Arrival Operation Research Articles

한국형 달탐사 임무 예비 설계 소프트웨어의 개발

향후 우리나라의 달탐사 임무에 대비하여 순간 추력을 이용한 한국형 달탐사 예비 임무 설계 소프트웨어를 개발하였다. 달 탐사 임무 수행을 위한 지구 출발 단계, 달 천이 단계, 달 도착 및 임무 수행 궤도 단계를 포함한 임무 설계가 이루어 졌다. 이 소프트웨어를 이용하면 순간 추력을 사용한 최적의 달탐사 비행궤적을 설계할 수 있다. 이를 바탕으로 우리나라의 우주 발사체인 KSLV-II를 사용할 때의 발사 가능한 달 탐사선의 최대 질량을 산출하여 보았다. 아울러 심우주 추적망을 이용하여 탐사선의 추적 가능 여부에 대한 해석이 이루어 졌으며 탐사선과의 통신, 태양 전지판의 지향점 해석 그리고 식기간의 분석을 위한 지구-달-탐사선-태양 간의 기하학적 위치에 대한 해석도 함께 이루어졌다. Preparing for future Korean Lunar missions, preliminary Lunar mission design software is developed using a impulsive thrusting method. Developed software is capable of design and analysis every required mission phases to design Lunar mission, including the Earth departure, Lunar transfer, Lunar arrival and mission operation phases. Also, assuming that KSLV-II is selected as a launch vehicle, future Korean Lunar explorer's mass budget is estimated based on driven optimal trajectory characteristics. Tracking analysis is also performed using Deep Space Network including angle geometry analysis between Earth - Moon - Lunar explorer - Sun which are very important for communication, solar panel pointing strategy and eclipse analysis when Lunar missions are under designing phase.

Modelling the capacity of closely-spaced parallel runways using innovative approach procedures

This paper develops analytical models for calculating the ultimate arrival, departure, and mixed operation capacity of closely-spaced parallel runways. Each capacity is defined as the maximum number of corresponding aircraft operations accommodated during a given period of time (usually one or a quarter of an hour) under constant (i.e. sustained) demand for service. As combined, they enable the capacity coverage curve to be synthesized. In particular, the capacity model for arrivals assumes the use of two rather innovative approach procedures – the Staggered Approach Procedure (SGAP) and the Steeper Approach Procedure (SEAP) in combination with the baseline Conventional Approach Procedure (CNAP) under Instrument Meteorological Conditions (IMC) and Instrumental Flight Rules (IFR). The model for arrival capacity that aims to estimate potential of these procedures uses main inputs such as: the geometry of given parallel runways and innovative SGAP and SEAP, and baseline CNAP; the Air Traffic Control (ATC) minimum separation rules; aircraft fleet mix characterized by the wake-vortex categories; capability of using different ILS Glide (GS) angles; final approach speeds; and the arrival runway occupancy time. In addition, the model for departure capacity uses inputs that embrace: the ATC separation rules between successive departures; aircraft fleet mix; and corresponding runway occupancy times. Finally, the model for mixed operation capacity uses inputs such as: the ATC arrival–departure separation rules; corresponding runway occupancy times; aircraft fleet mix for each type of operations; and proportion of the arrival and departure demand. The models are applied to calculating the ultimate capacity of closely-spaced parallel runways at two large airports, one in Europe and other in the US, assuming safe use of innovative SGAP and SEAP in combination with CNAP under IMC. The output from the models consists of the corresponding capacities and their variations depending on particular inputs.

Flight-delay propagation, allowing for behavioural response

This study constructs models to analyse flight-delay propagation, allowing for behavioural response. It investigates three scenarios: the same aircraft operating consecutive flights, consecutive flights with different aircraft using the same gate, and different flights using different aircraft involving the transfers. The case study further uses data from China Airline to demonstrate the application of the models. The probability distributions of the total, arrival and ground operation delays are derived. In addition, the probability of flights departing on time, the average wait for departure and the average departure delay of flights are calculated. The results show that the parameter representing the behavioural response is close to or exceeds 1, meaning that most of the buffer time is for consolidating more passengers into each flight. Furthermore, the departure delay of flights is larger when considering the effects of the time slot, than without considering the time slot.

3805 エレベータの仮想交通分析と出勤時群管理の待ち時間比較(G18-1 交通・物流部門(1),G18 交通・物流)

This paper proposed two methods using two kinds of norm for estimating number of average arrival persons to an elevator hall at a time after identifying the membership functions based on a virtual elevator traffic analysis as a fuzzy time zone. Then, we compare 4 kinds of average waiting times on a group control method and the conventional control method which are computed using the estimated number of persons at the office-going time based on the queueing theory assumed Poisson's Arrival and Erlang's Operation, which theory can facilitate the evaluation of the waiting time at an elevator hall by only simple statistical computation. Moreover, we present domination of the group control method by compared simply these energy saving evaluation using start/stop number and movement floor number.

An effective approach for job-shop scheduling with uncertain processing requirements

This paper presents an effective approach for job-shop scheduling considering uncertain arrival times, processing times, due dates, and part priorities. A separable problem formulation that balances modeling accuracy and solution method complexity is presented with the goal to minimize expected part tardiness and earliness cost. This optimization is subject to arrival time and operation precedence constraints, and machine capacity constraints. A solution methodology based on a combined Lagrangian relaxation and stochastic dynamic programming is developed to obtain dual solutions. A good dual solution is then selected by using "ordinal optimization", and the actual schedule is dynamically constructed based on the dual solution and the realization of random events. The computational complexity of the overall algorithm is only slightly higher than the one without considering uncertainties, and a dual cost is proved to be a lower bound to the optimal expected cost for the stochastic formulation considered.

A Simulation Study of Adaptation in Traffic Management Decision Making under Free Scheduling Flight Operations

This research describes an investigation into the potential impact of alternative management control policies on air traffic flow. An experiment was conducted that analyzed the effect of four different arrival management conditions under two different goal conditions on computer-simulated traffic management decision making and on simulated performance. In the condition representing the least level of central arrival management, there was no central arrival management decision maker at all. Two of the arrival management conditions resembled “free scheduling” operations: in both, a central arrival manager provided information to support independent departure decisions by air carriers, but the two conditions differed on the type of information provided. The fourth condition represented a centrally controlled arrival management operation, where the arrival manager directly limited the number of departures the air carriers could make.Each arrival management condition was simulated under two different goal conditions. A baseline condition was simulated, where all decision makers (air carriers and central) altruistically tried to maximize the same system arrival performance relative to a common utility function. This baseline condition was contrasted with an experimental condition, where each decision maker tried to maximize his own individual performance relative to his own utility functions.The results showed that when all decision makers were working to maximize the same system performance, there were no performance diffierences attributable to the arrival management conditions. However, when each decision maker was working to maximize his own individual performance, the best performance (both system and individual) occurred in the two “free scheduling” conditions, with worse performance under central management on one extreme and no management on the other. The results also showed that with simulated decision makers a “free-market” allocation of airspace resources can result in decisions that yield a dynamic equilibrium that is close to optimum. In addition, these simulated decision makers were able to evolve synchronized operations with no direct inter-user communication. Finally, the results also suggest that some sources of information may be important for such synchronized operations to evolve, but are not needed for maintaining that synchrony.