Civil flight quantitative refueling management method and related equipment

Abstract

The invention discloses a civil flight quantitative refueling management method and related equipment, and the method comprises the steps: enabling an airline company to push the plan content to a tablet terminal of a unit after making a flight plan; after the unit comprehensively evaluates the total fuel quantity required by flight, the total fuel quantity information passes through the cloud system; the cloud system matches the flight information of five dimensions of a flight number, a tail number, a departure airport, a plan date and a plan departure moment with the information of five dimensions of an airport oil company scheduling system, and pushes the total oil quantity information required by the flight to a corresponding field of the airport oil company scheduling system after successful matching; after receiving the total flight fuel quantity information, the dispatcher arranges an aircraft refueling vehicle to carry out flight refueling on the aircraft; and when the unit arrives at the airplane, the unit checks the fuel quantity data on site, and signs the order after the fuel quantity data is checked to be correct. By means of quantitative refueling management, the average refueling time consumption can be effectively shortened, and a reproducible technical path is provided for digital transformation of fuel management in the aircraft industry.

Description

Technical Field

[0001] The present invention relates to the field of flight fuel management, and in particular to a quantitative refueling management method for civil flights and related equipment. Background Art

[0002] The civil aviation industry still relies heavily on traditional manual processes for fuel management, particularly during refueling, where information transmission and confirmation relies primarily on manual communication and record-keeping. While this model has supported the industry for a long time, the shortcomings of this traditional management model have become increasingly apparent as the air transport industry accelerates its digital transformation. This not only hinders operational efficiency but also leads to increased management costs and low data utilization.

[0003] First, the refueling process presents an efficiency bottleneck. Under the traditional model, crew and refueler coordination requires on-site coordination, and information transfer relies on face-to-face communication, which can easily lead to waiting times due to personnel deployment issues. For example, if the crew arrives at the apron early but the refueler is not yet in place, flight turnaround time can be extended, affecting flight punctuality. This process relies on synchronized personnel operations, lacks flexibility, and can easily become a bottleneck in operational efficiency.

[0004] Secondly, there's a serious problem of information silos. Because traditional refueling data is stored fragmented and lacks standardized management, real-time data sharing between different links is difficult, leading to an information lag between refueling plans and actual execution. For example, the aviation fuel dispatch department is unable to obtain real-time information on a flight's refueling status, which can lead to irrational allocation of refueling resources and even disrupt normal flight operations.

[0005] Third, human error is inevitable. Currently, refueling information transmission still relies on verbal communication in many cases. For example, the crew informs the refueler of the refueling amount via radio, and the refueler manually records and completes the refueling slip. This method not only increases the risk of error, but also may lead to recording errors due to factors such as the refueler's high workload and environmental noise interference.

[0006] Finally, the lack of precise control mechanisms for fuel management can easily lead to fuel waste. Under the influence of uncertain weather conditions, flight diversions, and other factors, crews often prefer to refuel to reduce operational risk. However, without accurate fuel consumption monitoring and forecasting, this "redundant refueling" not only increases fuel consumption but can also lead to additional fuel consumption due to increased aircraft weight, creating a vicious cycle. Furthermore, the lack of real-time and transparency in fuel data makes it difficult for aviation fuel companies to optimize inventory management, further reducing the overall efficiency of the fuel supply chain. Summary of the Invention

[0007] In order to solve at least one of the technical problems existing in the prior art to a certain extent, the purpose of the present invention is to provide a quantitative refueling management method and related equipment for civil aircraft.

[0008] The first technical solution adopted by the present invention is:

[0009] A method for managing quantitative refueling of civil aircraft includes the following steps:

[0010] After the airline prepares the flight plan, it pushes the plan content to the crew's tablet terminal through the system;

[0011] After the crew comprehensively evaluates the total fuel required for the flight, they transmit the total fuel information to the cloud system;

[0012] The cloud system matches the five dimensions of flight information (flight number, tail number, departure airport, planned date, and planned takeoff time) with the five dimensions of information in the airport fuel company's dispatch system. Once the match is successful, the total fuel required for the flight is pushed to the corresponding fields in the airport fuel company's dispatch system.

