WO2022111681A1 - 一种配载控制方法、装置和存储介质 - Google Patents

一种配载控制方法、装置和存储介质 Download PDF

Info

Publication number
WO2022111681A1
WO2022111681A1 PCT/CN2021/133930 CN2021133930W WO2022111681A1 WO 2022111681 A1 WO2022111681 A1 WO 2022111681A1 CN 2021133930 W CN2021133930 W CN 2021133930W WO 2022111681 A1 WO2022111681 A1 WO 2022111681A1
Authority
WO
WIPO (PCT)
Prior art keywords
stowage
data
usas
target data
target
Prior art date
Application number
PCT/CN2021/133930
Other languages
English (en)
French (fr)
Inventor
李文孝
Original Assignee
中国民航信息网络股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 中国民航信息网络股份有限公司 filed Critical 中国民航信息网络股份有限公司
Publication of WO2022111681A1 publication Critical patent/WO2022111681A1/zh

Links

Images

Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • G06Q10/0639—Performance analysis of employees; Performance analysis of enterprise or organisation operations
    • G06Q10/06393—Score-carding, benchmarking or key performance indicator [KPI] analysis
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F16/00—Information retrieval; Database structures therefor; File system structures therefor
    • G06F16/20—Information retrieval; Database structures therefor; File system structures therefor of structured data, e.g. relational data
    • G06F16/27—Replication, distribution or synchronisation of data between databases or within a distributed database system; Distributed database system architectures therefor
    • G06Q50/40—

