Arrangement structure of airport terminal harbor area with pressure relief positions and scheduling method and application thereof

Abstract

The invention discloses an arrangement structure of an airport terminal harbor area with pressure relief parking spaces and a dispatching method and application of the arrangement structure. The arrangement structure comprises a plurality of left side near parking spaces located on the left side of the harbor area, a plurality of right side near parking spaces located on the right side of the harbor area and a plurality of bottom near parking spaces located at the bottom of the harbor area; airplanes parked at the left side near aircraft position, the right side near aircraft position and the bottom near aircraft position are parked inwards, the near aircraft positions at the corners of the two ends of the bottom of the harbor area are designed into slow pressure aircraft positions which are parked outwards and are convenient for the airplanes to be quickly pushed out by using engines, and two-section gallery bridges are arranged near the slow pressure aircraft positions. The nose of the slow pressure station is parked outwards, so that the airplane can be pushed out quickly by using an engine, and the airport apron airplane dispatching is optimized to improve the airport apron airplane operation efficiency. A new path is provided for daily taxiing of flights close to the airplanes, scene congestion is relieved, aircraft delay is reduced, and the flight bridge approaching rate is increased.

Description

Technical Field

[0001] The present invention belongs to the technical field of terminal bay areas, and in particular relates to a layout structure of a terminal bay area with a pressure relief stand, a scheduling method and an application thereof. Background Art

[0002] The bay area is a U-shaped apron area formed by the two piers of the airport terminal. The bay area has relatively tight resources, complex flight operating rules, and numerous conflicting points in aircraft flow lines, which have become key issues hindering the efficient operation of the airport's airside. With the increase in the number of flights arriving and departing during peak hours, due to limited close-in parking resources, aircraft with delayed flight schedules, aircraft with long stopover times, and aircraft temporarily unable to take off due to weather or mechanical failures are usually temporarily towed out of the close-in parking positions and transferred to distant parking positions to wait, freeing up jet bridge resources for other flights. When the scheduled takeoff time approaches or the problem is resolved, they will be able to taxi back to the close-in parking position on their own or be towed by a tug to continue related ground operations. This temporary scheduling can effectively improve the flight docking rate and the utilization rate of parking resources, and optimize aircraft scheduling in the bay area. However, the long-distance scheduling process of aircraft between near and far parking stands requires a large amount of towing resources, and temporarily pushing a flight out of the stand will occupy taxiway resources, hindering other flights from entering and leaving the port area. Especially when the aircraft is parked at the bottom of the port area, the time required to push the aircraft out will be longer, and the probability of safety accidents will increase accordingly. This not only reduces the airport's operating efficiency, but also increases the pressure on apron operations.

[0003] In addition, due to limited space at the corner where the terminal building in the port area connects to the finger pier, the sliding in and out of the aircraft stand there is difficult, posing a high safety risk. The aircraft stand area is small and the visibility is poor. It takes a long time to push out, the frequency of use is low, and the scheduling flexibility is poor, which in turn results in a waste of close-in aircraft stand resources. Summary of the Invention

[0004] In response to the problems existing in the prior art, the present invention provides a layout structure of a terminal bay area with a pressure relief stand and a scheduling method and application thereof, so as to significantly reduce the operating pressure of the apron.

[0005] The present invention is achieved as follows: a layout structure of a terminal bay area with a pressure relief stand includes a plurality of left-side approach stands located in the left finger pier of the bay area, a plurality of right-side approach stands located in the right finger pier of the bay area, and a plurality of bottom approach stands located at the bottom of the bay area. A jet bridge is provided near each approach stand. Aircraft parked at the left approach stand, the right approach stand and the bottom approach stand are parked with their noses facing inward. The two approach stands at the intersection of the bottom of the bay area and the two ends of the finger pier are designed as pressure relief stands with their noses facing outward, which are convenient for aircraft to be quickly pushed out using engines. A two-section jet bridge is provided near the pressure relief stand. The two-section jet bridge is folded when idle and docked with the aircraft cabin door when unfolded to complete the passenger boarding service.

[0006] Furthermore, the decompression stand is provided with marking lines required for the decompression stand to guide the aircraft to park with its nose facing outward when entering or leaving the decompression stand; and a blow-proof baffle is arranged next to the flight area service lane outside the decompression stand to block the tail jet of the aircraft engine.

[0007] Furthermore, the aircraft parked at the decompression stand can complete the aircraft inspection by maintenance staff, passenger boarding and the aircraft push-out.

