CN111832783B - Full cargo aircraft linkage transfer board early warning and decision-making method and system - Google Patents
Full cargo aircraft linkage transfer board early warning and decision-making method and system Download PDFInfo
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Abstract
The invention discloses a full cargo aircraft link transfer board early warning and decision-making method and system. The dynamic transfer plate decision-making scheme of the full cargo aircraft is systematically generated, so that the scheduling decision-making efficiency of the full cargo aircraft is greatly improved, the manual dependence is reduced, the abnormal scheduling decision-making time of the transfer plate of the full cargo aircraft is shortened, and the follow-up situation of the floor-mounted execution of the decision-making scheme can be monitored.
Description
Technical Field
The invention relates to the technical field of dynamic board-transferring early warning and adjustment decision-making of full cargo aircraft, in particular to a full cargo aircraft linked board-transferring early warning and decision-making method and system.
Background
In the current aviation industry, in order to effectively improve the loading rate of a full cargo aircraft, a plurality of flow direction cargoes are respectively loaded on different crates at an origin in a linked transfer mode, and after the flow direction cargoes reach a transfer floor (a transfer floor between the origin and a destination during the linked transfer of the crates), the crates needing to be transferred through the transfer floor are dragged to another flight (a flight to be transferred) from a current flight (a flight to be transferred) for the linked transfer. For example, when a Shenzhen (origin) flight to a Hangzhou (board transfer) flight (to-be-transferred flight) is loaded with Lanzhou (destination) flow direction goods, the flight flows to a board box from the Lanzhou towering behind the Hangzhou after arriving at the Hangzhou, and is transferred to the Hangzhou flight (to-be-transferred flight) for joint transportation, so that the utilization rate of the flight is improved, and the aim of quickly circulating through a full cargo aircraft when the cargo quantity is less than the flow direction of the full cargo aircraft can be fulfilled.
The full cargo aircraft linked journey board-turning mode is restricted by the departure and landing time of linked flights, the station-passing time of board-turning places and the seriousness of the types of board boxes. If the forward flight of the link is delayed, the carton in the flow direction of the set transfer board cannot be transferred to the planned link flight on the transfer board, so that the express cannot be delivered in time, the loading rate of the set flight is affected, and extra shunting cost is generated.
In the prior art, the full cargo aircraft link transfer mode is that a professional judges whether the transfer is abnormal or not according to historical experience, and then the professional makes a decision on how to adjust a plate box according to the experience through telephone communication, multi-round inquiry and decision-making personnel. This mode requires decision-making personnel to have high professional literacy and decision-making ability, and the overall decision-making duration generally exceeds 2 hours. Meanwhile, the manual decision scheme is one-sidedness, so that the most reasonable decision scheme is difficult to make, and the effect of the decision scheme after the decision scheme is executed after falling to the ground cannot be evaluated.
Therefore, how to reduce manual dependence, reduce the duration of abnormal scheduling decision of the transfer board of the full cargo aircraft, improve the efficiency of scheduling decision of the full cargo aircraft, and monitor the subsequent situation of the floor execution of the decision scheme becomes a technical problem to be solved urgently in the development of the link transfer board mode of the full cargo aircraft.
Disclosure of Invention
The invention aims to provide a full cargo aircraft linkage transfer board early warning and decision making method and system aiming at the technical problems in the prior art, which can reduce manual dependence, reduce the abnormal scheduling decision making time of the full cargo aircraft transfer board, improve the scheduling decision making efficiency of the full cargo aircraft, and monitor the subsequent condition of the floor execution of a decision making scheme.
In order to achieve the purpose, the invention provides a full cargo aircraft linkage rotating plate early warning and decision-making method, which comprises the following steps: establishing an optimal path method solution model according to characteristic data, path constraint conditions and capacity constraint conditions of all board boxes and flights of the existing full cargo aircraft, and solving the demand of board orders to be transferred by using the optimal path method solution model to obtain an optimal dynamic board transferring path solution set; according to the feature data of the flow direction of the transfer board and the constraint conditions of the transfer board path library, a space network model is established, the demand of an order to be transferred of the transfer board is calculated by utilizing the space network model, a transfer board link transport path set is obtained, and the feature data of the flow direction of the transfer board comprises: the plate box type, the flight number, the log date of the flight number, the takeoff time of the flight number, the landing time of the flight number, each airport and the station passing time of each airport; and generating a full cargo aircraft dynamic transfer plate decision scheme set according to the optimal dynamic transfer plate path solution set and the transfer plate link transportation path set.