Definitions

  • the present invention relates to the technical field of data processing, in particular to a stowage control method, device and storage medium.
  • TravelSky's stowage system is mainly responsible for the matching calculation of aircraft load and balance. It is the key core system to ensure the safe take-off and landing of aircraft, and it is also an effective guarantee for airport operation efficiency.
  • the core calculation process of the old stowage system relies on the USAS system, and the stowage calculation results of the USAS system cannot be effectively verified, and the reliability is low.
  • embodiments of the present invention provide a stowage control method and device to achieve this.
  • a stowage control method, applied to an aircraft stowage system includes:
  • target data is preset data associated with stowage balance
  • the acquiring target stowage index items calculated by the stowage system and the USAS system based on the target data includes:
  • a stowage control device is applied to an aircraft stowage system, comprising:
  • the stowage full process module is used to obtain target data, the target data is preset data associated with stowage balance, and synchronously sends the target data to the stowage system and the USAS system;
  • the comparison module is used to compare the target stowage index items calculated by the stowage system and the USAS system, and determine whether there is a comparison item whose difference exceeds the set threshold value, if there is, output the first prompt message, if does not exist, carry out the checkout, and print the manifest.
  • the stowage system includes:
  • a static data module configured to acquire the target data, and update the static database of the stowage system based on the acquired static data when there is static data entered by a front-end user in the target data;
  • the LDP core calculation module is used for substituting the target data into a preset calculation formula, and calculating the target stowage index items required for aircraft stowage;
  • the static data in the target data is updated
  • the first security verification module is configured to verify the calculation result of the LDP.
  • the USAS system includes:
  • the USAS calculation module is used for the target stowage index item calculated based on the target data
  • the second security verification module is used to perform security verification on the calculation result of the USAS calculation module, and feed back the verification result to the stowage whole process module.
  • the target data includes but is not limited to:
  • Fuel quantity data, passenger data, cargo and mail data, crew performance data, flight status data and aircraft static data are fuel quantity data, passenger data, cargo and mail data, crew performance data, flight status data and aircraft static data.
  • the comparison module outputs the comparison of the target stowage index item calculated by the stowage system and the USAS system when it is determined that there is a comparison item whose difference exceeds the set threshold. list.
  • a storage medium stores a plurality of instructions, the instructions are suitable for a processor to load,
  • the above solution provided by the embodiment of the present invention, by comparing the stowage calculation results of the stowage system and the USAS system for consistency, only when the difference between the calculation results of the stowage system and the USAS system is set Only when the threshold is within the range, the manifest will be printed, which adds a layer of guarantee to the calculation of the aircraft's load and balance, and also improves the reliability and safety of the aircraft's flight.
  • FIG. 1 is a schematic flowchart of a stowage control method disclosed in an embodiment of the present application
  • FIG. 2 is a schematic flowchart of a stowage control device disclosed in an embodiment of the present application.
  • the term “including” and variations thereof are open-ended inclusions, ie, "including but not limited to”.
  • the term “based on” is “based at least in part on.”
  • the term “one embodiment” means “at least one embodiment”; the term “another embodiment” means “at least one additional embodiment”; the term “some embodiments” means “at least some embodiments”. Relevant definitions of other terms will be given in the description below.
  • LoadBalance In order to solve the problem that the core computing process of the old stowage system relies on the USAS system and the reliability is low, it is imperative to independently develop a full stowage system called LoadBalance.
  • the visualization-based loading system LoadBalance provided by this application not only greatly improves the user experience in terms of ease of operation and maintenance, but also can perform data transmission and calculation in real time, so that the calculation of loading balance can be completed with higher efficiency. .
  • the calculation accuracy of the loading system LoadBalance is directly related to whether the aircraft can take off and land safely, verifying the calculation accuracy of the loading system LoadBalance becomes the key to ensuring flight reliability and safety.
  • a synchronization verification module was added to the stowage system during the research and development process.
  • the synchronization verification module can synchronously transmit all data related to stowage balance (passenger, luggage, cargo, fuel, crew performance data, operation data, aircraft static data, etc.) back to the USAS system in real time. After synchronizing the data for calculation, the calculation results are fed back and compared with the calculation results of the loading system LoadBalance.
  • the module can issue an alarm in time and prompt the stowage operator, so that the stowage operator can make targeted adjustments according to different prompt contents, which not only makes the stowage operator work It is more relaxed and efficient, which greatly improves the operation efficiency of the airport, and further improves the safety and reliability of aircraft take-off and landing, providing a safety guarantee for the efficient operation of the airport.
  • the present application discloses a stowage control method and device.
  • the method may include:
  • Step S101 acquiring target data, where the target data is preset data associated with stowage balance;
  • target data needs to be acquired in advance, and the target data is preset data associated with stowage balance.
  • the target data includes but is not limited to fuel quantity data, passenger data, cargo and mail
  • the target data may include static data and dynamic data, the static data may refer to data that does not change frequently in the target data, and the dynamic data is data that changes frequently in the target data;
  • static data changes relatively little, usually static data such as specific aircraft or fleets can be implemented by importing, but occasionally there is an update or modification to the static data. In this way, the user can log in to the LGUI system and open the static data.
  • the data management module modifies the corresponding data and submits it to take effect.
  • the fuel quantity data in the target data is usually obtained in two ways. One way is to import it directly through the airline interface, and the other way is to input it manually by the user. Submit after checking.
  • the passenger data in the target data usually comes from the passenger check-in data of the departure system and the seat sales data of the seat reservation system.
  • the user can also switch to the manual input mode according to actual needs, and the LGUI system will check the input data. After verification, the data that meets the basic logic requirements can be successfully saved and submitted successfully.
  • the cargo and mail data are usually imported through the freight system, and the baggage data comes from the check-in data of the departure system.
  • the LGUI system interface it can be assigned to the corresponding position by dragging and dropping, and finally the quantity, volume and position of the cargo and mail bank are calculated. Submit relevant data.
  • Step S102 synchronously sending the target data to the stowage system and the USAS system;
  • the stowage system and the USAS system adopt a parallel manner, so that the target data acquired by the stowage system and the USAS system are synchronized.
  • Step S103 acquiring target stowage index items calculated by the stowage system and the USAS system based on the target data;
  • the stowage system and the USAS system are used for stowage calculation to obtain the target stowage index item.
  • the data basis for the alternative stowage calculation mainly includes static data and business data, the main components involved in the calculation are the aircraft weight of the aircraft static data, the aircraft weight limit, the center of gravity envelope, the center of gravity of the fuel volume, etc.
  • the business data includes the following fuel volume, passengers, etc., which can include aircraft fuel weight, take-off weight , landing weight, operating empty weight, payload weight and zero fuel weight, etc.
  • the fuel quantity data can be input through the front end of the LGUI system.
  • Flight fuel the take-off weight of the aircraft needs to be deducted from the taxiing fuel, and the landing weight needs to be deducted from the flight fuel.
  • the operating empty weight is mainly the sum of the basic weight of the aircraft and the weight of the crew, crew luggage and meals.
  • the payload in the target data is the sum of passengers, luggage, cargo and mail.
  • the zero-fuel weight in the target data is the weight of the aircraft excluding the fuel quantity data.
  • the weight data and position data can be calculated according to the torque principle.
  • the basis is zero oil center of gravity, take-off center of gravity and landing center of gravity. Safety checks are carried out on these center of gravity values. If they are within the corresponding center of gravity envelope, the safety check is passed and sent back to the front end for presentation. Otherwise, it will be fed back with an error prompt. to the front end.
  • the weight calculation involved in the target stowage index item mainly involves the target stowage index item including: dry operating weight parameter, zero fuel quantity parameter, takeoff fuel quantity parameter, takeoff weight parameter, landing weight parameter.
  • dry operating weight parameter zero fuel quantity parameter
  • takeoff fuel quantity parameter takeoff weight parameter
  • landing weight parameter landing weight parameter
  • Bag crew baggage weight
  • the calculation of center of gravity balance mainly includes: TOWMAC, ZFWMAC, LAWMAC. Make sure that the calculation result is within the safe range of the aircraft.
  • the current safe range of the aircraft is 8% to 28%, and 20% is within the safe center of gravity range. Any aircraft beyond this range is not allowed to take off.
  • CG ARM the distance from the current center of gravity to the aircraft 0 reference point
  • LEMAC Distance from the leading edge of the MAC to the aircraft 0 reference point.
  • the value of the MAC% when the value of the MAC% is within the range of 8% to 28%, it indicates that the aircraft is within the range of the safe center of gravity, and the aircraft can take off; otherwise, it indicates that the aircraft is not allowed to take off.
  • MAC represents the average aerodynamic chord
  • MAC% represents the safe center of gravity range
  • TOWMAC ZFWMAC
  • LAWMAC correspond to the take-off weight MAC value, zero oil weight MAC value, and landing weight MAC value, respectively. It is in the safety verification. If it exceeds the range, it will prompt an error. Only these values are within the limited range, indicating that the center of gravity of the aircraft is within the safe range.
  • the calculation process of the stowage system and the USAS system and the target stowage index item can be consistent, and the USAS system uses the front-end synchronized target data as a basis to perform the same calculation as the stowage system, And it is carried out synchronously with the calculation of the stowage system.
  • the stowage system and the USAS system will also feed back to the front-end display for the error of the input data or the error data of the safety verification of the calculation result.
  • the wrong data is marked with USAS ERROR to distinguish it from the marked error prompt of the stowage system, and finally the data that has passed the safety verification will be fed back to the front-end display.