[0008] Furthermore, the two-section covered bridge is composed of two sections of movable covered bridges connected to each other.

[0009] Furthermore, the two close positions adjacent to the pressure relief position are adjusted 10°-15° away from the pressure relief position based on the original position with the nose of the aircraft as the axis according to the space requirements of the pressure relief position.

[0010] Furthermore, the marking lines required for the depressurization stand on the ground include self-slideout guide lines. When a flight parked at the depressurization stand receives a slide-out instruction, it starts the engine, relies on the engine thrust, and follows the self-slideout guide lines to quickly slide out of the port area, arrive at the designated area, and wait for the next instruction.

[0011] Furthermore, a fixed-section jet bridge is provided on one side of the decompression stand so that the nose of an aircraft parked at the decompression stand can be parked inward.

[0012] The above-mentioned operation and scheduling method for the terminal bay area with a pressure relief stand includes the following steps:

[0013] (1) After a flight arrives at the terminal bay area and stops at the approaching gate and completes the ground support services for the arriving flight, if its flight schedule is later than the scheduled time, the approaching gate occupancy time is too long, or there is a delay due to mechanical failure or weather factors, a temporary transfer will be made according to demand to release the approaching gate resources;

[0014] (2) If the decompression stand is idle, the aircraft will be towed from the near stand to the decompression stand for temporary parking, and the remaining flight support operations such as passenger boarding and aircraft maintenance will be completed at the decompression stand. When the fault is eliminated or the take-off time is approaching, the aircraft will slide out of the stand by itself under engine power and quickly slide out of the port area according to the guide line. If it needs to return to the original stand, it will slide into the stand by itself or be towed back to the stand by a tow vehicle to continue to complete the remaining support services.

[0015] (3) If the decompression stand is busy, or the waiting time at the decompression stand exceeds 2 hours, choose to tow to a remote stand and wait to release the bay area stand resources.

[0016] A computer-readable storage medium includes a stored computer program, wherein when the computer program is executed, the device where the computer-readable storage medium is located is controlled to execute the above method.

[0017] A computer device comprises a memory, a processor and a program stored and executable on the memory, wherein the program implements the steps of the above method when executed by the processor.

[0018] The advantages and technical effects of the present invention are as follows: parking the nose of the aircraft outward at the decompression stand facilitates the aircraft to quickly taxi out by using the engine at slow speed, optimizes the aircraft scheduling at the apron and improves the operating efficiency of the aircraft at the apron. It provides a new path for the daily push-out and taxiing of flights near the stand, effectively responds to the problems of resource occupation and taxiway congestion caused by the temporary push-out of aircraft from the port area due to emergencies, alleviates scene congestion, reduces aircraft delays, and improves the flight docking rate. At the same time, the original jet bridge and the function of vertically parking the nose inward are retained, making it convenient for arriving flights to slide into the stand by themselves and dock with the jet bridge, quickly boarding and disembarking passengers, and shortening the walking distance for passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a schematic diagram of the layout structure of the terminal bay area with pressure relief parking spaces provided by an embodiment of the present invention.

[0020] Figure 2 This is a taxiing diagram for aircraft scheduling at a decompression stand provided by an embodiment of the present invention.

[0021] Figure 3 This is a layout diagram of apron facilities in a decompression stand area provided by an embodiment of the present invention.

[0022] Figure 4 This is a flow chart of the pressure relief machine position scheduling operation provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0023] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0024] In the description of the present invention, it should be noted that the terms "upper", "middle", "lower", "inside", "outside", "both sides", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings. They are only simplified descriptions for the convenience of describing the present invention, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limitations on the present invention.

[0025] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "provided with," "connected," etc., should be understood in a broad sense. For example, "connected" may refer to a fixed connection, a detachable connection, or an integral connection; it may refer to a mechanical connection or an electrical connection; it may refer to a direct connection or an indirect connection through an intermediate medium; it may refer to internal communication between two components. Those skilled in the art will be able to understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0026] like Figure 1-4 As shown, the layout structure of the terminal bay area with decompression parking positions of the present invention includes a plurality of left-side approach parking positions 1 located at the left pier of the bay area, a plurality of right-side approach parking positions 2 located at the right pier of the bay area, and a plurality of bottom approach parking positions 3 located at the bottom of the bay area. A jet bridge is provided near each approach parking position. The noses of aircraft parked at the left approach parking position 1, the right approach parking position 2 and the bottom approach parking position 3 are parked inward. The two approach parking positions at the corners where the bottom of the bay area meets the two ends of the pier are designed as decompression parking positions 4 with noses facing outward, which are convenient for aircraft to be quickly pushed out using engines. A two-section jet bridge 14 is provided near the decompression parking position 4. The two-section jet bridge 14 is folded when idle and docked with the aircraft cabin door when unfolded to complete the passenger boarding service.