In order to achieve the above object, the present invention further provides a full cargo aircraft travel link rotating plate early warning and decision making system, comprising: the optimal dynamic transfer board path solution set acquisition module is used for establishing an optimal path method solution model according to characteristic data, path constraint conditions and capacity constraint conditions of all boxes and flights of the existing full cargo aircraft, and solving the demand of an order of a transfer board by using the optimal path method solution model to acquire an optimal dynamic transfer board path solution set; the transfer board link transport path set acquisition module is used for establishing a space network model according to the feature data of the flow direction of the transfer board and the constraint conditions of the transfer board path library, calculating the order requirement of the transfer board by using the space network model, and acquiring a transfer board link transport path set, wherein the feature data of the flow direction of the transfer board comprises: the plate box type, the flight number, the log date of the flight number, the takeoff time of the flight number, the landing time of the flight number, each airport and the station passing time of each airport; and the full cargo aircraft dynamic transfer plate decision scheme set generating module is used for generating a full cargo aircraft dynamic transfer plate decision scheme set according to the optimal dynamic transfer plate path solution set and the transfer plate linkage transportation path set.
The invention has the advantages that: the invention provides an all-directional board-turning decision-making scheme, and a decision-making person selects the most appropriate scheme to adjust according to the actual situation, so that the manual offline communication and manual scheme is changed into the online decision-making. Through advance the early warning to the transfer board abnormity, can advance the early warning and go out the board case of problem, solve full cargo aircraft transfer board abnormity and can't advance the early warning, can only judge in the manual work after the flight actually delays, unusual information can't in time learn and the technical problem who conveys. The dynamic plate transfer decision scheme of the full cargo aircraft is systematically generated, the abnormal scheduling decision time of the full cargo aircraft plate transfer is compressed to 60 minutes from about 2 hours per plate on average, the scheduling decision efficiency of the full cargo aircraft is greatly improved, the time efficiency of an abnormal plate box can be improved by 0.5 working day, the problems that the existing decision mainly depends on manual experience, the decision time is nearly 2 hours each time, the decision efficiency is low in adjustment, and the optimal plate transfer time is easily delayed are solved; and the time for cultivating a skilled full cargo plane dispatcher is 1 year, and the technical problem that the decision effect is not influenced easily because the professional is connected is solved.
Drawings
FIG. 1 is a flow chart of a full cargo aircraft link transfer board early warning and decision making method according to the present invention;
FIG. 2 is a schematic diagram illustrating a process of generating an optimal dynamic board-transferring path solution set according to the present invention;
fig. 3 is a schematic diagram of a dynamic transfer plate decision scheme set of the full cargo aircraft in the first embodiment of the full cargo aircraft coupled transfer plate early warning and decision method of the invention;
FIG. 4 is a diagram illustrating an early warning of a second embodiment of the full cargo aircraft link transfer board early warning and decision method according to the present invention;
FIG. 5 is a schematic diagram of a dynamic transfer plate decision scheme set of the full cargo aircraft according to the embodiment shown in FIG. 4;
FIG. 6 is a schematic diagram illustrating monitoring of the performance of the solution according to the embodiment shown in FIG. 4;
fig. 7 is a schematic diagram of the full cargo aircraft range-linked transfer board early warning and decision making system architecture according to the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
Referring to fig. 1, a flow chart of a full cargo aircraft link transition board early warning and decision method of the present invention is shown. The method comprises the following steps: s11: establishing an optimal path method solving model according to characteristic data, path constraint conditions and capacity constraint conditions of all board boxes and flights of the existing full cargo aircraft, and solving the demand of the order of the board to be transferred by using the optimal path method solving model to obtain an optimal dynamic board transferring path solution set; s12: establishing a space network model according to the feature data of the flow direction of the transfer board and the constraint conditions of the transfer board path library, and calculating the order demand of the transfer board by using the space network model to obtain a transfer board link transport path set; s13: and generating a full cargo aircraft dynamic transfer plate decision scheme set according to the optimal dynamic transfer plate path solution set and the transfer plate link transportation path set, and giving a specific explanation below.
Preferably, before the method for pre-warning and deciding the full cargo aircraft link transfer board of the invention establishes the optimal path method solution model, the method further comprises the following steps: s10: establishing an early warning model according to the departure and landing time of the flight to be transferred, the departure and landing time of the flight to be transferred and a preset early warning threshold value, utilizing the early warning model to perform early warning on available time length configured by transferring the order demands of the board to be transferred on the board transferring place, comparing the early warning time length with the early warning threshold value, and displaying a comparison result.
Specifically, the early warning of the available time length for carrying out the board transfer configuration on the board transfer place according to the order demand of the board to be transferred by using the early warning model further includes: and acquiring the difference value of the expected landing time of the flight to be transferred in the transfer board and the expected takeoff time of the flight to be transferred in the transfer board, and taking the difference value as the early warning duration. That is, the warning duration can be calculated by the formula: the early warning duration = predicted landing time of the to-be-transferred flight on the transfer floor-predicted takeoff time of the to-be-transferred flight on the transfer floor. The flight to be transferred is a flight carrying the board box to be transferred and descending on the transfer floor so that the board box to be transferred can be transferred; the flights to be transferred are flights taking off at the transfer floor and the plate boxes to be transferred are predicted to be transferred. For example, suppose that the expected take-off time of a flight to be transferred in a transfer floor is 5, and the expected landing time of a flight to be transferred out in the transfer floor is 4; the difference is 5.