[0013] Based on the airport fuel company dispatch system, after receiving the total fuel level information of the flight, the dispatcher arranges a fuel truck near the aircraft to refuel the aircraft;

[0014] When the crew arrived at the plane, the flight refueling was almost completed. The crew verified the fuel quantity data on site and signed the order after verification.

[0015] Furthermore, the cloud system matches the flight information in five dimensions, namely, flight number, tail number, departure airport, planned date, and planned take-off time, with the information in five dimensions of the airport oil company's dispatch system, including:

[0016] Calculate the matching value based on flight number, tail number, departure airport, planned date, and planned departure time:

[0017] Match_Score=w1s1+w2s2+w3s3+w4s4+w5s5

[0018] Among them, w1, w2, w3, w4, and w5 are weight coefficients; s1 is the similarity score of the flight number. If the match is consistent, s1 = 1, otherwise s1 = 0; s2 is the similarity score of the tail number. If the match is consistent, s2 = 1, otherwise s2 = 0; S3 is the similarity score of the departure airport. If the match is consistent, s3 = 1, otherwise s3 = 0; s4 is the similarity score of the planned date. If the date is consistent, s4 = 1, if the date differs by one day, s4 = 0.5, otherwise s4 = 0; s5 is the similarity score of the planned departure time. ΔT is the difference in takeoff time, T max is the maximum tolerable time difference;

[0019] If the matching value is greater than or equal to the matching threshold, the match is considered successful, otherwise the match is considered unsuccessful.

[0020] Furthermore, the method for managing quantitative refueling of civil aircraft further includes:

[0021] Build a fuel efficiency digital twin, integrating real-time aircraft performance data with dynamic route optimization algorithms to achieve minute-by-minute fuel strategy adjustments.

[0022] Furthermore, the method for managing quantitative refueling of civil aircraft further includes:

[0023] Build a global oil volume prediction model based on federated learning to realize the value mining of cross-border operational data while ensuring data privacy.

[0024] The second technical solution adopted by the present invention is:

[0025] An electronic device includes a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set, or an instruction set, and the at least one instruction, at least one program, the code set, or the instruction set is loaded and executed by the processor to implement a method for managing quantitative refueling of a civil aircraft as described above.

[0026] The third technical solution adopted by the present invention is:

[0027] A computer-readable storage medium stores at least one instruction, at least one program, a code set, or an instruction set, wherein the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a processor to implement a method for managing quantitative refueling of a civil aircraft as described above.

[0028] The fourth technical solution adopted by the present invention is:

[0029] A computer program product or computer program includes computer instructions stored in a computer-readable storage medium. A processor of a computer device can read the computer instructions from the computer-readable storage medium and execute the computer instructions, causing the computer device to implement the aforementioned method for managing quantitative refueling of civil aircraft.

[0030] Compared with the prior art, the present invention has the following beneficial effects:

[0031] (1) Improved refueling support efficiency: 1) By issuing plans in advance, refueling can begin as soon as the crew arrives, eliminating the need to wait for confirmation from the crew. This significantly improves scheduling flexibility and service efficiency. 2) During the dispatch phase, dispatchers can receive final refueling information 1.5 hours before takeoff, allowing ample time for dispatch and avoiding delays caused by hasty dispatching.

[0032] (2) Reduce the risk of flight delays: The refueling data is pushed in advance to ensure that the work nodes are moved forward, avoiding the risk of refueling and delays while carrying passengers.

[0033] (3) Improve safety margin: Reduce the interference of ground operation vehicles and improve the safety margin.

[0034] (4) Save costs and resources: Accurate quantitative refueling not only reduces the probability of over-refueling of the unit, but also saves fuel and reduces operating costs.

[0035] (5) Improve service quality and customer satisfaction, and enhance the ability to deal with complex situations.

