1. Introduction
Aircraft wake turbulence is a byproduct of lift generation, characterized by its long duration, wide distribution, and high intensity. When an aircraft enters the wake region of a leading aircraft, the intense vortical structures induce rolling torques, causing the trailing aircraft to experience bumps, rolls, and changes in flight status. According to the Federal Aviation Administration (FAA), 78% of wake encounters occurred below 200 feet (61 meters) from 1983 to 2000 [
13]. During the approach phase, aircraft density increases along the glide path and, influenced by ground effect, the wake may stall or rebound near the ground [
14], hence the evolution of wake vortices varies at different heights during this phase. Wake separation also limits the number of flights that can take off and land at an airport per unit of time, significantly impacting airport capacity.
In the early 1970s, the International Civil Aviation Organization (ICAO) established standards for aircraft wake separation, which proved overly conservative due to a lack of consideration for meteorological factors and specific scenarios. To establish reasonable standards for the spacing of aircraft during approach and departure, and to effectively enhance airport capacity and air traffic operational efficiency, numerous scholars have begun systematic studies on aircraft wake, exploring its physical mechanisms. Traditional wake monitoring and prediction technologies include Computational Fluid Dynamics (CFD) simulations, wind tunnel and water tunnel experiments, and field radar detection. CFD simulations, in particular, simulate the characteristics and evolution of aircraft wake near the ground across various environments. Under clear sky conditions, classical numerical simulation techniques primarily involve Large Eddy Simulation (LES) methods and Reynolds-Averaged Navier-Stokes approaches. Holzäpfel and others [
15,
16] used aircraft wake velocity models as initial conditions for numerical simulations, significantly enhancing computational efficiency and accuracy. In terms of wake velocity models, research institutions in Europe and America, including the German Aerospace Center (DLR), the French company Thales, and the National Aeronautics and Space Administration (NASA), have combined theoretical analysis, numerical simulation, and extensive experimental measurements to obtain the tangential velocity distribution of aircraft wake on cross-sections [
17], with representative models including Lamb-Oseen, Hallock-Burnham, Proctor, and Winckelmans.
During the approach phase, the initial altitude of wake evolution varies, and wake vortices can be classified as either Out of Ground Effect (OGE) or In Ground Effect (IGE). Crow first analyzed the linear stability of vortex pairs in the OGE region [
18]. He discovered that under certain disturbances, vortex pairs would incline about 45 degrees into a symmetric fixed plane and form sinusoidal shapes. Subsequently, the vortex pairs connect at their closest points, leading to the formation of a helical structure and the destruction of wake vortices, known as long-wave instability or Crow instability. Holzapfel et al. and Han et al. used LES and Direct Numerical Simulation (DNS) to analyze the evolution of OGE vortices, concluding that background atmospheric turbulence dictates the long-wave instability [
19,
20,
21], such as wake vortex stretching and the generation of Secondary Vortex Structures (SVS) in weak to moderate background turbulence. Meanwhile, these SVS consume primary vortex energy, ultimately leading to extensive deformation. In strong background turbulence, the intensity of primary vortices is insufficient to affect atmospheric vortices; IGE wake vortices affected by ground effects occur below 1.5b0 (b0, initial vortex pair separation) [
22]. Harvey and others first introduced secondary vortices generated by boundary layer separation; their upward-induced velocity caused the primary vortex to rebound [
23]. Additionally, image vortices near the ground increase the separation between primary vortices, making it difficult to trigger horizontal long-wave instability. These factors lead to longer hovering times of wake over runways, increasing encounter risks. Harris and Williamson conducted experimental studies on IGE wake vortex evolution [
24], showing that at lower Reynolds numbers, SVS overall bends, exhibiting Crow-type instability. However, few studies have fully examined the continuous initial altitude evolution of OGE and IGE wake vortices during the approach phase.