  • Step S104 Compare the target stowage index items calculated by the stowage system and the USAS system, and determine whether there is a comparison item whose difference exceeds the set threshold. If there is, go to step S105, otherwise, go to step S106 ;
  • Step S105 output the first prompt information
  • Step S106 If it does not exist, carry out the load check and print the manifest
  • Manifest printing means that when all the stowage work is completed, it is necessary to print the manifest, and the successful printing of the manifest of the stowage system depends on whether the calculation and comparison results in step S104 are consistent. will be reflected on the manifest, so for the final result comparison, it is only necessary to compare the contents of the manifest returned by the stowage system and the USAS system.
  • the contents of the manifest contain the calculated target stowage index items. , compare the manifests returned by the stowage system and the USAS system. If the manifest results are inconsistent (the difference between the two exceeds the preset range), the manifest cannot be successfully printed, and the comparison list will also be reversed for convenience. The user adjusts according to the corresponding difference in the comparison list until the user adjusts the relevant parameters until the manifest results are consistent (the difference between the two is within the preset range), so as to successfully print the manifest and complete the stowage.
  • the technical solutions disclosed in the above embodiments of the present application are mainly aimed at the problem that the stowage calculation result of the existing stowage system cannot be effectively verified.
  • the stowage calculation results of the stowage system and the USAS system are compared for consistency. Only when the calculation results of the stowage system and the USAS system are consistent, the manifest will be printed, so that the load and balance of the aircraft are calculated more. A layer of protection, but also to improve the reliability and safety of aircraft flight.
  • the present application also discloses a stowage control device, which is applied in an aircraft stowage system, and the device may include:
  • the stowage full-process module 100 may be a user operation module.
  • the stowage full-process module 100 module includes multiple operation items, and is mainly responsible for receiving the data input in the operation items, and then The data is sent back to the backend of the loading system 200 , and at the same time, the data is also sent back to the USAS system 300 synchronously.
  • This module is open to users and is displayed to users in the form of a visual process. Users can adjust the operation sequence according to their needs, and can also set the pre-requisites themselves to achieve personalized operations.
  • the functions and functions of the stowage full process module 100 correspond to step S101 in the above method, and are used to obtain target data, which are preset and associated with stowage balance. and send the target data to the stowage system and the USAS system synchronously.
  • the stowage system 200 and the USAS system 300 are used for target stowage index items calculated based on the target data; the specific calculation process can be referred to as shown in step S103 in the above method.
  • the comparison module 400 in this solution, the comparison module 400 mainly compares and verifies the received calculation results from the stowage system 200 and the USAS system 300, because the returned result contains multiple types of data calculation values, Therefore, the comparison module 400 needs to traverse each calculation value of the results returned by the self-stowage system 200 and the USAS system 300, display the corresponding comparison item, and verify the calculated difference with the set threshold corresponding to the comparison item. , if all are within the set threshold range, the final data can be synchronized back to the host to complete the load check, otherwise, the manifest will not be printed and the load check will not be completed.
  • the above-mentioned comparison module 400 corresponds to steps S104-S106 in the above-mentioned method, and is used to compare the target stowage index items calculated by the stowage system and the USAS system, and determine whether there is a difference value exceeding the set value.
  • the threshold comparison item if it exists, output the first prompt message, if it does not exist, carry out the load check and print the manifest.
  • the loading system 200 may include: a static data module 201, an LDP core calculation module 202, and a first security check module 203;
  • the static data module 301 is mainly responsible for receiving the static data entered by the front-end user through the stowage full process module 100.
  • the static data in the stowage system 200 may include airlines Static data, fleet static data, terminal static data, and aircraft static data, etc. These data are the basic data for the core calculation of the stowage system 200. Users can modify or update these static data within the scope of their own authority as needed. , the user can input the static data to be updated to the static data module 301 through the stowage whole process module 100, and the input static data will not only be returned to the database of the stowage system, but also synchronized to the USAS system middle.
  • the static data module 201 is used to obtain the target data through the stowage full-process module 100.
  • the target data contains static data entered by a front-end user, based on the obtained static data data to update the static database of the stowage system 200;
  • the operation items of the static data are located in the static data management module in the stowage full process module, and the user can trigger the static data management module by clicking the static configuration management control in the stowage full process module.
  • the static data may include airline static data, aircraft static data, fleet static data and terminal static data.
  • the user can search for the corresponding item to be modified and modify it. After the submission is completed, it will take effect, and the modified data will be synchronized to USAS when it is sent to the stowage system.
  • the LDP core calculation module 202 in this solution, the LDP core calculation module 202 is mainly responsible for the core calculation of the loading system LoadBalance, and the calculated data mainly comes from the aircraft static data and fuel quantity data input by the user at the front end. Data, passenger data, crew data and other target data, and use these data to calculate the target stowage index items required by aircraft stowage.
  • the calculation method is strictly in accordance with the formula and algorithm of aircraft stowage, and can effectively improve the calculation accuracy. That is, in this solution, the LDP core calculation module 202 is used for substituting the target data into a preset calculation formula, and calculating the target stowage index item required for aircraft stowage;
  • the first security verification module 203 is configured to perform security verification on the calculation result of the LDP core calculation module 202, and feed back the verification result to the stowage whole process module.
  • the USAS system 300 may include: a USAS calculation module 301 and a second security verification module 302;
  • the USAS calculation module 301 is used for the target stowage index item calculated based on the target data
  • the second security verification module 302 has the same function as the first security verification module 203, and is used to perform security verification on the calculation result of the USAS calculation module, and feed back the verification result to the Describe the stowage whole process module.
  • the stowage full-process module can be used to achieve synchronization of target data, that is, to synchronize the target data to the stowage system and the USAS system, mainly including:
  • the operation items of the state data are located in the static data management module in the LGUI, including airline static data, aircraft static data, fleet static data and terminal static data, and the static configuration management options in the full process module are loaded through the click , after clicking on it, you can find the corresponding item to be modified and modify it. After the modification, the submission will take effect, and the modified data will be synchronized to the USAS system and the stowage system.
  • This item will display data such as crew ratio, basic weight of the aircraft, maximum take-off weight, maximum landing weight, maximum zero fuel weight and maximum weight limit in the static data.
  • the unit performance data also includes meal and drinking water data, where appropriate adjustments can also be made to the meal and drinking water data.
  • the LGUI front end After submitting the above adjustment data, when LGUI calls the USAS system synchronization method at the same time, the LGUI front end sends the LODD command to the USAS system to obtain the unit performance data parameters.
  • the USAS system encapsulates the objects in the USAS system.
  • the unit performance data is returned, and the LGUI front end converts the updated unit performance data into a data format that meets the requirements of the USAS system, updates the data of the corresponding parameters in the object, and feeds it back to the USAS system. If the USAS system does not return an error message, it means synchronization success.
  • the main input items include the taxiing oil quantity. , takeoff fuel and flight fuel data.
  • LGUI calls the USAS synchronization method at the same time, the LGUI front end sends the LFFD command to USAS to obtain the oil quantity parameters, the USAS returns the oil quantity data in the USAS in the form of an encapsulated object, and the LGUI front end converts the updated oil quantity data into The data format that meets the requirements of the USAS system, update the data of the corresponding parameters in the object, and feed it back to the USAS. If the USAS does not return an error message, it means that the synchronization is successful.
  • LGUI will call the USAS synchronization method at the same time, the front end of LGUI will convert the passenger data into an object encapsulated by LPAD in USAS, and synchronize the data to USAS through the LPAD update command.
  • each item of data has basic information such as starting station, arrival station, cargo type, cargo hold position, volume and weight.
  • the goods can also add remarks.
  • the present application also discloses a storage medium, where a preset computer program is stored in the storage medium, and the computer program is used to implement the steps in any one of the stowage control methods.
  • the above-mentioned storage medium may be included in the above-mentioned electronic device; or may exist alone without being assembled into the electronic device.
  • the comparison module will extract each result calculated by the stowage system and the USAS system based on the target data at the front end of the LGUI during specific work, and call the comparison calculation method, and set in the method Calculate the threshold.
  • the system prohibits the generation of the manifest.
  • the computer-readable medium mentioned above in the present disclosure may be a computer-readable signal medium or a computer-readable storage medium, or any combination of the above two.
  • the computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus or device, or a combination of any of the above. More specific examples of computer readable storage media may include, but are not limited to, electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read only memory (ROM), erasable Programmable read only memory (EPROM or flash memory), optical fiber, portable compact disk read only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the above.
  • a computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.
  • a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave with computer-readable program code embodied thereon. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the foregoing.
  • a computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device .
  • Program code embodied on a computer readable medium may be transmitted using any suitable medium including, but not limited to, electrical wire, optical fiber cable, RF (radio frequency), etc., or any suitable combination of the foregoing.

