WO2018196700A1 - Système et procédé d'attribution de vol basés sur un mécanisme candidat - Google Patents

Système et procédé d'attribution de vol basés sur un mécanisme candidat Download PDF

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Publication number
WO2018196700A1
WO2018196700A1 PCT/CN2018/083998 CN2018083998W WO2018196700A1 WO 2018196700 A1 WO2018196700 A1 WO 2018196700A1 CN 2018083998 W CN2018083998 W CN 2018083998W WO 2018196700 A1 WO2018196700 A1 WO 2018196700A1
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flight
time
candidate
flights
waiting
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PCT/CN2018/083998
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English (en)
Chinese (zh)
Inventor
李克军
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温州云航信息科技有限公司
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Publication of WO2018196700A1 publication Critical patent/WO2018196700A1/fr

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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/003—Flight plan management
    • G08G5/0039—Modification of a flight plan
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0043—Traffic management of multiple aircrafts from the ground

Definitions

  • the invention relates to the field of civil aviation transportation, in particular to the field of civil aviation transportation collaborative decision making.
  • the CDM system (Collaborative Decision Making) is mainly used to realize the allocation and management of various flight times (takeoff time and other related moments).
  • the CDM system (collaborative decision making, full name Collaborative Decision Making) is a multi-agent joint collaborative operation concept based on resource sharing and information interaction.
  • the CDM system is applied in civil aviation, which is to establish a set of unified and efficient work processes between the various protection units (air traffic control, airports, companies, etc.) that guarantee the operation of civil aviation.
  • calculating flight time is a specific term.
  • English is Calculate Flight Time, referred to as CFT, which refers to the calculation and allocation of various flight times by the CDM system.
  • CFT Calculate Flight Time
  • “Calculate Take Off Time” (Calculate Take Off Time), “Calculate Off Break Time” (COBT), etc.
  • “Departure Time” can be understood as the flight ready time.
  • the participants in the traffic operation input the relevant information of each flight on the collaborative decision-making platform, and then the collaborative decision-making system cooperates with each participant to determine the CFT of each flight, and announces each of the above CFTs to the parties involved in the traffic operation. After that, each participant will guarantee the various flights according to the CFT issued by the above collaborative decision-making system, so as to achieve orderly operation of traffic.
  • the CDM system mainly determines the CFT of each flight according to the following steps.
  • the CDM system collects the flow control release interval requirements issued by each air traffic control unit.
  • the flight separation interval requires multiple modes, such as limiting the flight interval on a certain route to be not less than the set distance, limiting the flight interval on a certain route to be not less than the set time, and limiting the flight interval from a certain departure airport to a certain route to be no less than the set interval. Set the distance and so on.
  • the flight interval requirements are determined by each air traffic control unit based on individual flow control elements.
  • the flow control elements have various factors such as traffic flow, weather, military activities, and the like.
  • the CDM system collects information about each flight input by each participant in the traffic operation, and sorts each flight.
  • the flight related information includes the flight plan withdrawal time, the flight scheduled withdrawal time, the flight target withdrawal time, and the estimated flight landing time.
  • the CFT of each flight is calculated based on the sorting information of each flight and the time of the withdrawal (plan/expect/target withdrawal time), combined with the flow control release interval requirement.
  • an airport such as Tang'an Airport
  • N flights in a certain direction (south direction) on a certain day, followed by flight A, flight B, flight C, flight D, flight E, flight F, flight G, flight H, flight I, flight J.
  • the scheduled departure times of these flights are a, b, c, d, e, f, g, h, i, j.
  • Flight C is scheduled to take off at c:10:20;
  • the conventional CDM system calculates the CFT for each flight in the following steps.
  • the flight queuing sequence is flight A, flight B, flight C, flight D, flight E, flight F, flight G, flight H, flight I, and flight J.
  • the CFT of each flight can be obtained.