In recent years, with the rapid development of artificial intelligence, the close integration of aerodynamics and intelligent technologies has given rise to a new interdisciplinary field—intelligent aerodynamics. This field incorporates the unique research methods of the fourth research paradigm (data-driven), combining AI's rapid and precise predictive capabilities with the large data computation models of aerodynamics, making it possible to deduce complex scenario evolution outcomes from calculations of typical scenarios alone. Compared to experimental and computational aerodynamics, intelligent aerodynamics primarily features the comprehensive application of multiple research methods and data, significantly enhancing efficiency, accuracy, and applicability. It also bridges "technology gaps" such as unclear mechanisms and insufficient computing power through "end-to-end" modeling, addressing aerodynamic problems that traditional methods struggle to solve. Zheng Tianyun and others [
5] used the SSTγ-Reθ transition model's extensive zero-pressure gradient natural transition flat plate calculations as training data, employing deep residual networks to reconstruct the mapping between local mean values and the intermittency factor γ, developing an efficient AI-based transition model. Wu Lei and others [
6] established an artificial neural network mapping from mean flow field information to the transition intermittency factor γ using numerical simulation results of the SST-γ transition model as the training test set, coupling it with the RANS solver to predict the transition locations and simulate transition flow fields for various airfoil profiles, achieving good generalization. Carpenter and others [
7] proposed a single-hidden-layer neural network for predicting missile aerodynamic parameters. Balla and others [
8] introduced a multi-output neural network for predicting two-dimensional and three-dimensional wing aerodynamic coefficients, outperforming their inherent Orthogonal Decomposition (POD) method. Wang and others [
9] proposed a deep learning-based model, which while achieving more accurate flow field characteristics, significantly reduced computational costs.
By systematically observing and analyzing wake vortex circulation, vortex core radius, diffusion distance, and other wake dissipation characteristics, and based on these, establishing a wake characteristic database for early prediction in wake risk zones, the continuous initial altitude evolution of wake vortices during the approach phase is researched. However, ensuring identical conditions in each practical experiment is challenging, and the resolution of observational equipment such as lidar limits the detailed capture of wake evolution processes. Using numerical simulation as a supplement, while complex in computational process, demanding in resources, and lengthy in time, enables exhaustive computation across all scenarios. Thus, in the rapidly evolving field of intelligent aerodynamics, combining numerical simulation data with deep learning to achieve flow field predictions represents a future development trend. Recurrent Neural Networks (RNN) and Convolutional Neural Networks (CNN) are commonly used deep learning models for processing sequence data. RNNs are particularly suited for tasks with time dependencies but are limited by the gradient vanishing problem in training, making them challenging for long-term dependency tasks. To address this issue, Long Short-Term Memory (LSTM) networks have been introduced. CNNs, by extracting complex features from time series, effectively recognize local feature correlations, and their local connectivity and feature-sharing properties greatly enhance prediction efficiency. Based on CNNs, Temporal Convolutional Networks (TCN) further study time series feature relationships, improving the extraction of cross-time series relationships and prediction efficiency through causal convolution and dilated convolution. Currently, traditional machine learning algorithms are also widely used in flow field predictions. Xu and others, based on an unsteady flow field dataset around a cylinder, involved the CAE-LSTM model in flow field predictions [
11]. He and others proposed a CNN-based wake vortex prediction model, predicting aircraft wake vortex evolution under different side wind speeds [
12]. Mohan and others used a hybrid neural network combining CNN and LSTM to extract coherent structures of turbulence [
1].
Despite this, facing complex and voluminous numerical simulation data, single models are no longer sufficient. However, classical hybrid models, due to their serial architecture, result in long computational times. In light of this, this study proposes the use of CFD simulation data-driven, parallel architecture-based hybrid models—the PA-TCN-LSTM-Attention model (PA-ATL)—combining TCN, LSTM, and attention mechanism modules with tensor connection modules to predict aircraft wake evolution during the approach phase, comprehensively mastering the continuous initial altitude wake dissipation mechanisms. In this model, TCN and LSTM operate independently, but their shared goal is to capture key features such as long-term dependencies and context information. TCN primarily focuses on local features and long-term dependencies in time series data through multi-stack dilated causal convolution operations; LSTM maintains global awareness of the entire series through gated units, retaining past information in hidden layers to transmit context information; then, based on attention mechanism modules, the tensor connection module dynamically weights the output matrices of both models according to task demands and merges them on the feature dimension to achieve feature fusion. The basic idea of this method is the concept of a parallel architecture, where all individual models in the hybrid model are trained side-by-side independently, learning feature information from the original time series independently before the tensor connection module based on the attention mechanism. This hybrid model's depth is only influenced by the depth of each individual model's network layers.
The main contributions are as follows:
Utilizing deep learning neural networks to predict aircraft wake evolution, addressing the long computational times of numerical simulations.
Proposing a hybrid deep learning neural network model with a parallel processing structure, extracting feature information from the time series of aircraft wake evolution.
Analyzing the characteristics of aircraft near-ground wake evolution, providing theoretical value for enhancing airport operational efficiency.
The remainder of this paper is organized as follows:
Section 2 introduces the aircraft wake numerical simulation methods employed, feature parameter extraction, and a detailed description of the proposed PA-TLA framework;
Section 3 describes how high-fidelity aircraft wake simulation data is generated in CFD, compared with field-detected lidar data, and the PA-TLA model's predictive effectiveness is validated, concluding with an analysis of near-ground wake evolution characteristics combining numerical simulation and the PA-TLA model.
