考虑复合管制决策的多机场终端区进离场航班优化调度模型

夏朝禹; 胡明华; 侯昌波; 黄子浣; 谢言艺; 梁地

doi:10.3963/j.jssn.1674-4861.2025.06.013

考虑复合管制决策的多机场终端区进离场航班优化调度模型

doi: 10.3963/j.jssn.1674-4861.2025.06.013

夏朝禹^{1, 2, 3, ,},
胡明华¹,
侯昌波²,
黄子浣⁴,
谢言艺⁴,
梁地⁴

1.
南京航空航天大学民航学院南京 210016
2.
中国民用航空总局第二研究所成都 610041
3.
民用无人驾驶航空器交通管理四川省重点实验室成都 610041
4.
中国民用航空西南地区空中交通管理局成都 610207

基金项目:

国家重点研发计划项目 2022YFB2602400

详细信息

通讯作者:
夏朝禹（1994—），博士研究生. 研究方向：协同式空中交通管理. E-mail：xcycuit@163.com

中图分类号: U8; V19
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出版历程
- 收稿日期: 2025-03-11
- 网络出版日期: 2026-03-13

An Optimization of Arrival and Departure Aircraft Scheduling in Multi-Airport Terminal Areas Considering Complex Air Traffic Control Decisions

XIA Chaoyu^{1, 2, 3
, ,},
Hu Minghua¹,
HOU Changbo²,
HUANG Zihuan⁴,
XIE Yanyi⁴,
LIANG Di⁴

1.
Civil Aviation College, Nanjing University of Aeronautics and Astronautics, NanJing 210016, China
2.
The Second Re-search Institute of the Civil Aviation Administration of China, Chengdu 610041, China
3.
Civil Unmanned Aircraft Traffic Management Key Laboratory of Sichuan Province, Chengdu 610041, China
4.
Southwest Air Traffic Management Bureau of Civil Aviation of China, Chengdu 610207, China

摘要

摘要: 从战术级流量管理视角出发，在微观运行尺度上优化多机场终端区航班交通流在时间与空间上的分布，实现进离场交通流的动态管理与有序高效运行。分析多机场终端区的特殊空域结构，建立多机场终端区进离场时空节点-链路图；结合“多机场-多航班进离场-多路径”实际管制需求及措施，分别在走廊口点、终端空域、进近空域和跑道等关键资源节点综合考虑多种复合管制决策因素，提出考虑路径选择、过点时序、速度调配、等待程序利用，以及动态时域飞行间隔等决策变量的线性化约束条件；以最小化进离场航班的累计调度偏差和最小化进场航班的空中等待时长为目标函数，构建考虑标称路径和多路径的2种混合整数线性规划调度模型；以成都终端区为研究对象，分别在常态运行、离场高峰运行和进场高峰运行3种典型背景下开展仿真验证。仿真结果表明：所提的2种模型均能够生成无冲突航班调度计划。与传统调度模型相比，在常态运行和离场高峰运行场景中，每架航班的调度偏差最大可降低约15.8 s。在进场高峰运行场景中，每架进场航班的空中等待时长最大可减少约42.3 s。
- 航空运输 /
- 进离场协同调度 /
- 混合整数线性规划 /
- 多机场终端区 /
- 数据驱动型决策
Abstract: From a tactical flow management perspective, this study focuses on optimizing the temporal and spatial distribution of flight traffic at the microscopic operational level within multi-airport terminal areas, to enable dynamic management of arrival and departure flows and achieve orderly and efficient operations. This paper analyzes the unique airspace structure of multi-airport terminal areas and constructs a spatiotemporal node-link graph to represent arrival and departure operations. Then, based on actual air traffic control requirements, it incorporates multiple decision factors, including route selection, waypoint sequencing, speed adjustments, holding procedures, and dynamic time-domain separation, at critical resource nodes such as entry points, terminal airspace, approach airspace, and runways. Meanwhile, two mixed-integer linear programming scheduling models are proposed: one based on nominal paths and another incorporating multiple route options. The objective is to minimize cumulative scheduling deviations for all flights while also reducing air holding times for arriving aircraft. Finally, this study uses the Chengdu terminal area as a case study and conducts simulation verification under three typical operational scenarios: normal operations, departure peak operations, and arrival peak operations. The simulation result demonstrates that both proposed models are capable of generating conflict-free flight schedules. In both normal operation and departure peak scenarios, the two models exhibit similar performance, reducing the average scheduling deviation per aircraft by up to approximately 15.8 s compared to other scheduling models. In the arrival peak scenario, the model incorporating multiple paths shows superior performance, reducing the average air holding time per arriving aircraft by up to 42.3 s compared to other models.
- air transportation /
- coordinated scheduling of arrival and departure /
- mixed integer linear programming /
- multi-airport terminal area /
- data-driven decision making