  • Flight A calculates the departure time of 10:00; flight A calculates the withdrawal time of 09:50;
  • Flight B calculates the departure time 10:20; flight B calculates the departure time 10:10;
  • Flight C calculates the departure time 10:40; flight C calculates the departure time 10:30;
  • Flight D calculates the departure time 11:00; flight D calculates the withdrawal time 10:50;
  • Flight E calculates the departure time 11:20; flight E calculates the departure time 11:10;
  • Flight F calculates the departure time 11:40; flight F calculates the withdrawal time 11:30;
  • Flight G calculates the departure time 12:00; flight G calculates the withdrawal time 11:50;
  • Flight H calculates the departure time 12:20; flight H calculates the departure time 12:10;
  • Flight I calculates the departure time at 12:40; flight I calculates the departure time at 12:30;
  • Flight J calculates the departure time at 13:00; flight J calculates the departure time at 12:50.
  • the invention aims to solve the problem that the existing flight time allocation mode is relatively mechanical, the flight time and the guarantee resources cannot be fully utilized, and the coordination and coordination efficiency between the multiple airport flights cannot be inefficient.
  • the present invention provides a flight allocation system based on an alternate mechanism, including a processor and a memory, the memory storing machine readable instructions, the processor for executing the instructions to perform the following steps: S1. Select a specified number of flights to enter the waiting waiting pool as a candidate flight; S2. When the flight in the queuing queue misses a given flight time, select the alternate flight to use the given flight time of the flight that missed the given flight time.
  • the flights in each of the queuing queues and the alternate flights have coincident route portions.
  • step S2 the candidate flight is selected to use the missed given flight time based on the time at which the flight arrived at a certain waypoint on the coincident route portion.
  • the step S1 comprises: predicting a probability that a flight in a queuing queue misses a given flight time; and selecting a flight to enter the candidate waiting pool according to the predicted probability.
  • the step S1 includes: analyzing, by analyzing, a specific time period for vacating the flight time, and a specific quantity to be vacated in each time period.
  • the step S1.2 includes: when the probability of a delay from a flight from one or more airports is greater than a specific value, adding another portion having a coincident route portion in the candidate waiting pool The airport's flight is an alternate flight.
  • the candidate flights in the candidate waiting pool are from the flights in the queuing queue.
  • the instructions further execute: S3. Assigning the original given flight time of the selected alternate flight to the flight in the original queued queue that missed the given flight time.
  • the flight in the queuing queue is determined according to at least one of a flow control type, a flow control degree, and historical operation data.
  • the candidate flight is implemented as a flight that is subject to a flow control restriction time longer than a flow control restriction time of a flight in the other queued queue.
  • the step S2 further includes: determining whether the flight time of the candidate flight satisfies a candidate condition, the candidate condition is that the candidate flight is expected to execute the flight time earlier than the missed flight. Flight time.
  • the candidate flight in the candidate waiting pool is selected according to at least one of the nature of the task, the flight planning time, the flight ready time, the flight waiting time, the model, and the route distance.
  • the given flight time of the flight in the queue for the flight time is selected according to at least one of the nature of the task, the flight planning time, the flight ready time, the flight waiting time, the model, and the route distance.
  • the invention also provides a flight allocation method based on the alternate mechanism, comprising the following steps: S1. selecting a specified number of flights to enter the waiting waiting pool as a candidate flight; S2. when the flight in the queuing queue misses a given flight time, selecting The alternate flight uses the given flight time of the flight that missed the given flight time.
  • the flight allocation system and method based on the alternate mechanism proposed by the present invention can realize fast, efficient and flexible distribution of flights.
  • the preferred mode of the present invention enables distribution and knowledge of flight information in a global context (cross-regulatory areas, across airports, cross-airways) and facilitates flight time allocation across a global scale.
  • the present invention can improve the efficiency of use of global flight times and ensure efficient and orderly operation of global flights.
  • FIG. 1 is a schematic diagram of a connection architecture of a flight time allocation system according to an embodiment of the present invention.
  • FIG. 2 is a schematic diagram of a connection architecture of a flight time allocation system according to another embodiment of the present invention.
  • FIG. 3 is a flow chart showing the information obtained by the flight time allocation system of the present invention.
  • 4A and 4B show a specific example of the first embodiment of the present invention.
  • Fig. 4C shows another example of the first embodiment of the present invention.
  • Figures 5, 6 and 7 exemplarily show the architecture of the flight time allocation system and the specific aeronautical management system at this time.
  • 8A and 8B show an example of flight allocation of the second embodiment of the present invention.