Landscapes

  • Engineering & Computer Science (AREA)
  • Business, Economics & Management (AREA)
  • Human Resources & Organizations (AREA)
  • Theoretical Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Physics & Mathematics (AREA)
  • Entrepreneurship & Innovation (AREA)
  • Databases & Information Systems (AREA)
  • Strategic Management (AREA)
  • Economics (AREA)
  • Development Economics (AREA)
  • Educational Administration (AREA)
  • Marketing (AREA)
  • Tourism & Hospitality (AREA)
  • General Business, Economics & Management (AREA)
  • Quality & Reliability (AREA)
  • Operations Research (AREA)
  • Computing Systems (AREA)
  • Game Theory and Decision Science (AREA)
  • Data Mining & Analysis (AREA)
  • General Engineering & Computer Science (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)

Abstract

一种配载控制方法、装置和存储介质，包括：获取目标数据，目标数据为预设的、与配载平衡相关联的数据，将目标数据同步发送至配载系统和USAS系统，获取配载系统和USAS系统基于目标数据计算得到的目标配载指标项，将配载系统和USAS系统计算得到的目标配载指标项进行对比，判断是否存在差值超出设定阈值的对比项，如果存在，输出第一提示信息，如果不存在，进行结载，并打印舱单。通过将配载系统和USAS系统的计算结果一致性比较，只有当配载系统和USAS系统的计算结果一致时，才打印舱单，使得飞机的载重和平衡计算多了一层保障，同时也提高了飞机飞行的可靠性和安全性。