[0036] (6) The gas station attendant fills up the tank as soon as they arrive and leaves immediately, thus improving the utilization rate of the tanker truck. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following introduction is made to the drawings of the embodiments of the present invention or the related technical solutions in the prior art. It should be understood that the drawings introduced below are only for the convenience of clearly describing some embodiments of the technical solutions of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without any creative work.

[0038] Figure 1 This is a flowchart of the steps of a method for managing quantitative refueling of civil aircraft according to an embodiment of the present invention;

[0039] Figure 2 This is a flowchart of China Southern Airlines' quantitative refueling in an embodiment of the present invention. DETAILED DESCRIPTION

[0040] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application and are not to be construed as limiting the present application. For the step numbers in the following embodiments, they are provided only for the convenience of explanation and are not intended to limit the order of the steps. The order of execution of the steps in the embodiments can be adaptively adjusted according to the understanding of those skilled in the art.

[0041] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments and are not intended to limit the embodiments of the present application. The singular forms of "a", "said", and "the" used in the embodiments of the present application and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise. In addition, unless otherwise clearly defined, words such as setting, installing, and connecting should be understood in a broad sense, and those skilled in the art can reasonably determine the specific meanings of the above words in the present invention in combination with the specific content of the technical solution.

[0042] In the description of this application, it should be understood that descriptions involving orientations, such as up, down, front, back, left, right, etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, 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 this application.

[0043] In the description of this application, "several" means one or more, "many" means more than two, "greater than," "less than," and "exceed" are understood to exclude the number itself, while "above," "below," and "within" are understood to include the number itself. The terms "first" and "second" are used solely to distinguish technical features and are not to be construed as indicating or implying relative importance, or as implicitly specifying the number or order of the technical features indicated.

[0044] In the description of this application, "and / or" describes the relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally indicates that the associated objects are in an "or" relationship.

[0045] Currently, on-site fuel management for civil aviation still primarily relies on a traditional model. For example, at Guangzhou Baiyun Airport, the traditional aircraft refueling process relies primarily on manual scheduling by the airport's aviation fuel company's refueling stations. These stations schedule refueling tasks based on the airport's flight display and flight departure times. For standard flights, dispatchers manually assign refueling orders at least one hour before the scheduled departure time, arranging for refuelers to perform refueling operations. This traditional process has exposed numerous operational issues, including the following:

[0046] First, during the refueling transition phase, two unfavorable situations often arise. On the one hand, when the refueler arrives at the flight site on schedule, the flight crew may not have arrived yet. In this case, the refueler is forced to wait for the crew to arrive and provide fuel quantity information, resulting in wasted time and reduced operational efficiency. On the other hand, if the flight crew arrives before the refueler, they will not be able to refuel in time, delaying subsequent operations. Even if the refueler arrives later, if the fuel quantity is large and the refueling time is too long, it may still cause flight delays, leading to complaints from the airline and the flight crew.

[0047] Second, regarding information transmission, the refueler and the flight crew communicated fuel quantity information verbally in person. This method carries a high risk of error. Any discrepancy in the verbal fuel quantity information could result in serious consequences, such as over- or under-fueling. Over-fueling, if exceeding the aircraft's payload, requires pumping fuel or cargo, significantly increasing the likelihood of flight delays. Even if the payload is within the aircraft's payload, a re-plan is required, resulting in wasted payload and unnecessary fuel consumption, potentially causing flight delays. Under-fueling could affect the flight's range and threaten flight safety.

[0048] Third, after refueling is completed, the confirmation and recording process also has drawbacks. The refueler must wait for the crew to sign the paper fuel receipt on site to complete the confirmation process. If the crew is not on site, the refueler is forced to wait for a long time, which seriously reduces work efficiency. In addition, because paper fuel receipts are used, the refueler and the flight crew must each bring the fuel receipt back to their respective systems for manual entry. This process is prone to data entry errors, which have a significant impact on subsequent settlement and production statistics, and may lead to inaccurate financial data and biased operational data analysis.