  • FIG. 1 is a schematic diagram of a connection architecture of a flight time allocation system according to an embodiment of the present invention. As shown in Figure 1, the flight time allocation system is independent of the existing air operations system and interacts with the air operations system.
  • the "aviation operating system” in the present invention refers to any management system that participates in aviation operations and is capable of obtaining a plurality of flight information.
  • it can be an airport management system, a flight management system of an airport, a flight management system of an airline, or even a joint flight management system shared by multiple airports and multiple airlines.
  • An “air carrier system” can also be a collective term for a number of systems with different functions.
  • the present invention is not limited to what type of aeronautical operating system is applied, and the system and method of the present invention can access and achieve efficient flight time allocation as long as the flight and flight related information can be obtained.
  • FIG. 1 two of a plurality of flights capable of interacting with an air transportation system, namely, flight A and flight B, are exemplarily shown.
  • the flight time allocation system acquires information on each flight through interaction with the air operations system.
  • FIG. 2 is a schematic diagram of a connection architecture of a flight time allocation system according to another embodiment of the present invention.
  • the flight schedule system can be embedded in the aeronautical operating system. It is also believed that the flight time allocation system acts as a subsystem of the air operations system.
  • the flight time allocation system can directly interact with each flight information, or can interact with each flight through other subsystems of the air operations system.
  • the air operations system may also include a flight management system or an airport management system.
  • the flight management system is used to manage flight information for each flight in real time
  • the airport management system is used to manage operational information for a particular airport.
  • the flight time allocation system can directly exchange information with each flight through the general interface of the air operation system, or can exchange information with each flight via the flight management system or the airport management system.
  • Flight time allocation system may first send an information acquisition request to the flight operation system or each flight, and then the flight operation system or each flight sends corresponding information to the flight time allocation system. It is also possible that the flight operating system actively transmits the information to the flight time allocation system in accordance with a predetermined manner.
  • the information obtained by the flight time allocation system consists of two parts, one is Flight Information (FI), which can be obtained from the flight operation system or directly from each flight. Flight information refers to the real-time status information of the flight, such as the flight departure and departure airport, departure time, landing time, on-time, delay time, and so on.
  • FI Flight Information
  • Flight Environmental Information which is generally obtained from the flight operation system, and some can also be obtained from the flight itself, including the natural environment in which the flight operates, such as weather, wind speed, temperature, etc., including flight Control information, such as traffic information of flight landing and landing airports, flight control information, etc.
  • FEI Flight Environmental Information
  • Obtaining flight information and flight environment information is a prerequisite for the flight time allocation system to perform flight time allocation operations.
  • the flight time allocation system of the present invention can be implemented by any device or device having data processing capabilities.
  • the data processing capability device includes a processor and a memory, and the memory stores machine readable instructions.
  • the processor is then operative to execute the instructions to perform the step of flight time allocation.
  • the specific allocation steps of the present invention are as follows:
  • Step S1 selecting a specified number of alternate flights to enter the waiting waiting pool
  • Step S2 When the candidate waiting for the flight misses the given flight time, the candidate flight in the candidate waiting pool is selected to use the given flight time of the candidate waiting flight that missed the given flight time.
  • the "missing" includes a plurality of situations including missed flight times, such as flight cancellation, unavailable time at the moment, and the like.
  • the flight allocation system based on the alternate mechanism of the present invention is integrated in the CDM system.
  • the flight allocation system and method based on the alternate mechanism of the present invention can be implemented by the following steps:
  • flow control degree determines the number of flights entering the waiting waiting pool.
  • the set rule/algorithm it is selected to determine the specified number of flights to enter the waiting pool.
  • the rules/algorithms may be randomly selected or selected according to a certain standard, and a specified number of flights are selected from the registration queue according to certain criteria.
  • the flight entering the waiting waiting pool is preferably a queued waiting queue with a later ranking, and the flow control restricts the longer flight.
  • the flights selected to enter the candidate waiting pool queue are still scheduled in the queuing queue, and the flight CFT is assigned by the CDM system according to the queuing queue order.
  • the alternate flight is selected to use the given flight time of the flight that missed the given flight time.
  • the setting rule/algorithm may be comprehensively analyzed and calculated according to each weight according to the following factors, and the flight whose maximum weight is selected is selected. The factors include the nature of the mission flight schedule, the flight ready moment, the flight waiting moment, the model, the route distance, and the like.