Description

一种配载控制方法、装置和存储介质
本申请要求于2021年11月30日提交中国专利局、申请号为CN202011375785.2、发明名称为“一种配载控制方法、装置和存储介质”的国内申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及数据处理技术领域，具体涉及一种配载控制方法、装置和存储介质。
背景技术
随着我国社会经济的飞速发展和人民生活水平的不断提升，以及经济全球化的持续深入推进，民航业客流量迅速激增同时新机场与新航线不断增加，其对配载系统的性能提出了新的巨大挑战。中航信配载系统主要负责飞机载重与平衡的匹配计算，是保障飞机安全起飞降落的关键核心系统，也是机场运转效率的有效保障。旧配载系统的核心计算过程依托于USAS系统，USAS系统的配载计算结果无法得到有效验证，可靠性低。
发明内容
有鉴于此，本发明实施例提供一种配载控制方法和装置，以实现。
为实现上述目的，本发明实施例提供如下技术方案：
一种配载控制方法，应用于飞机配载系统中，包括：
获取目标数据，所述目标数据为预设的、与配载平衡相关联的数据；
将所述目标数据同步发送至配载系统和USAS系统；
获取所述配载系统和所述USAS系统基于所述目标数据计算得到的目标配载指标项；
将所述配载系统和所述USAS系统计算得到的目标配载指标项进行对比，判断是否存在差值超出设定阈值的对比项，如果存在，输出第一提示 信息，如果不存在，进行结载，并打印舱单。
可选的，上述配载控制方法中，所述获取所述配载系统和所述USAS系统基于所述目标数据计算得到的目标配载指标项包括：
获取所述配载系统和所述USAS系统基于所述目标数据计算得到的干操作重量参数；
获取所述配载系统和所述USAS系统基于所述目标数据计算得到的零油量参数；
获取所述配载系统和所述USAS系统基于所述目标数据计算得到的起飞油量参数；
获取所述配载系统和所述USAS系统基于所述目标数据计算得到的起飞重量参数；
获取所述配载系统和所述USAS系统基于所述目标数据计算得到的落地重量参数。
一种配载控制装置，应用于飞机配载系统中，包括：
配载全流程模块，用于获取目标数据，所述目标数据为预设的、与配载平衡相关联的数据，并将所述目标数据同步发送至配载系统和USAS系统；
配载系统，用于基于所述目标数据计算得到的目标配载指标项；
USAS系统，用于基于所述目标数据计算得到的目标配载指标项；
比较模块，用于将所述配载系统和所述USAS系统计算得到的目标配载指标项进行对比，判断是否存在差值超出设定阈值的对比项，如果存在，输出第一提示信息，如果不存在，进行结载，并打印舱单。
可选的，上述配载控制装置中，所述配载系统，包括：
静态数据模块，用于获取所述目标数据，当所述目标数据中具有前端用户录入的静态数据时，基于获取到的所述静态数据更新所述配载系统的静态数据库；
LDP核心计算模块，用于将所述目标数据代入预设的计算公式中，计算得到飞机配载需要目标配载指标项；
所述目标数据中的静态数据进行更新，
获取目标数据，将获取到的所述目标数据同步至所述USAS系统；
第一安全性校验模块，用于对所述LDP的计算结果进行校验。
可选的，上述配载控制装置中，所述USAS系统，包括：
USAS计算模块和第二安全性校验模块；
所述USAS计算模块用于基于所述目标数据计算得到的目标配载指标项；
所述第二安全性校验模块用于对所述USAS计算模块的计算结果进行安全性校验，并将校验结果反馈至所述配载全流程模块。
可选的，上述配载控制装置中，所述目标数据包括但不限于：
油量数据、旅客数据、货邮行数据、机组性能数据、航班状态数据和飞机静态数据。
可选的，上述配载控制装置中，所述比较模块在判定存在差值超出设定阈值的对比项时，输出所述配载系统和所述USAS系统计算得到的目标配载指标项的对比清单。
一种存储介质，所述存储介质存储有多条指令，所述指令适于处理器 进行加载，
以执行上述任一项所述的配载控制方法中的步骤。
基于上述技术方案，本发明实施例提供的上述方案，通过将配载系统和USAS系统的配载计算结果进行一致性比较，只有当所述配载系统和USAS系统的计算结果差值在设定阈值范围内时，才打印舱单，使得飞机的载重和平衡计算多了一层保障，同时也提高了飞机飞行的可靠性和安全性。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据提供的附图获得其他的附图。
图1为本申请实施例公开的配载控制方法的流程示意图；
图2为本申请实施例公开的配载控制装置的流程示意图。
具体实施方式
下面将参照附图更详细地描述本公开的实施例。虽然附图中显示了本公开的某些实施例，然而应当理解的是，本公开可以通过各种形式来实现，而且不应该被解释为限于这里阐述的实施例，相反提供这些实施例是为了更加透彻和完整地理解本公开。应当理解的是，本公开的附图及实施例仅用于示例性作用，并非用于限制本公开的保护范围。
本文使用的术语“包括”及其变形是开放性包括，即“包括但不限于”。术语“基于”是“至少部分地基于”。术语“一个实施例”表示“至少一个实施例”；术语“另一实施例”表示“至少一个另外的实施例”；术语“一些实施例”表示“至少一些实施例”。其他术语的相关定义将在下文描述中给出。
需要注意，本公开中提及的“第一”、“第二”等概念仅用于对不同的装置、模块或单元进行区分，并非用于限定这些装置、模块或单元所执行的功能的顺序或者相互依存关系。
需要注意，本公开中提及的“一个”、“多个”的修饰是示意性而非限制性的，本领域技术人员应当理解，除非在上下文另有明确指出，否则应该理解为“一个或多个”。
为了解决旧配载系统的核心计算过程依托于USAS系统，可靠性低的问题，自主研发一套全配载系统LoadBalance势在必行。本申请提供的基于可视化的配载系统LoadBalance不仅在易操作性和易维护性方面大大提升了用户体验，而且可以实时的进行数据传输与运算，从而可以以更高的效率完成配载平衡的计算。然而，由于配载系统LoadBalance的计算准确度直接关系到飞机是否可以安全起降，因此验证配载系统LoadBalance的计算准确度成为保证飞行可靠性与安全性的关键。在现有配载系统中，所有的校验过程是依靠人工计算，需要根据相应的理论公式人工计算并给出计算结果，并对计算结果并进行结果校验。现有的配载系统不仅对操作人员的业务知识和实际工作经验有较高的要求，而且其计算准确度难以得到有效的保证， 耗时耗力从而造成校验工作效率低下，难以满足民航业当前不断增长的业务需求。
为了提高配载系统LoadBalance的计算准确度以保证飞机起降的安全性与可靠性，研发过程中在配载系统中添加了同步校验模块。该同步校验模块可以将所有与配载平衡相关联的数据(旅客、行李、货邮、油量、机组性能数据、操作数据、飞机静态数据等)实时同步传输回USAS系统，USAS系统对相应同步数据进行计算后，将计算结果进行反馈，并与配载系统LoadBalance的计算结果进行一一比对。当两者计算结果差值超出正常阈值范围时，该模块能够及时发出警报并提示配载员，这样配载员可以根据不同的提示内容进行有针对性地调整，其不仅使配载员的工作更加轻松高效，大大提高了机场的运转效率，而且进一步提高了飞机起飞降落的安全性和可靠性，为机场的高效运转提供了安全保障。
基于上述思路，本申请公开了一种配载控制方法和装置，参见图1，该方法可以包括：
步骤S101：获取目标数据，所述目标数据为预设的、与配载平衡相关联的数据；
在本步骤中，需要预先获取目标数据，所述目标数据为预设的、与配载平衡相关联的数据，本方案中，所述目标数据包括但不限于油量数据、旅客数据、货邮行数据、机组性能数据、航班状态数据和飞机静态数据中的一项或多项的组合，当然，所述目标数据也可以包括其他所需数据。所述目标数据可以包括静态数据和动态数据，所述静态数据可以指的是目标数据中不经常变化的数据，所述动态数据为目标数据中经常变化的数据；
由于所述静态数据相对变化较小，通常针对特定的飞机或机队等静态数据可以通过导入实现，但是偶尔也存在对静态数据的更新或修改的情况，这样，用户可登入LGUI系统，打开静态数据管理模块对相应的数据做修改并提交生效。
所述目标数据中的油量数据获取方式通常分为两种，一种方式是通过航空公司接口直接导入，另外一种方式是用户手动输入，这两种方式都会在系统前端页面显示并经用户核对后提交。
所述目标数据中的旅客数据通常来自于离港系统的旅客值机数据和订座系统的座位销售数据，同时，用户也可以根据实际需求切换至手动输入模式，LGUI系统会对输入数据进行核对校验，对于符合基本逻辑要求的数据才可以保存成功并顺利提交。
对于货物和邮件数据通常通过货运系统导入，行李数据来自离港系统的值机数据，在LGUI系统界面可以通过拖拽方式将其分配在相应的位置上，最后将货邮行数量体积和位置等相关数据进行提交。
以上各种类型的目标数据均是在提交后，除更新配载系统的数据库外，还要同步提交给USAS系统，其同步方式均采用拼接USAS指令的方式，对USAS中相应数据进行更新。
步骤S102：将所述目标数据同步发送至配载系统和USAS系统；
在本方案中，所述配载系统和USAS系统采用并行方式，以使得所述配载系统和USAS系统获取到的目标数据进行同步。
步骤S103：获取所述配载系统和所述USAS系统基于所述目标数据计算得到的目标配载指标项；
在本方案中，所述配载系统和所述USAS系统用于进行配载计算，以得到所述目标配载指标项，在配载计算过程中，替配载计算的数据基础主要包括静态数据和业务数据，参与计算的主要是飞机静态数据的飞机重量，飞机限制重量，重心包线，油量重心等，业务数据包括以下的油量，旅客等，其中可以包括飞机的燃油重量，起飞重量，落地重量，操作空重，业载重量和零油重量等，在本方案中，油量数据可以通过LGUI系统前端输入，前端输入的油量数据通常包括飞机的起飞油量，滑行油量和飞行油量，飞机的起飞重量需要减去滑行油量，落地重量需要减去飞行油量，操作空重主要是飞机的基本重量与机组人员、机组行李以及餐食的重量之和。目标数据中的业载重量是旅客、行李、货物和邮件的总和，目标数据中的零油重量是不包括油量数据的飞机重量，重量数据与位置数据可以根据力矩原理计算重心值，其中主要的依据是零油重心，起飞重心和落地重心，对这些重心值进行安全检查，其若在对应的重心包线内，即安全检查通过，并传回前端呈现，否则会将以错误提示方式反馈给前端。
在本方案中，所述目标配载指标项中所涉及的重量计算主要涉及目标配载指标项包括：干操作重量参数、零油量参数、起飞油量参数、起飞重量参数、落地重量参数。其中，上述各个参数的计算过程如下：
1、干操作重量DOW(Dry Operating Weight)
DOW＝BW+Crew+Crew Baggage+Pantry+Water
BW(Basic Weight)：飞机的基本重量
Crew:机组重量
Crew Baggage：机组行李重量
Pantry:餐食重量
Water：饮用水重量
2、ZFW(Zero Fuel Weight)零油重量
ZFW＝DOW+Pax+Bag+Cargo+Mail+Other load
Pax:旅客重量
Bag：机组行李重量
Cargo:行李重量
Mail：邮件重量
Other load:通常指货舱中设备，如航材等
3、TOF(Take-Off Fuel)起飞油量
TOF＝Total Fuel-Taxi Fuel
Total Fuel:总油量
Taxi Fuel:滑行油量
4、TOW(Take-Off Weight)起飞重量
TOW＝ZFW+TOF
5、LW(Landing Weight)落地重量
LW＝TOW-Trip Fuel
Trip Fuel:飞行耗油
6、关于飞机重心与平衡的计算：
通常对于重心平衡的计算主要包括：TOWMAC，ZFWMAC，LAWMAC。保证计算结果在飞机安全范围内，当前飞机安全范围为8％到 28％，20％就是在安全的重心范围，任何超出这个范围的飞机都不允许起飞。
MAC％＝(CG ARM-LEMAC)/MAC*100％
CG ARM：当前重心点到飞机0参考点的距离；
LEMAC：MAC前缘到飞机0参考点的距离。
在本方案中，当所述MAC％的值位于8％到28％范围内时，表明飞机在安全重心范围内，飞机可以起飞，否则，表明飞机不允许起飞。