[0049] In summary, the traditional aircraft refueling process has obvious deficiencies in terms of operational connection, information transmission, and record confirmation, and urgently needs to be optimized and improved to enhance the safety, accuracy, and efficiency of aviation refueling operations and ensure the smooth operation of flights. Based on this, this invention reconstructs the refueling process through digital transformation, aiming to solve the above problems and promote the industry to achieve the following goals:

[0050] First, improving operational efficiency is one of the key values ​​of digital quantitative refueling. Under the traditional model, refuelers need to wait on the flight apron for the crew to confirm the refueling amount, sign and verify the paper fuel bill, and then enter the data into the back-end system. This process is easily affected by factors such as human communication delays and uncertainty about the crew's arrival time, resulting in extended ground support time and even affecting flight punctuality. Digital quantitative refueling, by building a data interconnection platform, automates the flow of key information in the refueling plan and execution process. Refueling data is automatically synchronized to the aviation fuel E system, avoiding tedious manual interaction, thereby reducing ground support time and reducing the risk of flight delays.

[0051] Secondly, cost savings and optimized fuel management are direct economic benefits brought about by electronic refueling instructions. In the traditional refueling process, because fuel quantity information relies on manual transmission, crews often tend to "add a little more" to avoid the potential risk of insufficient fuel, resulting in the actual refueling amount generally being higher than the required amount. This not only increases the airline's fuel costs, but also causes the aircraft to carry additional weight, thereby increasing fuel consumption, forming a vicious cycle. Through electronic refueling instructions, the aviation fuel system can combine historical flight data, weather conditions, route optimization algorithms and other factors to accurately calculate the amount of fuel required for the flight, and automatically push it to the crew for confirmation, thereby reducing redundant refueling at the source. In addition, the digital platform can also monitor the refueling process in real time to ensure the precise matching of fuel supply and demand, improve aviation fuel utilization efficiency, and help airlines achieve green and low-carbon operation goals.

[0052] Finally, the optimization of safety management is also one of the important values ​​of digital quantitative refueling that cannot be ignored. The traditional refueling model relies on manual entry and on-site signatures, which not only increases the probability of human error, but also may lead to missing information due to the loss or misfilling of paper documents. More importantly, in a busy apron environment, the frequent interaction between the crew and the refueler may conflict with other ground support operations, increasing safety risks. Digital quantitative refueling realizes the remote signing and intelligent archiving of fuel orders by building a paperless and automated data flow system. Refuelers can obtain instructions directly in the system without waiting for the crew to arrive for confirmation. In addition, the system can be linked with flight planning, flight scheduling, aviation fuel inventory management and other systems to improve the transparency of information sharing, ensure the standardization and traceability of operating processes, effectively reduce the risk of human operation, reduce the risk of conflicts in flight ground support operations, and improve safety margins.

[0053] Example 1

[0054] like Figure 1 As shown, this embodiment provides a method for managing quantitative refueling of civil aircraft, including the following steps:

[0055] S1. After the airline prepares the flight plan, it pushes the plan content to the crew's tablet terminal through the system;

[0056] S2. After comprehensively evaluating the total fuel required for the flight, the crew transmits the total fuel information to the cloud system;

[0057] S3. The cloud system matches the flight information (flight number, tail number, departure airport, planned date, and planned takeoff time) with the information in the airport fuel company's dispatch system. If the match is successful, the cloud system pushes the total fuel required for the flight to the corresponding fields in the airport fuel company's dispatch system.

[0058] S4. Based on the airport fuel company dispatch system, the dispatcher receives the total fuel level information of the flight and arranges a fuel truck near the aircraft to refuel the aircraft;

[0059] S5. When the crew arrives at the aircraft, the flight refueling is almost completed. The crew verifies the fuel quantity data on site and signs the order after verification.

[0060] The workflow for flight refueling in this embodiment is as follows: After the dispatcher creates a flight plan, the plan is pushed to the crew's PAD via the system. After the crew comprehensively assesses the total fuel required for the flight, this information is transmitted to the airport's aviation refueling station dispatch system via the cloud system. Upon receiving this information, the dispatcher arranges for a refueling truck near the aircraft to refuel the aircraft. This information pushed by the system is equivalent to the refueling confirmation form signed by the crew before refueling. Once the refueler receives this information, refueling can commence. By the time the crew arrives at the aircraft, refueling is nearly complete, and the crew can verify and sign the form.