[0027] Furthermore, the ground of the decompression stand 4 is marked with marking lines required for the decompression stand to guide the aircraft to park with its nose facing outward when entering or leaving the decompression stand 4; a blow-proof baffle 12 is arranged close to the flight area service lane 13 outside the decompression stand 4 to block the tail jet of the aircraft engine.

[0028] Furthermore, the aircraft parked at the depressurization stand 4 can complete the aircraft inspection by maintenance staff, passenger boarding and the aircraft push-out.

[0029] Furthermore, the two-section jet bridge 14 is composed of two sections of movable jet bridges connected to each other. When not in use, the jet bridge has the function of being folded up; when in actual use, it can be smoothly unfolded to connect with the flight parked at the decompression stand to facilitate passenger boarding.

[0030] Furthermore, the two close positions adjacent to the pressure relief position are adjusted 10°-15° away from the pressure relief position based on the original position with the nose of the aircraft as the axis according to the space requirements of the pressure relief position.

[0031] Furthermore, the marking lines required for the decompression stand 4 on the ground include a self-slide-out guide line 19. When a flight parked at the decompression stand receives a slide-out instruction, it starts the engine, relies on the engine thrust, and follows the self-slide-out guide line to quickly slide out of the port area, arrive at the designated area, and wait for the next instruction.

[0032] Furthermore, a fixed section of the jet bridge is provided on one side of the decompression stand 4 so that the nose of the aircraft parked at the decompression stand 4 is parked inward.

[0033] The above-mentioned operation and scheduling method for the terminal bay area with a pressure relief stand includes the following steps:

[0034] (1) After a flight arrives at the terminal bay area and stops at the approaching gate and completes the ground support services for the arriving flight, if its flight schedule is later than the scheduled time, the approaching gate occupancy time is too long, or there is a delay due to mechanical failure or weather factors, a temporary transfer will be made according to demand to release the approaching gate resources;

[0035] (2) If the decompression stand is idle, the aircraft will be towed from the near stand to the decompression stand for temporary parking, and the remaining flight support operations such as passenger boarding and aircraft maintenance will be completed at the decompression stand. When the fault is eliminated or the take-off time is approaching, the aircraft will slide out of the stand by itself under engine power and quickly slide out of the port area according to the guide line. If it needs to return to the original stand, it will slide into the stand by itself or be towed back to the stand by a tow vehicle to continue to complete the remaining support services.

[0036] (3) If the decompression stand is busy, or the waiting time at the decompression stand exceeds 2 hours, choose to tow to a remote stand and wait to release the bay area stand resources.

[0037] During normal operations, corner stands typically park aircraft nose-inward. If the bay area requires temporary parking, aircraft can be parked at a slow speed and then pushed out. If there is a conflict in bay area flights, the relief stands can be used to temporarily park aircraft, acting as a buffer.

[0038] A computer-readable storage medium includes a stored computer program, wherein when the computer program is executed, the device where the computer-readable storage medium is located is controlled to execute the above method.

[0039] A computer device comprises a memory, a processor and a program stored and executable on the memory, wherein the program implements the steps of the above method when executed by the processor.

[0040] The present invention designs the corner parking spaces at the bottom of the terminal bay area connected to the finger pier into reversible parking spaces, which can be used for temporary docking by aircraft to free up jet bridge and taxiway resources. Aircraft at the parking spaces can be easily launched quickly by slow train, or aircraft waiting in the bay area can slide into the parking spaces by themselves, thus optimizing apron aircraft scheduling and improving apron aircraft operating efficiency. It provides a new path for the daily push-out and taxiing of flights near parking spaces, effectively dealing with problems such as resource occupation and taxiway congestion caused by the temporary push-out of aircraft from the bay area due to emergencies, alleviating congestion, reducing aircraft delays, and improving flight docking rates.