其中，上述各个公式中，MAC表示平均空气动力弦，MAC％表示安全重心范围，TOWMAC、ZFWMAC、LAWMAC分别对应起飞重量MAC值，零油重量MAC值，落地重量MAC值，这几项的计算都是在安全校验里面，如果超出范围会提示报错，只有这些值在限定的范围内，表明飞机重心在安全范围内。
在本方案中，所述配载系统和所述USAS系统和目标配载指标项的计算过程可以一致，所述USAS系统利用前端同步的目标数据作为基础进行与所述配载系统相同的计算，并与所述配载系统的计算同步进行，所述配载系统和所述USAS系统同样对于输入数据的错误或者计算结果安全校验的错误的数据，也都会反馈给前端显示，USAS系统通过对错误的数据标注USAS ERROR，以与配载系统的标示的错误提示进行区分，最终将通过安全校验的数据反馈给前端显示。
步骤S104：将所述配载系统和所述USAS系统计算得到的目标配载指标项进行对比，判断是否存在差值超出设定阈值的对比项，如果存在，执行步骤S105，否则，执行步骤S106；
步骤S105：输出第一提示信息；
步骤S106：如果不存在，进行结载，并打印舱单；
舱单打印，指的是当所有的配载工作完成后，需要进行舱单的打印，而配载系统的舱单能发成功打印取决于步骤S104的计算对比结果是否一致，由于所有的计算结果都会在舱单上体现，因此对于最后的结果对比，只需要将配载系统和USAS系统返回的舱单内容进行对比即可，该舱单内容中包含有计算得到的所述目标配载指标项，将所述配载系统和USAS系统返回的舱单进行对比，如果舱单结果不一致(两者差值超出预设范围)，则无法成功打印舱单，同时也会反回对比清单，以方便用户根据对比清单中相应的差值进行调整，直到用户将相关参数调整至舱单结果一致(两者差值位于预设范围内)为止，以成功打印舱单并完成配载。
在本申请上述实施例公开的技术方案中，主要针对现有的配载系统的配载计算结果无法得到有效验证得问题。本申请通过将配载系统和USAS系统的配载计算结果进行一致性比较，只有当所述配载系统和USAS系统的计算结果一致时，才打印舱单，使得飞机的载重和平衡计算多了一层保障，同时也提高了飞机飞行的可靠性和安全性。
对应于上述方法，本申请还公开了一种配载控制装置，该装置应用于飞机配载系统中，该装置可以包括：
配载全流程模块100、配载系统200、USAS系统300以及比较模块400；
配载全流程模块100，在本方案中，所述配载全流程模块100可以为用户操作模块，配载全流程模块100模块包含多个操作项，主要负责接收操作项中输入的数据，然后将数据传回配载系统200后台，同时，也会将 数据同步传回给USAS系统300。该模块面向用户开放，以可视化流程形式向用户展示，用户可以根据需要对操作顺序进行调整，也可以自己设置前置项，从而实现个性化操作。综上，在本方案中，所述配载全流程模块100的功能和作用与上述方法中步骤S101相对应，用于获取目标数据，所述目标数据为预设的、与配载平衡相关联的数据，并将所述目标数据同步发送至配载系统和USAS系统。
配载系统200和USAS系统300，用于基于所述目标数据计算得到的目标配载指标项；其具体计算流程可以参见上述方法中步骤S103所示。
比较模块400，在本方案中，所述比较模块400主要对接收到的来自配载系统200和USAS系统300的计算结果进行对比和校验，由于该项返回结果包含多类型的数据计算值，因此比较模块400需要遍历自配载系统200和USAS系统300返回结果的每一项计算值，将相应的对比项进行显示，并将计算差值与该对比项对应的设定的阈值进行校验，若全部在设定的阈值范围内，即可将最终的数据同步回主机，完成结载，否则将无法打印舱单，无法完成结载。即，上述比较模块400其与上述方法中步骤S104-S106相对应，用于将所述配载系统和所述USAS系统计算得到的目标配载指标项进行对比，判断是否存在差值超出设定阈值的对比项，如果存在，输出第一提示信息，如果不存在，进行结载，并打印舱单。
进一步的，本申请实施例公开的技术方案中，所述配载系统200，可以包括：静态数据模块201、LDP核心计算模块202和第一安全性校验模块203；
静态数据模块301，在本方案中，所述静态数据模块301主要负责接 收前端用户通过配载全流程模块100录入的静态数据，在本方案中，配载系统200中的静态数据可以包括航空公司静态数据、机队静态数据、航站静态数据和飞机静态数据等，这些数据是配载系统200进行核心计算的基础数据，用户可根据需要在自身权限范围内修改或更新这些静态数据，此时，用户可以通过所述配载全流程模块100向所述静态数据模块301输入所需更新的静态数据，输入的静态数据除了回传到配载系统的数据库中之外，还会同步到USAS系统中。即本方案中，所述静态数据模块201用于通过所述配载全流程模块100获取所述目标数据，当所述目标数据中具有前端用户录入的静态数据时，基于获取到的所述静态数据更新所述配载系统200的静态数据库；
在本方案中，所述静态数据的操作项位于配载全流程模块中的静态数据管理模块中，用户可以通过所述配载全流程模块点击静态配置管理控件的方式触发所述静态数据管理模块，其中，所述静态数据可以有航空公司静态数据、飞机静态数据、机队静态数据和航站静态数据，用户点开所述静态数据管理模块后可查找对应的要修改的项进行修改，修改完后提交生效，其修改的数据在发送给所述配载系统的同时也会同步给USAS。
LDP核心计算模块202，在本方案中，所述LDP核心计算模块202主要负责配载系统LoadBalance的核心计算，其计算的数据主要来自于用户在前端输入的飞机静态数据和油量数据，业载数据，旅客数据以及机组数据等目标数据，利用这些数据计算飞机配载需要的目标配载指标项，其计算方法严格按照飞机配载的公式和算法进行，并能够有效提高计算精度。 即，在本方案中，所述LDP核心计算模块202用于将所述目标数据代入预设的计算公式中，计算得到飞机配载需要目标配载指标项；
第一安全性校验模块203，用于对所述LDP核心计算模块202的计算结果进行安全性校验，并将校验结果反馈至所述配载全流程模块。
在本申请实施例公开的技术方案中，所述USAS系统300可以包括：USAS计算模块301和第二安全性校验模块302；
所述USAS计算模块301用于基于所述目标数据计算得到的目标配载指标项；
所述第二安全性校验模块302与所述第一安全性校验模块203的作用相同，用于对所述USAS计算模块的计算结果进行安全性校验，并将校验结果反馈至所述配载全流程模块。
在本申请实施例公开的技术方案中，所述配载全流程模块可以用于实现目标数据的同步，即，将所述目标数据同步至所述配载系统和USAS系统，主要包括：
1、静态数据的同步
态数据的操作项位于LGUI中的静态数据管理模块，其中有航空公司静态数据、飞机静态数据、机队静态数据和航站静态数据，通过所述点击配载全流程模块中的静态配置管理选项，点开后可查找对应的要修改的项进行修改，修改完后提交生效，其修改的数据同步给USAS系统和配载系统。
2、航班状态数据同步
2.1点击静态数据管理模块中的FSD按钮，将航班状态修改为O,当返回结果为success时，则表明航班状态修改成功，且同步至USAS系统和配载系统成功，此时若登陆eterm查看该航班状态可以看到其航班状态与配载全流程保持一致。
2.2当航班状态处于O时，可以对航班进行配载的操作和修改。在完成配载时需要将航班状态切至C来关闭航班。
2.3航班数据同步，若点击静态数据管理模块中的C按钮呈现success提示信息，则表明配载系统和USAS都更新成功，其中同步USAS系统主要调用LFSD指令进行数据的同步更新。若同步失败，则会弹出USAS系统开头的报错信息，并解释同步失败的原因。
3、机组性能数据同步
3.1点击新配载全流程中的DOW操作项，该项会显示静态数据中机组比例、飞机的基本重量、最大起飞重量、最大落地重量、最大零油重量和最大限重等数据。
3.2额外机组的添加，如果该航班有额外机组可以在相应的位置添加。
3.3最大限重的调整，若需要对机组比例和最大限重进行调整，也可以输入相应的调整值，对于最大限重的调整，只能减小，不可增加。
3.4餐食饮用水的调整。机组性能数据还包括餐食和饮用水的数据，这里也可以对餐食和饮用水数据做适当的调整。
3.5实时同步USAS，将以上的调整数据提交后，LGUI同时调用USAS系统同步方法时，LGUI前端向USAS系统发送LODD指令，获取机组性能数据参数，USAS系统则以封装对象的方式将USAS系统中的机组性能 数据返回，LGUI前端则将更新后的机组性能数据转换为符合USAS系统要求的数据格式，并更新对象中相应参数的数据，反馈给USAS系统，若USAS系统没有返回报错信息，则表明同步成功。
4、油量数据同步
4.1点击配载全流程模块中FUEL操作项。
4.2选择油量输入模式，若切换至auto模式,则无需手动提交，若切换至manual模式，则需要手动输入油量数据，这里选择manual模式，人工输入油量数据，主要输入项包括滑行油量、起飞油量和飞行油量数据。
4.3点击提交按钮，LGUI同时调用USAS同步方法，LGUI前端向USAS发送LFFD指令，获取油量参数，USAS则以封装对象的方式将USAS中油量数据返回，LGUI前端则将更新的油量数据转换为符合USAS系统要求的数据格式，更新对象中相应参数的数据，反馈给USAS，若USAS没有返回报错信息，则表明同步成功。
5、旅客数据同步
5.1点击配载全流程模块中Cabin按钮。
5.2当飞机的值机状态关闭时，旅客数据将不可编辑，只有将值机状态改为M时可以手工输入，通常按照客舱等级以及乘客类别或性别来进行统计，如对于一个客舱布局为J8Y114的飞机，分配在J舱5个成人和1个儿童，而Y舱则有80个成人、4个儿童和1个婴儿。
5.3对每项数据编辑完后，点击提交按钮，LGUI同时调用USAS同步方法，LGUI前端将旅客数据转为USAS中LPAD封装的对象，通过LPAD更新指令，将数据同步到USAS。
6、货物数据同步
6.1点击配载全流程模块中DL_LIR操作项。
6.2在该项中主要对导入的货物、邮件和行李进行位置的分配，其中每种每一项数据都具有起始站、到达站、货物类型、货舱位置、体积和重量等基本信息，针对特别的货物也可以添加备注信息。
6.3将所有的货邮行数据提交后，将相应的数据实时同步给USAS。
对应于上述方法，本申请还公开了一种存储介质，该存储介质中存储有预设的计算机程序，该计算机程序用于实现任一项所述的配载控制方法中的步骤。上述存储介质可以是上述电子设备中所包含的；也可以是单独存在，而未装配入该电子设备中。
本方案中，所述比较模块在具体工作时，会在LGUI前端提取配载系统和USAS系统基于所述目标数据计算的每一项结果，并调用对比计算方法，并在该方法中设定了计算阈值，当计算得到的目标配载指标项中的重量结果数据不一致或目标配载指标项中的重心结果数据偏差超过预设阈值时，系统禁止生成舱单。
需要说明的是，本公开上述的计算机可读介质可以是计算机可读信号介质或者计算机可读存储介质或者是上述两者的任意组合。计算机可读存储介质例如可以是——但不限于——电、磁、光、电磁、红外线、或半导体的系统、装置或器件，或者任意以上的组合。计算机可读存储介质的更具体的例子可以包括但不限于：具有一个或多个导线的电连接、便携式计算机磁盘、硬盘、随机访问存储器(RAM)、只读存储器(ROM)、可擦式可编程只读存储器(EPROM或闪存)、光纤、便携式紧凑磁盘只读存储器 (CD-ROM)、光存储器件、磁存储器件、或者上述的任意合适的组合。在本公开中，计算机可读存储介质可以是任何包含或存储程序的有形介质，该程序可以被指令执行系统、装置或者器件使用或者与其结合使用。而在本公开中，计算机可读信号介质可以包括在基带中或者作为载波一部分传播的数据信号，其中承载了计算机可读的程序代码。这种传播的数据信号可以采用多种形式，包括但不限于电磁信号、光信号或上述的任意合适的组合。计算机可读信号介质还可以是计算机可读存储介质以外的任何计算机可读介质，该计算机可读信号介质可以发送、传播或者传输用于由指令执行系统、装置或者器件使用或者与其结合使用的程序。计算机可读介质上包含的程序代码可以用任何适当的介质传输，包括但不限于：电线、光缆、RF(射频)等等，或者上述的任意合适的组合。

