Joint scheduling of both taxiway and gate re-assignment based on bi-level programming model
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摘要:
随着航空运输业的快速发展，日益增长的空中运输需求对机场运行效率提出了更高的要求。在分析场面运行机理的基础上，建立以滑行道调度模型为上层模型，以停机位再指派模型为下层模型的双层规划模型并设计遗传算法求解。以中国某大型机场实际运行数据为例，对所建模型进行仿真验证。结果表明：相比于先进行停机位指派再进行滑行道调度的人工调度策略，该双层规划策略中停机位扰动值下降26.3%，平均滑行时间下降24.79%，滑行道系统与停机位系统运行的效率均有提高，本文联合调度策略进一步提高了场面运行效率，可为机场实际运行提供理论指导。
Abstract:With the rapid development of air transport industry, the growing demands of air traffic put forward higher requirements for airport operation efficiency. To improve the surface efficiency, a bi-level programming model with taxiing scheduling model as upper model and gate re-assignment model as lower model is established based on the analysis of the operating mechanism of the airport surface. The genetic algorithm is designed to solve the model. The proposed model is tested by simulation based on the real data of a major domestic airport. Gate re-assignment is carried out firstly and then scheduling taxiway in the manually strategy. The results show that, compared with the manually shceduling strategy that gate re-assignment is carried out first and then taxiway is scheduled, the disturbance value of gate is reduced by 26.3% and the total taxiing time is reduced by 24.79% with the proposed bi-level programming strategy. The operation efficiency of taxiway system and gate system are both improved. The joint scheduling strategy described in this article further improves the operation efficiency of the airport surface. It can provide theoretical guidance for the actual operation of the airport.
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图 5 仅考虑前一次迭代结果的仿真结果
Figure 5. Simulation results only considering the last iterative result
图 6 考虑历次累积迭代结果的仿真结果
Figure 6. Simulation results considering all previous cumulative iteration results
表 1 机场停机位信息
Table 1. Airport gate information
停机位号 停机坪号 机型 G1 C1 D G2 C1 C G3 C1 C G4 C1 D G5 C2 C G6 C2 C G7 C2 C G8 C2 D G9 C3 D G10 C3 C G11 C4 C G12 C4 D G13 C4 C G14 C4 C G15 C5 C G16 C5 C G17 C5 C G18 C5 D G19 C6 C G20 C6 C G21 C6 C G22 C6 C G23 C6 C G24 C7 D G25 C7 D G26 C7 D G27 C7 D G28 C7 C G29 C8 C G30 C8 C G31 C8 C G32 C8 C G33 C8 C G34 C8 C 
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表 2 停机位预指派计划
Table 2. Gate pre-assignment plan
序号 机型 预指派机位 ETA ETD 1 C 10 08:21 09:35 2 C 5 08:35 09:36 3 D 9 08:51 09:44 4 C 6 09:05 10:38 5 C 2 09:09 10:37 6 C 4 09:19 10:33 7 C 11 09:26 10:54 8 C 18 09:30 11:06 9 C 13 09:30 11:25 10 B 15 09:33 11:19 11 C 19 09:38 10:59 12 D 8 09:45 11:13 13 C 3 09:51 10:46 14 C 10 10:00 11:28 15 C 5 10:08 11:23 16 B 20 10:13 11:30 17 D 1 10:24 11:46 18 C 16 10:28 11:59 19 C 17 10:35 12:03 20 C 6 10:41 12:15 21 D 4 10:43 12:07 22 C 7 10:47 11:44 23 C 8 10:55 12:22 24 D 9 10:59 12:29 25 C 2 11:00 12:02 26 C 11 11:04 12:24 27 C 14 11:05 12:51 28 C 15 11:12 12:20 29 C 19 11:16 12:31 30 B 13 11:18 12:41 31 C 18 11:20 12:10 32 C 3 11:22 12:22 33 C 5 11:28 13:45 34 C 10 11:42 12:49 35 D 1 11:53 13:39 36 C 2 11:54 13:17 37 C 16 12:04 13:11 38 B 20 12:07 13:29 39 C 7 12:09 13:13 40 C 17 12:13 13:20
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表 3 3种调度策略的求解结果
Table 3. Solving results of three scheduling strategies
调度策略 扰动值 远机位数目 平均滑行时间/s 冲突次数 路径锁死 迭代后期 325 2 91.86 4 0 人工指派 441 5 121.65 7 0 最短路径 441 5 1000000 49 1
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表 4 受扰动航空器的停机位再指派结果
Table 4. Gate re-assignment result of affected aircraft
航空器序号 预指派机位 迭代后期 10 15 24 12 8 4 30 13 34 31 18 23 36 2 12 37 16 18
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表 5 滑行道冲突情况
Table 5. Taxiway conflict
航班序号 进离场状态 冲突节点 延误时间/s 冲突原因 9 进场 16 14.3 节点冲突 27 进场 3 57.9 对头冲突 30 进场 5 42.1 对头冲突 41 离场 10 20.3 对头冲突
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