  • the above-mentioned judging candidate waits for the flight in the pool to perform (takeoff) according to the CFT missed by other flights (especially, "calculating the takeoff time”).
  • the method may be as follows: that is, according to each data obtained by tracking the candidate waiting pool flight preparation situation, it is determined that each flight has at least one “expected execution departure time” according to the current preparation situation.
  • “expected execution takeoff time” - “calculated takeoff time” is greater than or equal to the set value. (For example, 10 minutes), it is judged that it can perform (takeoff) according to the CFT missed by other flights (especially "calculating the departure time”).
  • the pre-swipe queue flights are arranged to enter the queuing queue.
  • the time at which the flight at a given time cannot be met can be directly used for arranging the alternate flight.
  • the flow control is reduced, the flight time is advanced, the previous flight in the queue misses the given time
  • Unable to meet the advance factor This means that no flight is available at some point in the queue, and the scheduled queue queue flight uses this time.
  • the CFT of the alternate flight will be vacated. This time is given to a flight in the queued sequence according to a set rule/algorithm.
  • the setting rule/algorithm may be to directly direct the CFT to a flight that misses a given CFT. Or analysis in the queue, after the above missed CFT flight (herein referred to as flight M), whether there are other flights (here recorded as flights N, O, P alone) will also miss their calculation time (and This time is earlier than [Calculate Flight Time] on the alternate flight (herein K).
  • the time of flight K is assigned to the last flight in the above queue (eg flight O).
  • FIGS. 4A and 4B show a specific example of the first embodiment of the present invention.
  • a certain direction for example, Tang An Airport
  • Flight E Flight F, Flight G, Flight H, Flight I, Flight J.
  • the scheduled departure times of these flights are a, b, c, d, e, f, g, h, i, j.
  • Flight C is scheduled to take off at c:10:20;
  • the flight waiting waiting mechanism is started, and the candidate mechanism is implemented through the following steps.
  • flow control type flow control degree
  • historical operation data according to the probability calculation, it is concluded that two aircraft are arranged to enter the waiting waiting pool. According to this step, it is determined that two flights are selected to wait for waiting.
  • flight G and flight I are selected.
  • the dotted line frame shown in Figure 4A is the alternate flight.
  • the flight unit is notified of the message. Arrange for these two flights to prepare for departure before departure (previously at 11:50 for the flight G calculation and 12:30 for the flight I calculation). It should be noted that when the flight enters the waiting waiting pool, the original time in the queue can still be retained. When the waiting waiting pool flight is used for the queue, the waiting waiting pool flight time can be allocated to other units.
  • the flight may be selected to enter the candidate waiting pool by predicting the probability that the flight in the queuing queue misses a given flight time.
  • Missed flight times mainly in the following categories: 1. Missed flight times (due to poor support); 2. Missed flight times (flight reasons) 3. Flights cannot catch up with advance time (flow The control is reduced and the flight time is advanced. 4. The flight time is vacated (flight cancellation/merger) 5. The flight time is changed (the flight adjustment time plan causes the time to change)
  • the above factors are analyzed and processed.
  • the first aspect flow control reduces related information
  • the information related to the flow control is collected and analyzed, and the real-time factor information or the predicted information or the historical information is analyzed to obtain the probability that the flow control is reduced due to various factors and the degree of possible reduction. Then calculate the time when each flight may arrive ahead of time.
  • the flow control related factor information includes:
  • Weather information (dangerous weather in the airspace, bad weather forecast information in the airport area, real-time information, can be obtained according to the above-mentioned location analysis of dangerous weather and bad weather);
  • Auxiliary equipment information available status of navigation equipment, lighting equipment, monitoring equipment, etc., and estimated or actual available time if unavailable
  • Airport hardware information (such as normal availability of the runway, and if not available, expected or actual available time);
  • Regulatory capability information (sector number setting, seat setting (sector can be understood as an open service window));
  • the second aspect the flight can't catch up with the information of the advance time
  • Flight time is vacated (flight cancellation/merger)
  • Flight time change (the flight adjustment time plan results in a change of time)
  • the flight is in an abnormal state (such as the pre-order flight due to mechanical failure)
  • the present invention preferably analyzes the appropriate flight according to the setting rule according to the setting rule, and arranges the appropriate flight into the waiting waiting pool.