HTML全文

图 1 多机场终端区空域进离场运行示意图

Figure 1. Schematic diagram of the terminal airspace structure

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图 2 多机场终端区时空节点-链路图及各阶段辅助决策管制措施

Figure 2. Spatio-temporal node-link diagrams of multi-airport terminal and scheduling intervention to assist decision-making

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图 3 成都终端区STAR和SID（“南-北运行方向”）

Figure 3. Chengdu terminal area STAR and SID("south-north operation direction")

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图 4 ZUUU和ZUTF的跑道运行模式（“南-北运行方向”）

Figure 4. Runway operating modes for ZUUU and ZUTF ('north-south operating direction')

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图 5 进场航班终端区过点时间和顺序

Figure 5. Passing times and sequencing of arrival aircraft at terminal metering points

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图 6 离场航班终端区过点时间和顺序

Figure 6. Passing times and sequencing of departure aircraft at terminal metering points

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图 7 ZUUU航班跑道调度结果

Figure 7. ZUUU runway scheduling result

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图 8 ZUTF航班跑道调度结果

Figure 8. ZUTF runway scheduling result

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图 9 各案例调度性能对比分析

Figure 9. Case-by-case comparative analysis of scheduling performance

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图 10 各案例CPU计算耗时

Figure 10. CPU computation time for each instance

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表 1 连续航班对类型尾流时间间隔

Table 1. Minimum runway separation criteria for various types of the leader-follow aircraft 单位: s

前序进场	后序进场				前序离场	后序进场
前序进场	轻型	中型	大型	重型	前序离场	轻型	中型	大型	重型
轻型	87	76	76	69	轻型	112	99	99	99
中型	145	101	76	69	中型	112	99	99	99
大型	145	101	101	103	大型	112	99	99	99
重型	174	127	127	103	重型	112	99	99	99
前序离场	后序离场				前序进场	后序离场
前序离场	轻型	中型	大型	重型	前序进场	轻型	中型	大型	重型
轻型	60	60	60	60	轻型	60	60	60	60
中型	60	60	60	60	中型	60	60	60	60
大型	60	60	60	60	大型	60	60	60	60
重型	60	60	60	60	重型	60	60	60	60

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表 2 实验模型名称及说明

Table 2. Scheduling model description

模型	说明
TMA-1	标称路径匀速飞行航班调度模型：航班依据标称路径进离场，并仅在走廊口实施等待程序。进入终端空域后，航班以历史统计的平均速度匀速飞行
TMA-2	标称路径速度决策航班调度模型：航班依据标称路径进离场，且仅可在走廊口实施等待程序。进入终端空域后，航班在首个终端计量点和LAF点参与速度决策，并根据决策速度保持匀速飞行
TMA-3	2.3所提融入多路径下多机场终端区进离场运行模型：航班依据标称路径进离场，模型启用终端计量点等待程序。进入终端空域后，航班在每个终端计量点和进近计量点参与速度决策
MTMA	2.4所提融入多路径下多机场终端区进离场运行模型：航班启用多路径进离场，模型启用终端计量点等待程序。航班进入终端空域后，可在每个终端计量点和进近计量点参与速度决策