[0041] The decompression stand consists of two corner stands formed by the bay floor and two side piers. They provide temporary parking and maintenance for aircraft under Category E. When a flight parked at a near-parking stand needs to be temporarily relocated to a remote stand due to weather conditions at the destination, delayed flight schedules, or other mechanical problems, it can be pushed to the decompression stand by an aircraft tug. There, support and maintenance can be completed, and passengers can board using a two-stage jet bridge. After maintenance or normal pushback, the aircraft can simply roll out of the decompression stand using its engines for a quick departure from the bay. The jet bridge and vertical inward parking feature of the original stand are also retained, allowing arriving flights to slide into the stand and dock with the jet bridge for quick passenger boarding and disembarkation. During normal operations, the corner stands are typically parked with their noses facing inward. If the bay requires a temporary slot, aircraft can be automatically rolled in at a slow speed and then pushed out. If there are conflicts in bay flight operations, the decompression stand can be used as a temporary stop, providing a buffer.

[0042] The aircraft stand layout area on the left side of the harbor area: The aircraft stands in this area are all close-in aircraft stands. The aircraft stand resources are limited and the flight support pressure is extremely high. In order to solve the problem of excessive occupation of close-in aircraft stands by long stopover flights, tractors are often used to complete the turnover of close-in and far-out aircraft stands in the terminal. However, during the turnover process, flights occupy taxiway resources, hindering the normal entry and exit of other flights. The design of the pressure relief aircraft stands provides parking space for temporary turnover of flights and reduces the occupation of taxiway resources by flight scheduling.

[0043] The aircraft stand layout area at the right side pier of the harbor area is the same as the aircraft stand layout area at the left side pier of the harbor area.

[0044] Layout of the bottom aircraft stands in the harbor area: In addition to the turnover problem mentioned above, the aircraft stands here also face difficulties in push-out taxiing operations due to the limited space at the bottom of the harbor area. The design of the pressure relief aircraft stands provides turnover space for the push-out of the bottom aircraft stands, facilitating daily turnover of flights.

[0045] Decompression stand setting area: The area involved in the layout of decompression stands is designed on the basis of the existing port area. No civil engineering work is required during the renovation. It is only necessary to add the marking lines, anti-blowing baffles and two-section jet bridges required for decompression stands on the basis of the existing airfield layout.

[0046] Close-to-parking stand phase 5: During this phase, the aircraft can complete all flight ground operations such as boarding and disembarking passengers and ground support. It can also be transferred to a decompression stand for temporary parking after completing passenger disembarkation and complete the remaining support operations.

[0047] Towing stage 6: In this stage, several maintenance personnel assist in guiding the towing vehicle to push the aircraft from the close parking position to the decompression parking position according to the guidance of the ground taxiing guide line, completing the aircraft transfer and releasing the close parking position jet bridge resources. At the same time, the transfer of flights to the nearest parking position avoids the problems of resource occupation and taxiway congestion caused by the temporary push and pull of flights from the port area due to emergencies or daily scheduling, thus alleviating congestion, reducing aircraft delays, and improving the flight bridge rate.

[0048] Pressure relief stand parking phase 7: In this phase, the aircraft is parked at the pressure relief stand and can complete the remaining work processes of the previous phase, such as aircraft inspection by maintenance personnel, passenger boarding, and aircraft pushout.

[0049] Self-taxiing stage 8: The aircraft relies on its own engine power from the decompression stand and quickly taxis out of the port area along the departure taxiing guide line.

[0050] The design of the pressure relief machine position involves area 9: The area involved in the setting of the pressure relief machine position. In order to leave sufficient space for the layout of the pressure relief machine position, the angles of the surrounding adjacent positions need to be adjusted to ensure the daily operation needs of the pressure relief machine position.

[0051] Concourse 10: This structure connects the terminal building to the aircraft parking stands within the airport. It is a layout design that improves airport operational efficiency and passenger and parking capacity. By distributing passenger traffic across different concourses, it reduces passenger wait times, improves airport operations, and increases the number of close-in aircraft stands at the terminal. However, the concourse design creates a dead zone between the terminal building and the concourse, which reduces flight scheduling efficiency.

[0052] Fixed jet bridge section 11: This structural device connects the terminal building and the movable jet bridge section, used for passenger boarding and disembarking. It provides passengers with the convenience and comfort of walking directly from the terminal building to the aircraft cabin, while also providing a safe passage.

[0053] Blowout Shield 12: Aircraft parked in depressurized parking positions rely on engine power to taxi out. To prevent engine startup from causing damage to the terminal building, roadway-side facilities, and apron ground support personnel, blowout shields are deployed to block the engine exhaust blast. Placing the shield close to the roadway effectively minimizes engine exhaust blast from intruding into the active airfield area, ensuring the normal operation of other airfield facilities and equipment.