Specifically, the time length of the plate box to be rotated when passing the station in the plate rotating field can be obtained according to the type, the airport, the navigation department to be rotated out and the navigation department to be rotated in, and then the early warning threshold values of different levels of early warning are configured according to the time length of the plate box to be rotated when passing the station in the plate rotating field.
Comparing the early warning duration with a preset early warning threshold, and displaying the comparison result further comprises: a) When the flights to be transferred out take off during early warning and the early warning duration is less than or equal to a first early warning threshold value, displaying a first-level early warning; b) When the flight to be transferred has taken off during early warning, the first early warning threshold value is smaller than the early warning duration, and the early warning duration is smaller than or equal to the second early warning threshold value, displaying second-level early warning; c) When the flight to be transferred does not take off during early warning and the early warning duration is less than or equal to a third early warning threshold value, displaying a third-level early warning; d) And when the flight to be transferred does not take off during early warning, the third early warning threshold value is smaller than the early warning time length, and the early warning time length is smaller than or equal to the fourth early warning threshold value, displaying fourth-level early warning. The flight to be transferred takes off means that the flight to be transferred takes off from a loading place after loading the plate box to be transferred, the loading place can be the origin of the flight to be transferred, or the middle place of the flight to be transferred, and similarly, the loading place can be the origin of the plate box to be transferred, or the plate place except the last plate place in a plurality of plate places of the plate box to be transferred.
For example, the full cargo aircraft transfer board is subjected to different levels of early warning such as black (first-level early warning), blue (second-level early warning), red (third-level early warning) and yellow (fourth-level early warning), wherein the black and blue early warnings are used for early warning that a flight to be transferred takes off when early warning is performed, and the red and yellow early warnings are used for early warning that the flight to be transferred does not take off when early warning is performed.
Judging the early warning grade: black early warning: when the early warning is carried out, the early warning duration < = black early warning threshold value when the scheduled flight has taken off; blue early warning: when in early warning, a flight to be transferred out takes off, and the black early warning threshold value is less than the early warning duration < = blue early warning threshold value; red early warning: when the early warning is carried out, the early warning duration < = red early warning threshold value when the transferred flight does not take off; yellow early warning: when the flight to be transferred out does not take off during early warning, the red early warning threshold value is less than the early warning duration < = yellow early warning threshold value. When the black or blue early warning is displayed, the flight to be transferred where the plate box to be transferred is located takes off, the estimated flight to be transferred which cannot be transferred to the originally planned plate transfer place is confirmed, and the plate transfer scheme (other flights or other transportation modes) needs to be adjusted on the plate transfer place; when the red or yellow warning is displayed, the flight to be transferred where the plate box to be transferred is located is not taken off, and the plate transferring scheme (transferring to other flights or adopting other transportation modes from the beginning or transferring to other flights or adopting other transportation modes) can be adjusted at the origin or the plate transferring. The setting mode of the early warning threshold of the red and yellow early warning embodiment is shown in table 1 below, wherein the configuration time of the transfer board is the time from the time when the board box to be transferred is to be transferred from the flight to be transferred to the flight to be transferred, that is, the time when the board box to be transferred passes the station at the transfer board place. The setting of the early warning threshold values for the black and blue early warnings can also be referred to in table 1.
Table 1 red and yellow warning a warning threshold setting manner of an embodiment of the warning.
For example, according to the model, the airport, the airline hostess to be transferred and the airline hostess to be transferred, the time for the plate box to be transferred to pass the station in the plate transferring place (namely the plate transferring configuration time) is 60 minutes, and then the first and third early warning thresholds can be set to be 50 minutes and the second and fourth early warning thresholds can be set to be 60 minutes. When the predicted takeoff time of a flight to be transferred in on the transfer board is 5, the takeoff time of the flight to be transferred out is 3, and the predicted landing time of the flight on the transfer board is 4; assuming that the early warning is performed at 4; because the early warning time length is less than the actual required station passing time length of the plate box to be transferred in the plate transferring field, the plate box to be transferred confirms that the original flight to be transferred can not be transferred in the plate transferring field, and other plate transferring schemes can be implemented only in the plate transferring field, for example, the original flight to be transferred is controlled to take off in a delayed mode or be transferred to other flights or other transportation modes are adopted. Assuming that the early warning is carried out at a time point of 3; at this time, the board box to be transferred confirms that the original flight to be transferred cannot be transferred to any more in the board transferring place, but the original flight to be transferred does not take off yet, so that other board transferring schemes can be implemented before the board box to be transferred is loaded to the flight to be transferred, for example, the board box to be transferred is not boxed, and other board transferring schemes can be implemented when the board box to be transferred arrives at the board transferring place, for example, the original flight to be transferred is controlled to take off in a delayed mode or transferred to other flights or other transportation modes are adopted.