  • the principle of selecting a suitable flight can be one or more of the following:
  • f w (b w , t w1 – t w2 ) the value of the flight time advance (the value of the reduced consumption)
  • f w (b w , t w1 – t w2 ) f w (b w , t w1 )-f w ( b w ,t w2 )
  • t e is the waiting time (or waiting time for the start of the guarantee start calculation)
  • Te t a2 -t alter
  • the specific analysis and processing method is:
  • the "estimated time point at which the missed time is expected to occur” is obtained.
  • Flight support consists of multiple tasks, each of which can be guaranteed in order or in parallel depending on the type of content. According to the real-time progress of the flight, you can know which guarantee tasks have been started.
  • the time point is prepared at the earliest”. And the "early time point at which the missed time is expected” is compared and analyzed by the two according to the set rules (may be "the earliest ready time point when the flight starts to be guaranteed” is less than the "the earliest time point at which the missed time is expected") It is concluded whether a flight can achieve a large success rate to fill the gap.
  • the value of the flight waiting for waiting is f e (b e , t e ).
  • the above function is a function based on the analysis of the actual operating value. (Depending on the model of each airport in the company, the f e function of each flight will be The difference is b ) is the waiting waiting value coefficient (determined according to each, the nature of the task, the number of passengers, the number of goods, etc.), and t e is the candidate waiting time (the t e may also be, starting from the waiting waiting process)
  • the flight selection wait wait the probability of being scheduled to wait is P w
  • the value of the time advance is f w (b w , t w1 – t w2 ).
  • the Pw may be determined according to the number of scheduled flights and the expected number of vacated times, and other relevant factors (such as flight importance weights, flights).
  • the waiting wait value be V e
  • the V e can be calculated as f w (b w , t a1 -t a2 )*P w -f e (b e , t a2- t alter ) when the V e value is greater than the specified value At the time, it is recorded that the flight has a larger waiting waiting value.
  • the missed flight (Missed filght) to the original given time t m1, (here it can be assumed that there is a missed flight in a certain time tm1).
  • the given time is set to t m2 to select the flight entering the waiting waiting pool.
  • the time is t a1
  • the tm2 is the time calculated by the flight management system after the missed time, and is generally the time when the first one of the queues corresponding to the running direction of the flight is not scheduled to be used.
  • the ratio is greater than a specified value, which can be set by the user or set according to relevant rules
  • the candidate flight value weight is Wt a missed flight value weight Wt m , and the weights of the two are set by the user or according to relevant rules.
  • the comprehensive value is Value1*Wt a +Value2*Wt m , and the optimal value of the comprehensive value can be solved according to the mathematical method, and the expected result can be obtained.
  • flight C crew informs that flight C cannot be prepared at 10:30 at flight C due to passenger reasons.
  • flight G crew report it is known that the flight G crew is ready to leave the port and can leave the port at any time. Therefore, flight G is scheduled to enter the pre-deployment queue.
  • the flight G After the flight G enters the pre-deblock queue, the flight G is scheduled to use the 10:40 departure time of the flight C to perform the corresponding operations (starting, taxiing, entering the runway, taking off).
  • the present invention is not limited thereto, and the original given flight time of the candidate flight G may be allocated to other flights.
  • Fig. 4C shows another example of the first embodiment of the present invention.
  • Steps S1.1 and S1.2 are the same as those described above and will not be described here.
  • the CDM derives a new CFT:
  • Flight A update calculates the departure time 10:00; flight A updates the calculated withdrawal time 09:50;
  • Flight B update calculates the departure time 10:15; flight B updates calculate the withdrawal time 10:05;
  • Flight C update calculates the departure time 10:30; flight C updates the calculated withdrawal time 10:20;
  • Flight D update calculates the departure time 10:45; flight D updates the calculation of the withdrawal time 10:35;
  • Flight E update calculates the departure time 11:00; flight E updates calculate the withdrawal time 10:50;
  • Flight F update calculates the departure time 11:15; flight F update calculates the withdrawal time 11:00;
  • Flight G update calculates the departure time 11:30; flight G update calculates the withdrawal time 11:15;
  • Flight H update calculates the departure time 11:45; flight H update calculates the withdrawal time 11:30;
  • Flight I update calculates the departure time 12:00; flight I updates the calculation of the withdrawal time 11:45;
  • Flight J update calculates the departure time 12:15; flight J updates the calculation of the withdrawal time 12:00.