Claims (8)

  1. 一种配载控制方法，其特征在于，应用于飞机配载系统中，包括：
    获取目标数据，所述目标数据为预设的、与配载平衡相关联的数据；
    将所述目标数据同步发送至配载系统和USAS系统；
    获取所述配载系统和所述USAS系统基于所述目标数据计算得到的目标配载指标项；
    将所述配载系统和所述USAS系统计算得到的目标配载指标项进行对比，判断是否存在差值超出设定阈值的对比项，如果存在，输出第一提示信息，如果不存在，进行结载，并打印舱单。
  2. 根据权利要求1所述的配载控制方法，其特征在于，所述获取所述配载系统和所述USAS系统基于所述目标数据计算得到的目标配载指标项包括：
    获取所述配载系统和所述USAS系统基于所述目标数据计算得到的干操作重量参数；
    获取所述配载系统和所述USAS系统基于所述目标数据计算得到的零油量参数；
    获取所述配载系统和所述USAS系统基于所述目标数据计算得到的起飞油量参数；
    获取所述配载系统和所述USAS系统基于所述目标数据计算得到的起飞重量参数；
    获取所述配载系统和所述USAS系统基于所述目标数据计算得到的落地重量参数。
  3. 一种配载控制装置，其特征在于，应用于飞机配载系统中，包括：
    配载全流程模块，用于获取目标数据，所述目标数据为预设的、与配载平衡相关联的数据，并将所述目标数据同步发送至配载系统和USAS系统；
    配载系统，用于基于所述目标数据计算得到的目标配载指标项；
    USAS系统，用于基于所述目标数据计算得到的目标配载指标项；
    比较模块，用于将所述配载系统和所述USAS系统计算得到的目标配载指标项进行对比，判断是否存在差值超出设定阈值的对比项，如果存在，输出第一提示信息，如果不存在，进行结载，并打印舱单。
  4. 根据权利要求3所述的配载控制装置，其特征在于，所述配载系统，包括：
    静态数据模块，用于获取所述目标数据，当所述目标数据中具有前端用户录入的静态数据时，基于获取到的所述静态数据更新所述配载系统的静态数据库；
    LDP核心计算模块，用于将所述目标数据代入预设的计算公式中，计算得到飞机配载需要目标配载指标项；
    所述目标数据中的静态数据进行更新，
    获取目标数据，将获取到的所述目标数据同步至所述USAS系统；
    第一安全性校验模块，用于对所述LDP的计算结果进行校验。
  5. 根据权利要求4所述的配载控制装置，其特征在于，所述USAS系统，包括：
    USAS计算模块和第二安全性校验模块；
    所述USAS计算模块用于基于所述目标数据计算得到的目标配载指标项；
    所述第二安全性校验模块用于对所述USAS计算模块USAS计算模块的计算结果进行安全性校验，并将校验结果反馈至所述配载全流程模块。
  6. 根据权利要求4所述的配载控制装置，其特征在于，所述目标数据包括但不限于：
    油量数据、旅客数据、货邮行数据、机组性能数据、航班状态数据和飞机静态数据。
  7. 根据权利要求4所述的配载控制装置，其特征在于，所述比较模块在判定存在差值超出设定阈值的对比项时，输出所述配载系统和所述USAS系统计算得到的目标配载指标项的对比清单。
  8. 一种存储介质，其特征在于，所述存储介质存储有多条指令，所述指令适于处理器进行加载，以执行权利要求1至2任一项所述的配载控制方法中的步骤。
PCT/CN2021/133930 2020-11-30 2021-11-29 一种配载控制方法、装置和存储介质 WO2022111681A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202011375785.2 2020-11-30
CN202011375785.2A CN112418698A (zh) 2020-11-30 2020-11-30 一种配载控制方法、装置和存储介质