When the predicted takeoff time of the incoming flight on the transfer board is 5, the takeoff time of the outgoing flight is 3, and the predicted landing time on the transfer board is 4, the difference is 4; assuming that the early warning is performed at 4; similarly, since the transfer board box confirms that the original to-be-transferred flight can not be transferred to the transfer board, other transfer board schemes can be implemented at the transfer board, such as controlling the delayed takeoff of the original to-be-transferred flight or transferring to other flights or adopting other transportation modes. Assuming that the early warning is performed at 3; similarly, since the transfer board box confirms that the original flight to be transferred can not be transferred to any more but the original flight to be transferred has not taken off, other transfer board schemes can be implemented at the origin, for example, the transfer board box is not boxed at the origin, or other transfer board schemes can be implemented at the transfer board, for example, the original flight to be transferred is controlled to take off or transfer to other flights in a delayed manner or other transportation modes are adopted.
By combining factors such as loading of the full cargo aircraft plate boxes, the time of taking off and landing of the full cargo aircraft, the time of passing the station of the transfer plates at each airport and the like, the abnormity of the transfer plates is early warned in advance, so that the problem plate boxes can be early warned in advance. The technical problems that the full cargo aircraft transfer plate abnormity can not be early warned in advance, the judgment can only be manually carried out after the actual delay of the flight, and the abnormity information can not be timely obtained and conveyed are solved.
S11: and establishing an optimal path method solving model according to the characteristic data, the path constraint conditions and the capacity constraint conditions of all the plate boxes and flights of the existing full cargo aircraft, and solving the demand of the to-be-transferred plate order by using the optimal path method solving model to obtain an optimal dynamic transfer plate path solution set.
Referring to fig. 2, a schematic diagram of a generation process of the optimal dynamic board-transferring path solution set according to the present invention is shown. The solving the demand of the order to be transferred by using the optimal path method solving model to obtain the optimal dynamic transfer path solution set further comprises: 1) Inputting the order requirement of the board to be transferred, preset service rules and transport capacity resources (including freight rate information) into the optimal path method solution model; 2) Utilizing the optimal path method to solve a model to package orders, package resources and analyze business rules; 3) And generating time-sharing cargo volume order priority, bin capacity range limitation and targets (namely an optimal dynamic transfer board path solution set) according to the current real-time bin ordering and historical shipping data. And then the order and the allocation amount of the slots can be output for decision-making personnel to check.
Specifically, the characteristic data of all the plate boxes and flights of the existing full cargo plane include: the method comprises the steps of a board box model, an origin place set, a destination set, a goods collection time set, a flight set, a number set of goods to be transferred and loaded, a corresponding flight available capacity set, a loaded goods number set, an available local path set, a corresponding local path transfer place front-stage flight of the transfer place, and a corresponding local path transfer place back-stage flight of the transfer place. The characteristic data of all board boxes and flights of the existing full cargo aircraft can further comprise: the corresponding flight loads the quantity of the goods of the corresponding origin, the destination and the goods collecting time on the corresponding local path, the quantity of the goods of the corresponding origin, the destination and the goods collecting time on the corresponding local path is pulled down by the corresponding flight, the quantity of the goods of the corresponding origin, the destination and the goods collecting time is pulled down, the quantity of the goods of the corresponding origin, the destination and the goods collecting time cannot meet the requirement, and the capacity of the corresponding flight can be expanded when the capacity of the corresponding flight cannot meet the requirement of the current goods data.
For example, the plates measured in height in the plate box models are usually PMC (318cm 244cm) and PAG (224cm 318cm), and different specification models are suitable for different passenger aircraft models, and all ULD types of the full cargo aircraft can be used. Among them, the ULD (Unit Load Device) is a standardized container Device used for container air cargo in air cargo (including baggage and parcel) transportation.
The following provides an optimal path method solution model establishment and solution description:
1) The known quantity parameter defines:
o-the set of origins O = {1,2, \8230;, O }, such as Shenzhen, guangzhou;
d-destination set D = {1,2, \8230;, D }, such as Shenzhen, guangzhou;
t-collection time set T = {1,2, \8230;, T }, such as 12;
f-set of flights F = {1,2, \8230;, F }, such as O36883;
n o,d,t the set O belonging to the quantity of goods loaded on the board to be transferred belongs to O, D belongs to D, T belongs to T, such as 14PAG;
v f flight f available volume set V = {1,2, \8230;, V }, such as 14000KG;
m o,d,t,f -the set of the quantity of the loaded goods O belongs to O, D belongs to D, T belongs to T, F belongs to F, such as 8PAG;
l-the set of available local paths L = {1,2, \8230;, L }, such as O36883-O36889;
j l an intermediate node j on the path l, such as Shenzhen-Hangzhou-Beijing path intermediate node Hangzhou;
f front l The flight preceding the intermediate node j on the path l, such as the flight O36883 in the available local path O36883-O36889;
f rear of l The flight behind the intermediate node j on the path l is, for example, an O36889 flight in the available local path O36883-O36889.