  • the principle of selecting a suitable flight may be one or more of the following:
  • the selected flight status and security resources can ensure that it can fill the gap at a high success rate.
  • the selected flight is filled to fill the vacancy, the value of the selected flight
  • the system selects multiple flights including missed flights based on the real-time flight conditions or the operator confirms whether the subsequent flights can be advanced.
  • each flight X 0 , X 1 , X 2 ..., X n alternate flight is X r
  • X 0 refers to the missed flight.
  • X 1 in turn represents each flight following the missed flight
  • the original flight time t 0 , t 1 , t 2 ..., t n alternate flight time is t r
  • the value coefficient of each flight is b 1 , b 2 ... b 3
  • the value coefficient is analyzed and judged according to various factors such as the nature of each flight mission, the type of aircraft, and the number of passengers.
  • the advance weight of each flight is g 1 , g 2 ....g n
  • the flight value of each flight in the queue is reduced in advance.
  • the t n is the original time of each flight of the queued queue
  • t alter is a time associated with t 0 or t n , which may be t 0 or t n minus the corresponding value according to a set rule.
  • the specific t 0 or t n can be set according to actual needs.
  • the waiting analysis pool number analysis processing method can be calculated in multiple ways. There are several ways to refer to the following:
  • the "alternative flight-empty-time flight product parameter" may be based on the flow control reduction probability, the current flow control degree, the current flow control property, the guarantee resource guarantee capability, the guarantee resource guarantee loss probability, the flight queue advance guarantee probability, etc. One or more of the various factors are comprehensively analyzed and calculated, and the "waiting pool number of flights waiting for the flight number of the flight number at the time of flight" is obtained.
  • Number of base waiting waiting pools Calculated number of flights at the time of vacancy* [waiting number of waiting pools - calculating the number of flights at the time of flight]
  • Entering alternate waiting pool flights can schedule moments in several ways:
  • the system After entering the waiting waiting pool, the system tracks the progress of each flight in the queue. When a missed flight is expected on a flight, the corresponding flight in the queue is prepared.
  • the time period of the estimated vacancy time has been obtained according to the system analysis, and the information is prepared according to the information of the time period.
  • the flight G After the flight G enters the pre-deblock queue, the flight G is scheduled to use the 10:50 takeoff time of the flight E to perform the corresponding operations (starting, taxiing, entering the runway, taking off).
  • the flight G uses the departure time of 10:50 of the flight E, it can be seen that the update calculation of the flight G is vacated at 11:30. In this case, the 11:30 takeoff time is assigned to flight E. To avoid the flight E being assigned to the queue last due to missed moments. (ie after 12:15).
  • the present invention is not limited thereto, and the original given flight time of the candidate flight G may be allocated to other flights.
  • the flight allocation system based on the alternate mechanism of the present invention is integrated in the CDM system.
  • the flight allocation system of this embodiment can perform flight allocation in a global scope, which refers to: cross-regulated area, cross-airport, cross-airline.
  • Figures 5, 6 and 7 exemplarily show the architecture of the flight time allocation system and the specific aeronautical management system at this time.
  • the aeronautical management system consists of a flight management system, a local acoustic operating system, and a foreign airport operating system.
  • the flight management system functions as a central system, which can interact with the local airport management system and the foreign airport operation system, and interact with each flight, thereby enabling the flight management system to obtain flight information and flight environment of each flight.
  • Information, flight time allocation system can directly obtain various information from the flight management system.
  • Fig. 6 similar to the manner of Fig. 5, the flight time allocation system, as a subsystem of the flight management system, directly obtains other systems or interfaces of the flight management system to obtain flight information and flight environment information of each flight.
  • Figure 7 it is also similar to the approach of Figure 5, but the flight time allocation system only interacts with the local airport operations system. Obviously, in this way, the flight time allocation system needs to obtain the flight information and flight environment information of each flight obtained by the flight management system through the local airport operation system.
  • FIG. 8A and 8B show an example of flight allocation of the second embodiment of the present invention.
  • FIG. 8A there are a plurality of flights in a certain direction (south direction) at a certain time on a certain day of the airport, and there are also multiple destination airports.
