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dc.contributor.authorChen, Jun
dc.contributor.authorWeiszer, Michal
dc.contributor.authorStewart, Paul
dc.date.accessioned2016-10-17T18:45:28Z
dc.date.available2016-10-17T18:45:28Z
dc.date.issued2015-09
dc.identifier.citationChen, J., Weiszer, M., Stewart, P. (2015) 'Optimal Speed Profile Generation for Airport Ground Movement with Consideration of Emissions ' IEEE 18th International Conference on Intelligent Transportation Systems, Pages: 1797 - 1802, DOI: 10.1109/ITSC.2015.292en
dc.identifier.isbn9781467365963
dc.identifier.issn21530017
dc.identifier.issn21530009
dc.identifier.doi10.1109/ITSC.2015.292
dc.description.abstractEmissions during the ground movement are mostly calculated based on International Civil Aviation Organisation (ICAO) emission databank. The fuel flow rate is normally assumed as a constant, hence the emission index. Therefore, no detailed discrimination of power settings during ground movement is considered to account for different emissions at different power settings. This may lead to a suboptimal and often unrealistic taxi planning. At the heart of the recently proposed Active Routing (AR) framework for airport ground movement is the unimpeded optimal speed profile generation, taking into account both time and fuel efficiency. However, emissions have not been included in the process of generating optimal speed profiles. Taking into account emissions in ground operations is not a trial task as not all emissions can be reduced on the same path of reducing time and fuel burn. In light of this, in this paper, a detailed analysis of three main emissions at the airports, viz. CO, Total Hydrocarbon (HC), and NOx, are carried out in order to obtain a minimum number of conflicting objectives for generating optimal speed profiles. The results show that NOx has a strong linear correlation with fuel burn across all aircraft categories. For the heavy aircraft, HC and CO should be treated individually apart from the time and fuel burn objectives. For medium and light aircraft, a strong correlation between HC, CO and time has been observed, indicating a reduced number of objectives will be sufficient to account for taxi time, fuel burn and emissions. The generated optimal speed profiles with consideration of different emissions will have impact on the resulted taxiing planning using the AR and also affect decisions regarding airport regulations.
dc.description.sponsorshipThis research is part-funded by EPSRC Grant EP/H004424/1: Integrating and Automating Low Carbon Airport Operationsen
dc.language.isoenen
dc.publisherIEEEen
dc.relation.urlhttp://ieeexplore.ieee.org/document/7313384/en
dc.rights.urihttp://creativecommons.org/licenses/by/4.0/en
dc.subjectAirport ground movementen
dc.subjectMotion optimisationen
dc.subjectAircraften
dc.subjectAccelerationen
dc.titleOptimal speed profile generation for airport ground movement with consideration of emissionsen
dc.typeMeetings and Proceedingsen
dc.contributor.departmentUniversity of Derbyen
dc.identifier.journal18th International Conference on Intelligent Transportation Systemsen
refterms.dateFOA2019-02-28T14:45:38Z
html.description.abstractEmissions during the ground movement are mostly calculated based on International Civil Aviation Organisation (ICAO) emission databank. The fuel flow rate is normally assumed as a constant, hence the emission index. Therefore, no detailed discrimination of power settings during ground movement is considered to account for different emissions at different power settings. This may lead to a suboptimal and often unrealistic taxi planning. At the heart of the recently proposed Active Routing (AR) framework for airport ground movement is the unimpeded optimal speed profile generation, taking into account both time and fuel efficiency. However, emissions have not been included in the process of generating optimal speed profiles. Taking into account emissions in ground operations is not a trial task as not all emissions can be reduced on the same path of reducing time and fuel burn. In light of this, in this paper, a detailed analysis of three main emissions at the airports, viz. CO, Total Hydrocarbon (HC), and NOx, are carried out in order to obtain a minimum number of conflicting objectives for generating optimal speed profiles. The results show that NOx has a strong linear correlation with fuel burn across all aircraft categories. For the heavy aircraft, HC and CO should be treated individually apart from the time and fuel burn objectives. For medium and light aircraft, a strong correlation between HC, CO and time has been observed, indicating a reduced number of objectives will be sufficient to account for taxi time, fuel burn and emissions. The generated optimal speed profiles with consideration of different emissions will have impact on the resulted taxiing planning using the AR and also affect decisions regarding airport regulations.


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