2) Parameter definition of unknown quantity:
x o,d,t,l,f the f-th flight loads the number of the cargos with the origin o, the destination d and the collecting time t on the path l;
y o,d,t,l,f the f flight pulls down on the path l the number of shipments with origin o, destination d, and time to collect t;
yy o,d,t the number of pulled-down loads with origin o, destination d and cargo collection time t;
z o,d,t the quantity which cannot be met by the goods with the origin of o, the destination of d and the goods collecting time of t;
u f the capacity of the f-th flight can be expanded when the capacity of the flight cannot meet the current cargo data.
3) And (3) path constraint:
x o,d,t,l,f before =0 f l ＝φ,j l ≠o (9)
x o,d,t,l,f After =0 f l ＝φ,j l ≠d (10)
y o,d,t,l,f Before =0 f l ＝φ,j l ≠o (11)
y o,d,t,l,f After =0 f l ＝φ,j l ≠d (12)
Wherein phi is an empty set.
4) Capacity constraint:
5) An objective function:
the total time required for board transfer is minimal, and no solution variable processing is added, assuming that W is an extremely large number, including:
the output result of the objective function is the optimal dynamic board-turning path solution set.
For example, the optimal path method solution model may consider all the plate boxes and flights of the existing full cargo aircraft for traffic, comprehensively consider the aircraft taking-off and landing time, balance of the number of the plate boxes to be turned-out and the number of the plate boxes to be turned-in, the station passing time of each turning station, the aircraft type and the plate box type, and output an optimal dynamic turning plate path scheme set according to the input requirements of the order of the plate to be turned.
S12: and establishing a space network model according to the characteristic data of the flow direction of the transfer board and the constraint conditions of the transfer board path library, and calculating the order demand of the transfer board to be processed by utilizing the space network model to obtain a transfer board link transport path set.
Specifically, the characteristic data of the flow direction of the rotating plate comprises: the number of the plate boxes, the flight number, the log date of the flight number, the take-off time of the flight number, the landing time of the flight number, each airport and the station passing time of each airport. The board turning path library constraint conditions comprise: 1) The origin airport to be transferred into the flight number is consistent with the transfer plate airport to be transferred out of the flight number where the plate box to be transferred is located in the order requirement of the plate to be transferred, or is a substitute airport of the transfer plate airport; 2) The estimated landing time of the plate box to be transferred at the plate airport and the station passing time of the plate airport are less than the estimated take-off time of the flight number to be transferred; 3) The type of the plate box to be transferred is matched with the type of the plate box which can be carried by the flight number to be transferred; 4) The destination airport of the last flight number to be transferred is consistent with the destination airport of the plate box to be transferred, or is a substitute airport of the destination airport of the plate box to be transferred; 5) The log date of the flight number to be transferred is the same as the log date of the flight number of the plate box to be transferred; and 6) the number of flight segments to be transferred is less than or equal to 3.
The following gives a description of the spatial network model establishment and solution:
1) Parameter definition:
m is flight number, if 50 flights exist, M1, M2, \8230, and \8230representthe 50 flight numbers respectively;
DM, the log date of the flights, the log date of the 50 flights is respectively defined as DM1, DM2, \8230;, DM50;
a, if 50 airports exist, the airport is respectively represented by A1, A2, \8230;, A50 represents the 50 airports;
TM-flight takeoff time, the predicted takeoff times of these 50 flights are defined as TM1, TM2, \8230;, TM50;
tM is the landing time of the flight, and the estimated landing time of the 50 flights is respectively defined as tM1, tM2, 8230 \\8230;, tM50;
lA is the station-passing time length of each airport, and the station-passing time lengths of the 50 airports are respectively defined as lA1, lA2, \8230;, lA50;
p is the plate box model.
2) And (3) constraint conditions of a rotating plate path library:
assuming that the flight number of the board box to be transferred is M1, the origin airport is A1, the board transfer airport is A2, and the final destination airport of the board box to be transferred is A3, the constraint conditions of the board transfer path library are as follows:
a) The transfer plate airport A2 of the flight M1 to be transferred, where the plate box to be transferred is located, and the origin airport of the flight Mi to be transferred must be consistent, or the origin airport of the flight Mi to be transferred is a substitute airport of the transfer plate airport A2 of the flight M1;
b) The expected landing time tM1 of the plate box to be rotated at the plate airport + the station passing time lA2 of the plate airport is less than the expected take-off time TMi of the flight Mi to be rotated;
c) The type P of the plate box to be transferred must be matched with the type P of the plate box carried by the flight to be transferred;
d) The destination airport Ai of the last flight number to be transferred must be consistent with the final destination airport A3 of the pallet box to be transferred, or be a substitute airport of the A3 airport;
e) The log date DMi of the flight to be transferred and the log date DM1 of the flight where the plate box to be transferred is located must be the same day
f) The number of flights to be transferred (i.e. the number of associated routes) must be less than or equal to 3, i.e. a crate is transferred to the destination airport A3 via at most three flights.
3) The relevant configuration tables are shown in tables 2 and 3 below:
table 2 alternative airport configuration table.
| Carton type | Suitable for machine type | Matched plate box model |
| PAG | B733、B734、B752 | P1P、DQF |
Table 3 crate model matching table.