  • the CDM system allocates the flight times of each flight. The first airport is waiting for departure flights B, D, H, J, the second airport is waiting for departure flights A and C, the third airport is waiting for departure flight G, and the fourth airport is waiting for departure flights E, F, I.
  • the planned departure times for Flight A, Flight B, Flight C, Flight D, Flight E, Flight F, Flight G, Flight H, Flight I, and Flight J are a, b, c, d, e, f, g, h, respectively. , i, j. As shown, at least some of the flights on all flights are coincident with other flights.
  • the "coincidence" of the route includes two cases of route coincidence and airport coincidence. It can be seen that the first embodiment is a specific way of overlapping routes.
  • the flight allocation system of the present invention indicates the candidate mechanism: select a specified number of flights to enter the alternate Waiting for the pool as a candidate flight; then selecting the candidate flight to use the missed given flight time based on the waypoints of the flights on the coincident route portion.
  • the "given flight time” is the calculation of the flight time CFT in this embodiment, which includes “calculation ready time”, “calculation takeoff time”, “calculation waypoint time” and the like.
  • the main use is "calculating the waypoint time", that is, the time of passing the waypoint.
  • flow control type flow control degree
  • historical operation data according to the probability calculation, it is concluded that two aircraft are arranged to enter the waiting waiting pool. According to this step, it is determined that two flights are selected to wait for waiting.
  • two flights of the queued queue are selected to enter the waiting waiting pool, that is, the flight G of the third airport and the flight I of the fourth airport are selected.
  • the probability of a flight in a queued queue missing a given flight time is predicted, and the flight is selected to enter the candidate waiting pool based on the predicted probability.
  • the dotted line frame shown in Figure 8A is the alternate flight. The flight unit is notified of the message. Arrange for these two flights to prepare for departure before departure. It should be noted that when the flight enters the waiting waiting pool, the original time in the queue can still be retained. When the waiting waiting pool flight is used for the queue, the waiting waiting pool flight time can be allocated to other units.
  • a flight of another airport having a coincident route portion is added as a candidate flight in the candidate waiting pool.
  • the time at which the flight arrives at the waypoint M on the coincident route portion is first calculated.
  • the flight arriving at the waypoint M is flight A, flight B, flight C, flight D, flight E, flight F, flight G, flight H, flight I, flight J.
  • the time to reach the waypoint M is time a', time b', time c', time d', time e', time f', time g', time h', time i', time j'.
  • Flight C crew informed that Flight C was not ready for Flight C calculations due to passenger reasons.
  • flight G crew report it is known that the flight G crew is ready to leave the port and can leave the port at any time. Therefore, flight G is scheduled to enter the pre-deployment queue.
  • the arrival time M of the flight G can be assigned to the flight C to prevent the flight C from being assigned to the queue due to the missed time.
  • the present invention is not limited thereto, and it is also possible to assign the time of arrival of the candidate flight G to the other flight.
  • Step S1 of the present invention will increase the flights taken by other airports (first, third, and fourth airports) into the waiting pool, so that the route resources are wasted.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)
  • Financial Or Insurance-Related Operations Such As Payment And Settlement (AREA)

Abstract

La présente invention concerne un système d'attribution d'heure de vol et un procédé correspondant. Le procédé comprend les étapes suivantes consistant : S1. à sélectionner un nombre spécifié de vols pour entrer dans un groupe d'attente candidat et servir de vols candidats ; et S2. à sélectionner, lorsque le vol dans une file d'attente rate une heure de vol donné, un vol candidat pour utiliser l'heure de vol donnée du vol qui rate l'heure de vol donnée. Pour l'attribution globale de vols, les vols dans chaque file d'attente et les vols candidats ont une partie d'itinéraire coïncidente, et un vol candidat est sélectionné pour utiliser l'heure de vol donnée ratée en fonction du moment où le vol arrive à un certain point de vol sur la partie d'itinéraire coïncidente La présente invention peut mettre en œuvre une attribution rapide et efficace d'heure de vol d'ampleur mondiale.
PCT/CN2018/083998 2017-04-23 2018-04-22 Système et procédé d'attribution de vol basés sur un mécanisme candidat WO2018196700A1 (fr)

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