[0061] As an optional implementation, the method of this embodiment further includes the following steps:

[0062] Build a fuel efficiency digital twin, integrating real-time aircraft performance data with dynamic route optimization algorithms to achieve minute-by-minute fuel strategy adjustments.

[0063] As an optional implementation, the method of this embodiment further includes the following steps:

[0064] Build a global oil volume prediction model based on federated learning to realize the value mining of cross-border operational data while ensuring data privacy.

[0065] As an optional implementation option, we could explore the application of digital RMB smart contracts in cross-border aviation fuel settlements, establishing an innovative mechanism linking automated settlement with carbon quotas. With the maturity of 5G-Advanced and satellite-based ADS-B technologies, intelligent refueling systems are expected to be deeply integrated with air traffic control automation systems, promoting the formation of a new full-cycle fuel management model encompassing "precise pre-flight refueling, dynamic in-flight replenishment, and post-flight energy efficiency analysis."

[0066] The following is a detailed description of the specific embodiment of quantitative refueling management for China Southern Airlines flights.

[0067] (1) System Architecture

[0068] The modules of China Southern Airlines flight quantitative refueling management system are as follows:

[0069] Flight plan push module: The flight plan (including planned fuel quantity) from the dispatch system is transmitted to the crew PAD, and the crew confirms the fuel quantity and moves on to the next link;

[0070] Intelligent matching engine: matches refueling tasks based on five dimensions of data, including flight number, tail number, and departure airport;

[0071] Gas station dispatch module: The airport gas station dispatches fuel trucks after receiving instructions;

[0072] Oil list review and confirmation module: After refueling, the electronic oil list is uploaded to the crew PAD for review and confirmation.

[0073] Correspondingly, see Figure 2 The system implements flight quantitative refueling by executing the following procedure steps:

[0074] 1) After the airline prepares the flight plan, the plan content is pushed to the crew's PAD through the system.

[0075] 2) After the crew comprehensively evaluates the total fuel required for the flight, the total fuel information will be transmitted to the airport aviation refueling station dispatch system through the aviation fuel E-cloud system.

[0076] 3) After receiving the total fuel information of the flight, the dispatcher arranges for a refueling truck near the aircraft to refuel the aircraft.

[0077] 4) Once the refueler receives the information, they can refuel the flight. By the time the crew arrives at the aircraft, the refueling is almost complete. The crew verifies the fuel quantity data and signs the order.

[0078] The technical challenge of this process solution lies in transmitting airline flight schedule data to the dispatch systems of refueling stations at each airport and ensuring that the two data are successfully matched, enabling each airport refueling station to accurately and pre-fill designated flights according to airline requirements. Flight information for refueling stations at each airport originates from each airport. China Civil Aviation currently lacks a unified unique flight ID, which initially created significant challenges in matching. This difficulty is compounded by the daily updates to China Southern Airlines flights, such as changes in tail numbers, cancellations, and delays to the next day, which can result in duplicate flights within the same day. To address this challenge, China Southern Airlines developed an intelligent matching model. The model is as follows: China Southern Airlines' E-Cloud system matches flight information (flight number, tail number, departure airport, departure date, and scheduled takeoff time) with information from the dispatch systems of refueling companies at each airport. Once a match is successful, the total scheduled fuel quantity required for the flight is pushed to the corresponding fields in the refueling company's system. This facilitates refueling dispatchers at refueling stations to assign refueling tasks for the flight.

[0079] The design of the intelligent matching model is described in detail below.