Section 4 includes related discussions and summaries.
Figure 1.
PA-TCN-LSTM-Attention Model Flowchart.
Figure 1.
PA-TCN-LSTM-Attention Model Flowchart.
Figure 2.
Schematic Diagram of Aircraft Wake Vortex Formation.
Figure 2.
Schematic Diagram of Aircraft Wake Vortex Formation.
Figure 3.
A330-200 Aircraft Wing Model.
Figure 3.
A330-200 Aircraft Wing Model.
Figure 4.
Computational Domain of A330-200.
Figure 4.
Computational Domain of A330-200.
Figure 5.
Correlation Coefficient Heatmap.
Figure 5.
Correlation Coefficient Heatmap.
Figure 6.
PA-TLA Model Architecture Diagram.
Figure 6.
PA-TLA Model Architecture Diagram.
Figure 7.
An Expanded Causal Convolution with dilation factors d = 1, 2, 4, and filter size k = 3. ( is the input at time step , is the output vector at time step ).
Figure 7.
An Expanded Causal Convolution with dilation factors d = 1, 2, 4, and filter size k = 3. ( is the input at time step , is the output vector at time step ).
Figure 8.
The TCN residual block. (An 1x1 convolution is added when residual input and output have different dimensions.).
Figure 8.
The TCN residual block. (An 1x1 convolution is added when residual input and output have different dimensions.).
Figure 10.
Aircraft Wake Vortex Vorticity Cloud Diagram at Decision Height under Calm Wind Conditions.
Figure 10.
Aircraft Wake Vortex Vorticity Cloud Diagram at Decision Height under Calm Wind Conditions.
Figure 11.
Comparison of CFD numerical simulation data and LiDAR wake detection data.
Figure 11.
Comparison of CFD numerical simulation data and LiDAR wake detection data.
Figure 12.
Comparison of circulation characteristic parameters between LIDAR data and CFD data.
Figure 12.
Comparison of circulation characteristic parameters between LIDAR data and CFD data.
Figure 13.
The loss changes of PA-TLA on the training set and validation.
Figure 13.
The loss changes of PA-TLA on the training set and validation.
Figure 14.
Comparison of the Predictive Performance of Three Models on Aircraft Wake Vorticity(A for 50 meters, B for 100 meters, C for 150 meters, D for 200 meters, E for 250 meters, F for 300 meters).
Figure 14.
Comparison of the Predictive Performance of Three Models on Aircraft Wake Vorticity(A for 50 meters, B for 100 meters, C for 150 meters, D for 200 meters, E for 250 meters, F for 300 meters).
Table 1.
Relevant parameters of the Airbus A330-200 model.
Table 1.
Relevant parameters of the Airbus A330-200 model.
Environmental Parameter |
Ambient Temperature
|
20 °C |
Atmospheric Pressure
|
1 atm |
Air Density
|
1.225 kg/m3
|
Aircraft Parameters
|
Wingspan
|
60.3 m |
Maximum Landing Weight
|
182000 kg |
Speed
|
72 m/s |
Initial Vortex Circulation
|
427 m2/s |
Vortex Core Radius
|
3 m ≈ 0.052 B |
Initial Vortex Spacing
|
47.36 m ≈ B∗Pi/4 |
Characteristic Speed
|
1.436 m/s |
Characteristic Duration
|
33 s |
Table 2.
The prediction results of the three models on the testing set.
Table 2.
The prediction results of the three models on the testing set.
Feature |
Model |
MSE |
MAE |
RMSE |
R² |
Q Criterion |
TCN LSTM TCN-LSTM PA-TLA |
0.239 |
0.086 |
0.149 |
97.891 |
0.274 |
0.091 |
0.189 |
97.147 |
0.205 |
0.073 |
0.134 |
98.712 |
0.191 |
0.066 |
0.129 |
99.161 |
Vorticity |
TCN LSTM TCN-LSTM PA-TLA |
0.109 |
0.123 |
0.331 |
97.163 |
0.113 |
0.136 |
0.335 |
96.934 |
0.085 |
0.096 |
0.267 |
97.934 |
0.079 |
0.088 |
0.252 |
98.256 |
Circulation |
TCN LSTM TCN-LSTM PA-TLA |
12.749 |
2.968 |
4.192 |
96.736 |
13.141 |
3.352 |
4.753 |
96.356 |
10.356 |
2.105 |
3.206 |
97.846 |
9.682 |
1.956 |
3.075 |
98.158 |