The space network model comprehensively considers the balance relation of the flow direction of the transfer board to the starting place, the destination, the flight in the middle place of the transfer board, the station passing time, the machine type, the type of the board box and the number of the board boxes, so as to output the possible link transportation scheme of the flow direction of the transfer board from the starting place to the final destination.
S13: and generating a full cargo aircraft dynamic transfer plate decision scheme set according to the optimal dynamic transfer plate path solution set and the transfer plate link transportation path set.
And synthesizing an optimal dynamic transfer board path solution set obtained by solving the model according to an optimal path method and a transfer board link transport path set obtained according to the space network model, so that a full cargo aircraft dynamic transfer board decision scheme set can be generated for decision-making personnel to select. The full cargo aircraft dynamic transfer plate decision scheme set can further combine a bottom-pocket transfer plate (namely a pulling plate) cancellation scheme to obtain an omnibearing dynamic transfer plate decision scheme set.
By systematically generating a dynamic plate-rotating decision-making scheme of the full cargo machine, the abnormal scheduling decision-making time of the full cargo machine plate-rotating is shortened to 60 minutes from about 2 hours per plate on average, the scheduling decision-making efficiency of the full cargo machine is greatly improved, and the aging of an abnormal plate box can be improved by 0.5 working day. The method solves the problems that the existing decision mainly depends on manual experience, the decision-making takes about 2 hours each time, the decision-making efficiency is low in adjustment, and the optimal board-transferring time is easily delayed; and a skilled full cargo aircraft dispatcher needs to spend 1 year, and the technical problem that the decision effect is not influenced easily because the connection of professionals is solved.
Preferably, the method further comprises: and displaying the flow direction and abnormal conditions of the rotating plate of the dynamic rotating plate decision scheme set of the full cargo aircraft in a map mode. Due to the application of the map mode, the flow direction and abnormal viewing of the rotating plate are more visual and convenient.
Preferably, the method further comprises S14: and providing the full cargo aircraft dynamic transfer plate decision scheme set for decision-making personnel to select, and receiving and executing the full cargo aircraft dynamic transfer plate decision scheme selected by the decision-making personnel. Namely, a decision maker selects a scheme after comprehensive evaluation according to the dynamic transfer plate decision scheme set of the full cargo aircraft, and can apply the scheme to production and subsequent execution monitoring in one key. By systematically recording the execution effect of the decision-making scheme, data and experience are accumulated for subsequent adjustment decision-making, and the problem that the reasonability cannot be evaluated because the adjustment of the conventional full cargo aircraft plate is performed in an offline mode without keeping adjustment records is solved.
Referring to fig. 3, a schematic diagram of a dynamic transfer board decision scheme set of a full cargo aircraft in a first embodiment of the warning and decision method for the linked transfer board of the full cargo aircraft is shown. As can be seen from fig. 3, when the jin jiang transits to the Qingdao and flows to 2 PAG-type pallet boxes (2 PAGs) to be transferred, the jin jiang transits to the Hangzhou flight with M1 fault, and it is expected that the established flight from M2 flight to Qingdao cannot be transferred. By adopting the full cargo airplane linkage transfer board early warning and decision-making method, the system can be sent out by positioning from jin river and Hangzhou, and can reach Qingdao and Qingdao to replace a full cargo airplane network of an airport Weifang; inputting flight connection limiting conditions; the optimal path method solves the optimal dynamic rotor plate path solution set obtained by the model, and outputs a rotor plate linkage transport path set according to the space network model; and then giving the aging evaluation result of each rotating plate path, thereby giving a recommended scheme. For example, in scheme 1: controlling the delayed takeoff of the flights to be transferred to the transfer floor; scheme 2, 3: to other flights at the origin; scheme 4: not boxing at the original place; scheme 5: and carrying out goods pulling on the floor of the rotating plate and adopting other transportation modes.
Referring to fig. 4-6, fig. 4 is a diagram illustrating an early warning of a second embodiment of the method for early warning and decision-making of a linked transfer board of a full cargo aircraft, fig. 5 is a diagram illustrating a dynamic transfer board decision scheme set of the full cargo aircraft according to the embodiment illustrated in fig. 4, and fig. 6 is a diagram illustrating a scheme execution situation monitoring according to the embodiment illustrated in fig. 4.
Firstly, by combining the restriction factors such as loading of full cargo plate boxes, the time of taking off and landing of the full cargo, the time of passing the station of each airport and the like, the early warning is systematically carried out on the full cargo plate transferring abnormity through planning and solving, as shown in fig. 4.
Secondly, a dynamic plate-transferring decision-making scheme set of the full cargo aircraft is systematically generated by combining the early warning situation and solving the model, the space network model and a plate-transferring (namely plate-pulling) cancelling scheme according to the optimal path method, and the scheme set comprises an omnibearing scheme of transferring, delaying and plate-pulling for decision-making personnel to select, as shown in fig. 5.