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表 3 进场航班计划信息

Table 3. Planned information for arrival aircraft

状态	类型	目的机场	计划跑道	走廊口点	ETA
Arr1	1	ZUTF	'02'	BUMPI	10:15:00
Arr2	3	ZUUU	'02R'	MEXAD	10:16:00
Arr3	2	ZUUU	'02R'	IGNAK	10:17:00
Arr4	4	ZUTF	'01'	BUMPI	10:18:00
Arr5	2	ZUTF	'02'	MEXAD	10:19:00
Arr6	1	ZUUU	'02R'	IGNAK	10:20:00
Arr7	2	ZUTF	'02'	IGNAK	10:21:00
Arr8	2	ZUTF	'02'	MEXAD	10:22:00
Arr9	3	ZUUU	'02R'	MEXAD	10:24:00
Arr10	2	ZUTF	'01'	AKOPI	10:25:00
Arr11	3	ZUTF	'01'	BUMPI	10:26:00
Arr12	3	ZUUU	'02R'	MEXAD	10:27:00
Arr13	2	ZUUU	'02R'	IGNAK	10:28:00
Arr14	2	ZUTF	'01'	BUMPI	10:29:00
Arr15	1	ZUTF	'02'	BUMPI	10:30:00

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表 4 离场航班计划信息

Table 4. Planned information for departure aircraft

状态	类型	目的机场	计划跑道	走廊口点	ETD
Dep1	2	ZUUU	'02R'	MUMGO	10:15:30
Dep2	2	ZUTF	'11'	UBRAB	10:17:30
Dep3	2	ZUUU	'02R'	BOKIR	10:18:30
Dep4	1	ZUUU	'02L'	BOKIR	10:19:30
Dep5	3	ZUTF	'01'	UBRAB	10:21:30
Dep6	4	ZUTF	'11'	MUMGO	10:22:30
Dep7	3	ZUTF	'01'	MUMGO	10:23:30
Dep8	2	ZUUU	'02L'	IDBOR	10:24:30
Dep9	2	ZUUU	'02R'	IDBOR	10:25:30
Dep10	3	ZUTF	'11'	LUVEN	10:26:30
Dep11	2	ZUUU	'02L'	UBRAB	10:27:30
Dep12	2	ZUUU	'02R'	IDBOR	10:28:30
Dep13	3	ZUTF	'11'	LUVEN	10:29:30

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表 5 多案例航班基础信息表

Table 5. Flight plan information for multiple instances

案例号	航班数量	进场/离场航班数量	运行状态	场景描述
案例1	20	10/10	常态	A^a
案例2	20	10/10	常态	B^b
案例3	20	10/10	常态	C^c
案例4	20	10/10	常态	D^d
案例5	28	10/18	离场高峰	A
案例6	28	10/18	离场高峰	B
案例7	28	10/18	离场高峰	C
案例8	28	10/18	离场高峰	D
案例9	28	18/10	进场高峰	A
案例10	28	18/10	进场高峰	B
案例11	28	18/10	进场高峰	C
案例12	28	18/10	进场高峰	D
注：a.所有进离场走廊口可用，进离场航班走廊口点随机分配。b. 受流控限制，仅东方和北方走廊口可用，进场走廊口点仅有MEXAD、AKDIK、BUPMI、AKOPI、EKOKA可用；离场航班走廊口点仅有BOKIP、SAGIB、UBRAB可用。c.受流控限制，仅北方走廊口可用，进场走廊口点仅有MEXAD、AKOPI可用；离场走廊口点仅有BOKIP可用。d.受流控限制，仅南方走廊口可用，进场走廊口点仅有IGNAK（无备选路径），离场走廊口点仅有LUVEN可用。

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