Publications (1)

Publication Number Publication Date
WO2022111681A1 true WO2022111681A1 (zh) 2022-06-02

Family

ID=74830599

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2021/133930 WO2022111681A1 (zh) 2020-11-30 2021-11-29 一种配载控制方法、装置和存储介质

Country Status (2)

Country Link
CN (1) CN112418698A (zh)
WO (1) WO2022111681A1 (zh)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115796502A (zh) * 2022-11-22 2023-03-14 中国民航信息网络股份有限公司 货舱的配载平衡控制方法、装置及计算机可读介质
CN116303629A (zh) * 2023-05-24 2023-06-23 中国民航信息网络股份有限公司 航班配载数据的复核方法及装置、存储介质及电子设备

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112418698A (zh) * 2020-11-30 2021-02-26 中国民航信息网络股份有限公司 一种配载控制方法、装置和存储介质
CN113888007B (zh) * 2021-10-20 2022-03-29 杭州麦宝科技有限公司 一种防范航空器隐载的信息化管理方法及系统

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090192846A1 (en) * 2008-01-28 2009-07-30 Arinc Incorporated Method and apparatus for weight and balance management in aircraft
CN102129443A (zh) * 2010-12-30 2011-07-20 中国民航信息网络股份有限公司 基于usas主机的实时数据传输通道及其实时数据传输方法
CN105523184A (zh) * 2015-12-15 2016-04-27 广东南航天合信息科技有限公司 一种民航飞机自动配载的方法
CN111915123A (zh) * 2020-06-04 2020-11-10 中国南方航空股份有限公司 一种航班全流程自动化预配载方法
CN112418698A (zh) * 2020-11-30 2021-02-26 中国民航信息网络股份有限公司 一种配载控制方法、装置和存储介质

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7248963B2 (en) * 2003-03-25 2007-07-24 Baiada R Michael Method and system for aircraft flow management
CN101901361A (zh) * 2010-07-05 2010-12-01 中国航空无线电电子研究所 一种基于射频技术的配载与平衡系统
US20200202277A1 (en) * 2018-12-19 2020-06-25 International Business Machines Corporation Enhanced dynamic monitoring of on-demand key performance indicators

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090192846A1 (en) * 2008-01-28 2009-07-30 Arinc Incorporated Method and apparatus for weight and balance management in aircraft
CN102129443A (zh) * 2010-12-30 2011-07-20 中国民航信息网络股份有限公司 基于usas主机的实时数据传输通道及其实时数据传输方法
CN105523184A (zh) * 2015-12-15 2016-04-27 广东南航天合信息科技有限公司 一种民航飞机自动配载的方法
CN111915123A (zh) * 2020-06-04 2020-11-10 中国南方航空股份有限公司 一种航班全流程自动化预配载方法
CN112418698A (zh) * 2020-11-30 2021-02-26 中国民航信息网络股份有限公司 一种配载控制方法、装置和存储介质

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115796502A (zh) * 2022-11-22 2023-03-14 中国民航信息网络股份有限公司 货舱的配载平衡控制方法、装置及计算机可读介质
CN115796502B (zh) * 2022-11-22 2024-03-08 中国民航信息网络股份有限公司 货舱的配载平衡控制方法、装置及计算机可读介质
CN116303629A (zh) * 2023-05-24 2023-06-23 中国民航信息网络股份有限公司 航班配载数据的复核方法及装置、存储介质及电子设备

Also Published As

Publication number Publication date
CN112418698A (zh) 2021-02-26

Similar Documents

Publication Publication Date Title
WO2022111681A1 (zh) 一种配载控制方法、装置和存储介质
US8068975B2 (en) Determining an estimate of the weight and balance of an aircraft automatically in advance and up to the point of take-off
US9376201B2 (en) Dual boarding system for aircraft
US11176832B2 (en) Systems and methods to integrate real-time internet-connected aircraft data for cargo planning
CN103226789B (zh) 客户飞机定制系统
CN103116920B (zh) 一种手持登机方法
US20100292869A1 (en) Aircraft dispatch information
JP2016510186A (ja) ヘテロジニアス接続による航空機データ通信のための方法及びシステム
CN102129609A (zh) 载重平衡与货运接口系统
US20150148992A1 (en) Determining a Profile for an Aircraft Prior to Flight Using a Fuel Vector and Uncertainty Bands
CN109544000A (zh) 面向航班正常性的航空公司排班计划优化方法和系统
CN112966846A (zh) 旅客签转方法及装置、存储介质及电子设备
US20150149137A1 (en) Method and system for designing an aircraft
US20220405653A1 (en) Systems and Methods for Seamless Feedback Between Aviation Services and Multimodal Transportation Services
US20130113636A1 (en) Apparatus and method for automatically applying meteorological information for aircraft traffic control
WO2014085033A1 (en) Per flight cabin selection
CN106682207B (zh) 查找航线的方法及装置
Rutkowski Safety as an element of creating competitive advantage among airlines given the example of the Airbus A350 XWB and the Boeing 787 Dreamliner aircraft
US10564637B2 (en) Wireless e-signoff system
CN116303629B (zh) 航班配载数据的复核方法及装置、存储介质及电子设备
CN106709576A (zh) 一种带故障飞行条件下的民用飞机失效概率计算方法
CN110766315A (zh) 一种服务请求方法、装置、服务器及存储介质
CN115762243B (zh) 地空数据交互方法、装置及可读介质、计算机程序产品
US20180157996A1 (en) Graphical User Interface to Enable Modification of Multi-Segment Travel Itineraries
CN206711161U (zh) 航空货物发货手续办理设备

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21897181

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 21897181

Country of ref document: EP

Kind code of ref document: A1