
2
4
3
r D>3,4
_
r D>1,2_
r D>2,3
_
arc IWaiting
arc IIWaiting
Altitudeof enter II
Altitudeof enter I
Flow IFlow II
Starting barrier of descending on fan II Starting barrier of descending on fan I
of longitudinal
Markers
for visual check
separation
EP IIEP I3,4
R D>>
and different altitudes
14
Structure of a model complicated five-fan point-mergescheme for merging five (seven) flows
Model five-fan point-merge schemefor processing five main flows andtwo ones with missed landings andapproaches
++
++ +
+
Waiting arcs:
WA2 for Flows 2 and 5
+ + WA4 for Flow 4
+ + WA1 for Flow 11
+ + WA5 for Flow 6
Flow 2
N
E
Flow 2++
+
++++
++++
MP
+
DOLLY
++
++
+ +
Flow 6
+
For missed
FUNNY
BETTY
Flow 4
Flow 4
For missed
Flow 1 BELLA
Flow 7
Flow 3
Flow 7
++ + L1+
NELLY
WA3 for Flows 3 and 7
(0, 0) km
+
Flow 5
Flow 5
+
+
++
+
++++ 5-1
5-2
5-3
5-4
5-5 5-6
1-1
1-2
1-3
1-4
1-5 1-6
2-1
3-2
3-3
3-4
3-53-6
3-1
4-3
4-4
4-5 5-6
+2-2
2-3
2-4
2-5 2-6
4-2
4-1
+L2
+
++L4
L3
RWL5 L6
BONNY
+ALINA
+ADELL
+ANITA
+
HELEN
+
DORIS
+
x, km
z, km
landings
+
+
JANNY
FRANY
++
LILLY
LOISE
+ !?
!?approaches
15
Standard model of aircraft controllable motion
x′ = V cos θ cosψ,z′ = V cos θ sinψ,y′ = V sin θ,V ′ = au1,ψ′ = bu2/V,θ′ = cu3/V,a = const, |u1| ≤ 1,b = const, |u2| ≤ 1,c = const, |u3| ≤ 1,
where x, z, y are coordinates in the ATM system; ψ is theheading; θ is the velocity angle; V is the spacial velocity;a is an admissible value of the longitudinal acceleration ofaircraft; u1 is the control in the longitudinal channel; b is themaximal value of the lateral acceleration; u2 is the control inthe lateral channel; c is is the maximal value of the verticalacceleration; u3 is the control in the vertical channel.
16
Criteria of control (management)
It is necessary to provide:
– obligatory guarantee of the safe longitudinal time interval
τmrg between aircrafts on their trajectories and at the merge-
point;
– minimization of delay time of each aircraft from the instant
of the control beginning till passage of the merge-point with
maximal density of the landing queue;
– desirable: minimization of summary time-on-control
of all aircrafts’ managed groups in flows to be merged.
17
Problem formulation
It is formulated in the following engineering form:
to calculate and implement the minimal-necessary value
of delay (or acceleration) for each aircraft in each flow that
constructively guarantees the maximal density of the merged
flow under obligatory satisfaction of the safe longitudinal
time-interval τmrg between aircrafts in the landing queue.
18
The main approach to manage the aircraft merging.Special forecast of instants of arriving at the mergepoint in a model three flows scheme
0
Flow 2
. . .(2) (3) (4)(1) (15)(14)(13)(12)
0
Flow 3
(2) (3) (4)(1) (15)(14)(13)(12). . .
0
Flow 1
(2) (3) (4)(1) (15)(14)(13)(12). . .
. . .0 2 31 4544435 64 4240 41
Forecastassembly
withconflicts
tarive
nom
tarive
nom
tarive
nom
tarive
nom
19
Non-conflict merged queue
(2) (3) (4)(1) (15)(14)(13)(12)
. . .0
0
input
delayed
Flow 3
. . .
. . .
(2) (3) (4)(1) (15)(14)(13)(12)
0
0
input
delayed
Flow 2
0
input
0 (2) (3) (4)(1) (15)(14)(13)(12). . .
delayed
Flow 1
Merged flow
0
Delayedwithout conflicts.
instants
tmrg(landing queue)
2 31 4544435 64 4240 41in queuenumbers . . . . . .
tarrivenom
tarrivenom
tarrivenom
tarrive
del
tarrive
del
tarrive
del
tarrive
del
20
Special procedures for non-conflict merging
– computation of minimal necessary delays in the preliminary
holding zones or by acceleration/deceleration of aircrafts;
– computation of minimal necessary delays on the waiting
arcs;
– managing the cases of aircrafts with priority (alarm
or urgent ones);
– changing the aircraft sequence in the queue for
minimization of their time of arriving to the merge-point.
21
END of PRESENTATION:
Demonstration of work
of algorithms for
aircraft flows merging.
1. Alarm.avi with input density of 24 aircraft/hour.
2. Model04.avi with input density of 25 aircraft/hour.
22