After the decision maker selects the solution, the decision maker can adopt the solution by one key and monitor the subsequent execution of the solution and landing, as shown in fig. 6.
Based on the same invention concept, the invention also provides a full cargo aircraft link transfer board early warning and decision making system. Referring to fig. 7, a schematic diagram of a full cargo aircraft journey-linked transfer board early warning and decision making system architecture according to the present invention is shown. The system 70 comprises: an optimal dynamic transfer board path solution acquisition module 702, configured to establish an optimal path method solution model according to feature data, path constraint conditions, and capacity constraint conditions of all boxes and flights of an existing full cargo aircraft, and solve a demand for a to-be-transferred board order by using the optimal path method solution model to acquire an optimal dynamic transfer board path solution set; a transfer board link transport path set obtaining module 704, configured to establish a space network model according to feature data of a transfer board flow direction and a transfer board path library constraint condition, and calculate a demand for a to-be-transferred board order by using the space network model to obtain a transfer board link transport path set, where the feature data of the transfer board flow direction includes: the number of the plate boxes, the flight number, the log date of the flight number, the take-off time of the flight number, the landing time of the flight number, each airport and the station passing time of each airport; and a full cargo aircraft dynamic transfer plate decision scheme set generating module 706, configured to generate a full cargo aircraft dynamic transfer plate decision scheme set according to the optimal dynamic transfer plate path solution set and the transfer plate link transportation path set. Preferably, the system 70 further comprises: the early warning module 701 is used for establishing an early warning model according to the departure and landing time of the flight to be transferred, the departure and landing time of the flight to be transferred and the station passing time of the board transfer ground, performing board transfer configuration available length early warning on the order demand of the board to be transferred on the board transfer ground by using the early warning model, comparing the early warning time with a preset early warning threshold value, and displaying a comparison result.
It should be understood that the modules depicted in the system 70 correspond to various steps in the method described in FIGS. 1-6. Thus, the operations and features described above for the method are equally applicable to the system and the modules included therein, and are not described in detail here. The system can be implemented in a browser or other security applications of the electronic device in advance, and can also be loaded into the browser or other security applications of the electronic device by downloading and the like. The corresponding modules in the system can cooperate with the modules in the electronic device to implement the solution of the embodiment of the present application.
The embodiment of the application can be realized by a computer system of a terminal device or a server. The processes described in fig. 1-6 may be implemented as computer software programs, according to embodiments of the present disclosure. For example, embodiments of the present disclosure include a computer program product comprising a computer program tangibly embodied on a machine-readable medium, the computer program comprising program code for performing the method of fig. 1-6. In such embodiments, the computer program may be downloaded and installed over a network through the communications portion of the computer system, and/or installed from a removable media. The removable medium, which may be, for example, a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, or the like, is mounted as necessary on a drive of the computer system so that the computer program read out therefrom is mounted as necessary in a storage section of the computer system.
The flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems that perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
The units or modules described in the embodiments of the present application may be implemented by software or hardware. The described units or modules may also be provided in a processor. Wherein the designation of a unit or module does not in some way constitute a limitation of the unit or module itself.
As another aspect, the present application also provides a computer-readable storage medium, which may be the computer-readable storage medium included in the foregoing device in the foregoing embodiment; or it may be a separate computer readable storage medium not incorporated into the device. The computer readable storage medium stores one or more programs for use by one or more processors in performing the methods described herein.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, many modifications and adaptations can be made without departing from the principle of the present invention, and such modifications and adaptations should also be considered as the scope of the present invention.
Claims (10)
1. A full cargo aircraft linkage transfer board early warning and decision-making method is characterized by comprising the following steps:
establishing an optimal path method solving model according to characteristic data, path constraint conditions and capacity constraint conditions of all board boxes and flights of the existing full cargo aircraft, and solving the demand of the order of the board to be transferred by using the optimal path method solving model to obtain an optimal dynamic board transferring path solution set;
according to the feature data of the flow direction of the transfer board and the constraint conditions of the transfer board path library, a space network model is established, the demand of an order to be transferred of the transfer board is calculated by utilizing the space network model, a transfer board link transport path set is obtained, and the feature data of the flow direction of the transfer board comprises: the number of the plate boxes, the flight number, the log date of the flight number, the take-off time of the flight number, the landing time of the flight number, each airport and the station passing time of each airport;
generating a full cargo aircraft dynamic transfer plate decision scheme set according to the optimal dynamic transfer plate path solution set and the transfer plate link transportation path set;
wherein, the characteristic data of all board boxes and flights of the existing full cargo aircraft comprise:
the method comprises the steps of a crate model, a starting place set, a destination set, a goods collection time set, a flight set, a number set of goods to be loaded on a board to be transferred, a corresponding flight available capacity set, a loaded goods number set, an available local path set, a corresponding local path transfer place front-segment flight on the board to be transferred, and a corresponding local path transfer place back-segment flight on the board to be transferred.