[0080] To overcome the challenge of missing unique flight IDs, this embodiment uses a five-dimensional matching rule: 1) Flight Number; 2) Tail Number; 3) Departure Airport; 4) Scheduled Date; 5) Scheduled Time. The matching rules are shown in Table 1 below:

[0081] Table 1 Multi-dimensional matching algorithm parameter description

[0082]

[0083] The matching value is calculated as:

[0084] Match_Score=w1s1+w2s2+w3s3+w4s4+w5s5

[0085] Among them, w1, w2, w3, w4, and w5 are weight coefficients. Specifically, the weight coefficients are determined through historical data analysis and evaluation to reflect the degree of influence of each dimension on the matching results:

[0086] Flight number (w1=0.3): basic identifier, but susceptible to reuse;

[0087] Tail number (w2 = 0.25): Unique physical identifier, with a higher weight;

[0088] Departure airport (w3=0.2): geographical scope limitation;

[0089] Planned date (w4=0.15): handles cross-day scenarios;

[0090] Planned takeoff time (w5=0.1): time-sensitive, but with a large tolerance.

[0091] Matching threshold setting: Based on experimental data, the matching success threshold is set to 0.8. A score greater than or equal to 0.8 is considered a valid match, otherwise manual review is triggered.

[0092] Note: Weight coefficient w i It can be dynamically adjusted based on actual business needs (e.g., the tail number weight is increased to 0.3). The matching threshold can be customized. For example, for high-risk important flights, the threshold can be set to 0.85 or 0.9.

[0093] The following describes this with a specific example.

[0094] China Southern Airlines flight plan: flight number CZ3537, tail number B5678, departure airport CAN, scheduled date 2025-03-01, scheduled departure time 23:45.

[0095] The aviation fuel company's system records: flight number CZ3537, tail number B5678, departure airport CAN, planned date 2025-03-02, planned take-off time 00:15.

[0096] Calculation process: flight number s1 = 1, tail number s2 = 1, s3 = 1, planned date s4 = 0.5 (one day difference), planned take-off time s5 = 1-30 / 120 = 0.75.

[0097] Match_Score=0.3*1+0.25*1+0.2*1+0.15*0.5+0.1*0.75=0.9

[0098] Since the score was 0.9 > 0.8, the system automatically determined it to be a valid match. The fuel dispatcher checked and found that the flight was delayed, with the date postponed by one day and the time adjusted by 30 minutes. The match was confirmed as valid and the fuel order was dispatched.

[0099] In some embodiments, in response to flight changes (such as delays, tail number changes), the system introduces the following strategies: 1) Dynamic update: synchronize the latest flight status every 15 minutes; 2) Fuzzy matching: allow flexible matching within a time window of ±30 minutes; 3) Manual review: trigger the manual intervention process when the match fails.

[0100] (2) Empirical analysis and effect evaluation

[0101] China Southern Airlines has developed the Jet Fuel E-Cloud system to automate the management of flight refueling. This system seamlessly connects flight information with airport refueling dispatch systems through intelligent matching models, enabling automated management of flight refueling. This digital, intelligent refueling process has been successfully implemented at all of China Southern Airlines' major bases. Starting September 10, 2024, crews will be able to push refueling for China Southern Airlines flights departing from the following airports: Guangzhou, Beijing Daxing, Pudong, Shenzhen, Urumqi, Xi'an, Zhuhai, Guiyang, Nanning, Guilin, Changsha, Wuhan, Zhengzhou, Jieyang, Hongqiao, Hangzhou, Nanjing, Jinan, Qingdao, Yantai, Wenzhou, Ningbo, Yiwu, Hefei, Nanchang, Fuzhou, Xiamen, Kunming, Chengdu, Chongqing, Lhasa, Harbin, Changchun, Shenyang, Dalian, Lanzhou, Xining, Yinchuan, Tianjin, Shijiazhuang, Taiyuan, and Hohhot.

[0102] (2.1) Data sources

[0103] China Southern Airlines’ domestic route data from January to June 2024 was selected to compare the indicators before and after the system was launched.