[0054] Airfield service lane 13: a lane for various support vehicles in the airport airfield. The design of the anti-blowing baffle 12 ensures that when the aircraft at the pressure relief stand starts its engine, it will not affect the vehicles driving on the surrounding lanes.

[0055] Two-section jet bridge 14: This device connects the aircraft door to the fixed section of the jet bridge. To meet the design requirements of decompression stands, this specialized two-section jet bridge can be easily stowed when not in use, preventing disruption to the normal parking of aircraft. When the decompression stand is in use, the two-section jet bridge unfolds, docking with the aircraft door to facilitate passenger boarding.

[0056] Squeeze Stand Marking Line 15: Squeeze Stand Flight Parking Area. Squeeze stands are located in accordance with the safety spacing requirements of the "Technical Standards for Civil Airport Airfields." These stands feature both nose-out and nose-in designs, facilitating quick entry and exit for temporary landings.

[0057] Stand Safety Line 16: A ground marking used to identify aircraft parking locations. It restricts access to the aircraft stand area by ground vehicles and pedestrians, ensuring safety around the aircraft. It also indicates the movement range of ground handling vehicles and personnel, reducing the risk of accidents related to aircraft operations and ensuring the safety of airport ground operations. For adjacent parking stands, adjustments will be made to the existing space based on the space requirements of the parking stand.

[0058] Temporary Operation Waiting Area 17: This area is composed of safety lines near the aircraft stand and can be used for temporary placement of related facilities and equipment by maintenance personnel, as well as for parking vehicles related to ground support services. When the aircraft taxis out, maintenance personnel can stand in this area to guide the aircraft to taxi out.

[0059] Aircraft turnaround taxi guide line 18: When the original nose-pointing vertically inward aircraft stand at the pressure relief stand is vacant, flights at the surrounding aircraft stands can complete the terminal turnaround with the assistance of a tractor according to the aircraft turnaround taxi guide line.

[0060] Self-slip guide line 19: When a flight parked at a depressurized parking position receives a slip-out instruction, it starts the engine and, relying on engine thrust, follows the self-slip guide line to quickly slip out of the harbor area, arrive at the designated area, and wait for the next instruction.

[0061] Relief stands: To prevent flights from occupying stands for too long during stopovers, these stands can be used as priority stands, staggered stands, and sequence adjustment stands.

[0062] 1. Relief stands are priority stands. During the morning rush hour at the airport, when flights depart in large numbers and taxiway resources are tight, the design of relief stands in the harbor area allows departing flights to be towed to the harbor area and parked with their noses facing outward. This allows aircraft to start their engines directly after completing flight support and quickly taxi out of the harbor area under their own power, without the need for a tow truck. This not only reduces the use of ground vehicles, but also significantly shortens the preparation time from the stand to the taxiway, reducing the occupancy of taxiways and other stands, thereby alleviating operational pressure at the airport during peak hours.

[0063] 2. As staggered aircraft positions, the pressure relief positions can improve the flexibility of flight scheduling in the port area. The staggered aircraft positions can be used as temporary waiting areas, providing a larger operating space for flight scheduling. This allows multiple aircraft positions in the port area to be deployed in groups while maintaining a safe distance, thereby improving flight departure efficiency.

[0064] 3. As a scheduling stand, the easing stand plays a crucial role in resolving conflicts between the docking, pushback, and taxiing of flights at the bottom of the port bay. By providing a temporary taxi holding area, the easing stand allows flights to dock and pushback in the optimal sequence, thereby reducing interference between flights.

[0065] like Figure 4 As shown, after an incoming flight docks at a close stand in the terminal's bay area and completes ground support for incoming flights, if the wait time at the close stand exceeds four hours, it can be temporarily relocated to free up close stand resources. At this point, if the ramp stand is available, a tow truck will tow the aircraft from the close stand to the ramp stand for temporary parking, where it can continue with the remaining operations, including passenger boarding and aircraft maintenance. Once the fault has been resolved or when takeoff is near, the aircraft will taxi out to the taxiway under engine power, quickly exiting the bay area following the guidance lines. If the aircraft needs to return to its original stand, it will be towed back by a tow truck. If the ramp stand is busy or the wait time at the ramp stand is too long, the aircraft can be towed to a remote stand to wait, freeing up bay area stands and improving the aircraft's docking rate. This scheduling method not only improves the turnover rate of close-in parking positions, but also effectively reduces taxiway occupancy time and resource waste, ensuring efficient operation of the airport during busy periods.