2. The method of claim 1, wherein solving the order requirements for the transfer board using the optimal path method solution model to obtain an optimal dynamic transfer board path solution set further comprises:
inputting the order requirement of the board to be transferred, the preset service rule and the transport capacity resource into the optimal path method solution model;
utilizing the optimal path method to solve a model to package orders, package resources and analyze business rules;
and acquiring an optimal dynamic transfer board path solution set according to the current real-time cabin booking and historical shipping data.
3. The method of claim 1, wherein the flipper path library constraints comprise:
1) The origin airport to be transferred into the flight number is consistent with the transfer plate airport to be transferred out of the flight number where the plate box to be transferred is located in the order requirement of the plate to be transferred, or is a substitute airport of the transfer plate airport;
2) The predicted landing time of the plate box to be transferred at the plate airport and the station passing time of the plate airport are less than the predicted take-off time of the to-be-transferred flight number;
3) The type of the plate box to be transferred is matched with the type of the plate box which can be carried by the flight number to be transferred;
4) The destination airport of the last flight number to be transferred is consistent with the destination airport of the plate box to be transferred, or is a substitute airport of the destination airport of the plate box to be transferred;
5) The log date of the flight number to be transferred is the same as the log date of the flight number of the plate box to be transferred.
4. The method of claim 3, wherein the flipper path library constraints further comprise:
6) The number of the flights to be transferred is less than or equal to 3.
5. The method of claim 1, wherein prior to building the optimal path method solution model, the method further comprises:
establishing an early warning model according to the departure and landing time of the flight to be transferred, the departure and landing time of the flight to be transferred and a preset early warning threshold value, utilizing the early warning model to perform early warning on available time length configured by transferring the order demands of the board to be transferred on the board transferring place, comparing the early warning time length with the early warning threshold value, and displaying a comparison result.
6. The method of claim 5, wherein the pre-warning of the available time duration for the configuration of the order needs of the board to be diverted at the board transfer location using the pre-warning model further comprises:
and acquiring the difference value of the expected landing time of the flight to be transferred in the transfer board and the expected takeoff time of the flight to be transferred in the transfer board, and taking the difference value as the early warning duration.
7. The method of claim 5, wherein comparing the warning duration with a preset warning threshold and displaying the comparison further comprises:
a) When the flights to be transferred out take off during early warning and the early warning duration is less than or equal to a first early warning threshold value, displaying a first-level early warning;
b) When the flight to be transferred out takes off during early warning, the first early warning threshold value is smaller than the early warning duration, and the early warning duration is smaller than or equal to the second early warning threshold value, displaying a second-level early warning;
c) When the flight to be transferred does not take off during early warning and the early warning duration is less than or equal to a third early warning threshold value, displaying a third-level early warning;
d) And when the flight to be transferred does not take off during early warning, the third early warning threshold value is smaller than the early warning duration, and the early warning duration is smaller than or equal to the fourth early warning threshold value, displaying fourth-level early warning.
8. The method of claim 1, wherein the method further comprises:
and displaying the flow direction and abnormal conditions of the transfer plate of the full cargo aircraft dynamic transfer plate decision scheme set through a map mode.
9. The utility model provides a full cargo aircraft antithetical couplet journey changes board early warning and decision-making system which characterized in that includes:
the optimal dynamic transfer board path solution set acquisition module is used for establishing an optimal path method solution model according to characteristic data, path constraint conditions and capacity constraint conditions of all boxes and flights of the existing full cargo aircraft, and solving the demand of an order of a transfer board by using the optimal path method solution model to acquire an optimal dynamic transfer board path solution set;
the transfer board link transport path set acquisition module is used for establishing a space network model according to the feature data of the flow direction of the transfer board and the constraint conditions of the transfer board path library, calculating the order requirement of the transfer board by using the space network model, and acquiring a transfer board link transport path set, wherein the feature data of the flow direction of the transfer board comprises: the number of the plate boxes, the flight number, the log date of the flight number, the take-off time of the flight number, the landing time of the flight number, each airport and the station passing time of each airport;
the full cargo aircraft dynamic transfer plate decision scheme set generating module is used for generating a full cargo aircraft dynamic transfer plate decision scheme set according to the optimal dynamic transfer plate path solution set and the transfer plate linkage transportation path set;
wherein, the characteristic data of all board boxes and flights of the existing full cargo aircraft comprise:
the method comprises the steps of a crate model, a starting place set, a destination set, a goods collection time set, a flight set, a number set of goods to be loaded on a board to be transferred, a corresponding flight available capacity set, a loaded goods number set, an available local path set, a corresponding local path transfer place front-segment flight on the board to be transferred, and a corresponding local path transfer place back-segment flight on the board to be transferred.
10. The system of claim 9, wherein the system further comprises:
the early warning module is used for establishing an early warning model according to the departure and landing time of the flight to be transferred, the departure and landing time of the flight to be transferred and a preset early warning threshold value, utilizing the early warning model to carry out early warning on available time length configured by transferring the order demands of the plates to be transferred on the transferring place, comparing the early warning time length with the early warning threshold value and displaying a comparison result.
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