[0066] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented in whole or in part in the form of a computer program product, the computer program product includes one or more computer instructions. When the computer program instructions are loaded or executed on a computer, the process or function described in the embodiment of the present invention is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from one website, computer, server or data center to another website, computer, server or data center via a wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL) or wireless (e.g., infrared, wireless, microwave, etc.)) method. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media integrated. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape) or an optical medium.

[0067] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A layout structure of a terminal bay area with a pressure relief stand, comprising a plurality of left-side approach stands (1) located in the left pier of the bay area, a plurality of right-side approach stands (2) located in the right pier of the bay area, and a plurality of bottom approach stands (3) located at the bottom of the bay area, wherein a jet bridge is provided near each approach stand, and aircraft parked at the left approach stand (1), the right approach stand (2) and the bottom approach stand (3) are parked with their noses facing inwards, characterized in that: The two near-parking positions at the intersection of the bottom of the harbor area and the two ends of the finger corridor are designed as decompression positions (4) with the nose of the aircraft facing outward, which are convenient for the aircraft to be quickly pushed out using the engine. A two-section jet bridge (14) is set near the decompression position (4). The two-section jet bridge (14) is folded when idle and docked with the aircraft door when unfolded to complete the passenger boarding service.

2. The layout structure of the terminal bay area with a pressure relief stand according to claim 1 is characterized in that: The decompression stand (4) is provided with a marking line required for the decompression stand on the ground to guide the aircraft to park with its nose facing outwards to enter or leave the decompression stand (4); and a blow-proof baffle (12) is arranged close to the flight area service lane (13) outside the decompression stand (4) to block the tail jet of the aircraft engine.

3. The layout structure of the terminal bay area with a pressure relief stand according to claim 1 is characterized in that: The aircraft parked at the decompression stand (4) can complete the aircraft inspection by maintenance staff, passenger boarding and the aircraft push-out.

4. The layout structure of the terminal bay area with a pressure relief stand according to claim 1 is characterized in that: The two-section covered bridge (14) is composed of two sections of movable covered bridges connected to each other.

5. The layout structure of the terminal bay area with a pressure relief stand according to claim 1 is characterized in that: The two close positions adjacent to the pressure relief position are adjusted 10°-15° away from the pressure relief position based on the original position and with the nose of the aircraft as the axis according to the space requirements of the pressure relief position.

6. The layout structure of the terminal bay area with a pressure relief stand according to claim 1 is characterized in that: The marking lines required for the decompression stand (4) on the ground include a self-sliding guide line (19). When a flight parked at the decompression stand receives a decompression instruction, it starts the engine and relies on the engine thrust to quickly slide out of the harbor area according to the guidance of the self-sliding guide line to arrive at the designated area and wait for the next instruction.

7. The layout structure of the terminal bay area with a pressure relief stand according to claim 1 is characterized in that: A fixed section of the bridge is provided on one side of the decompression stand (4), so that the nose of the aircraft parked at the decompression stand (4) is parked inward.

8. The operation scheduling method for a terminal bay area with a pressure relief stand according to any one of claims 1 to 7, characterized in that: The following steps are involved: (1) After a flight arrives at the terminal bay area and stops at the approaching gate and completes the ground support services for the arriving flight, if its flight schedule is later than the scheduled time, the approaching gate occupancy time is too long, or there is a delay due to mechanical failure or weather factors, a temporary transfer will be made according to demand to release the approaching gate resources; (2) If the decompression stand is idle, the aircraft will be towed from the near stand to the decompression stand for temporary parking, and the remaining flight support operations such as passenger boarding and aircraft maintenance will be completed at the decompression stand. When the fault is eliminated or the take-off time is approaching, the aircraft will slide out of the stand by itself under engine power and quickly slide out of the port area according to the guide line. If it needs to return to the original stand, it will slide into the stand by itself or be towed back to the stand by a tow vehicle to continue to complete the remaining support services. (3) If the decompression stand is busy, or the waiting time at the decompression stand exceeds 2 hours, choose to tow to a remote stand and wait to release the bay area stand resources.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium includes a stored computer program, wherein when the computer program is executed, the device where the computer-readable storage medium is located is controlled to execute the method according to claim 8.

10. A computer device, characterized in that: The computer device includes a memory, a processor, and a program stored and executable on the memory, and the steps of the method according to claim 8 are implemented when the program is executed by the processor.

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