[0104] (2.2) Key performance indicators (KPIs), as shown in Table 2:

[0105] Table 2 Digitalization improvement

[0106] index Tradition Digitalization promote Average refueling time (minutes) <![CDATA[T0]]> <![CDATA[T0-5]]> -25％ Reduction of paper oil receipts (10,000 pieces) 80 0 100％

[0107] (2.3) Effect evaluation

[0108] First, improve the efficiency of refueling support. Specifically, there are two points:

[0109] 1) By issuing the plan in advance, the refueling process does not need to wait for the crew's confirmation. Refueling can begin as soon as the refueler arrives, significantly improving scheduling flexibility and service efficiency.

[0110] 2) During the dispatch process, dispatchers can receive final fuel quantity information 1.5 hours before takeoff, giving them ample time to make dispatches and avoid delays caused by hasty dispatching of tasks.

[0111] Second, reduce the risk of flight delays: refueling data is pushed in advance to ensure that work nodes are moved forward, avoiding the risk of refueling and delays while carrying passengers.

[0112] Third, improve safety margin: reduce the interference of ground operation vehicles and improve safety margin.

[0113] Fourth, save costs and resources: Accurate quantitative refueling not only reduces the probability of over-refueling of the unit, but also saves fuel and reduces operating costs.

[0114] Fifth, improve service quality and customer satisfaction, and enhance the ability to deal with complex situations.

[0115] Sixth, the gas station attendant fills up the tank as soon as he arrives and leaves immediately, which improves the utilization rate of the gas station truck.

[0116] (2.4) Cost-benefit analysis

[0117] Through cost-benefit analysis (covering direct savings and indirect benefits), this fixed-quantity refueling model can create economic value of over 100 million yuan for China Southern Airlines each year, as shown in Figure 3.

[0118] Table 3 Financial savings

[0119]

[0120] Explanation 1: Saving 5 minutes per flight, assuming 2,000 flights per day, results in an annual reduction in stopover time of 5 minutes x 2,000 x 365 = 3,650,000 minutes. Assuming an average daily utilization rate of 9 hours per aircraft, the annual utilization rate is: 9 hours x 365 x 60 = 197,100 minutes. Therefore, by reducing stopover time through fixed-rate refueling, the additional aircraft capacity can be increased by: 3,650,000 ÷ 197,100 = 18.5 aircraft. The annual value of each aircraft is 100 million yuan, so the value of adding 18.5 aircraft is 1.85 billion yuan.

[0121] Note 2: Saving 5 minutes per flight × 2,000 flights per day × pilot labor cost of 2 yuan / minute × 365 days, the value is 7.3 million yuan.

[0122] Example 2

[0123] An embodiment of the present invention further provides an electronic device, comprising a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set, or an instruction set, and the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by the processor to implement the following Figure 1 A method for managing quantitative refueling of civil aircraft is shown.

[0124] It is understood that the memory may include random access memory (RAM) or read-only memory (ROM). Optionally, the memory includes a non-transitory computer-readable storage medium. The memory may be used to store instructions, programs, codes, code sets, or instruction sets. The memory may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for at least one function, instructions for implementing the various method embodiments described above, etc.; the data storage area may store data created based on the use of the server, etc.

[0125] The processor may include one or more processing cores. The processor utilizes various interfaces and circuits to connect various components within the server. It executes various server functions and processes data by running or executing instructions, programs, code sets, or instruction sets stored in memory, as well as accessing data stored in memory. Optionally, the processor may be implemented using at least one of the following hardware forms: digital signal processing (DSP), field-programmable gate array (FPGA), and programmable logic array (PLA). The processor may integrate one or a combination of a central processing unit (CPU) and a modem. The CPU primarily processes the operating system and application programs, while the modem handles wireless communications. It is understood that the modem may not be integrated into the processor and may be implemented separately via a single chip.

[0126] Since the electronic device is an electronic device corresponding to a method for quantitative refueling management of civil aircraft in an embodiment of the present invention, and the principle of solving the problem by the electronic device is similar to that of the method, the implementation of the electronic device can refer to the implementation process of the above-mentioned method embodiment, and the repeated parts will not be repeated.

[0127] Example 3

[0128] An embodiment of the present invention further provides a computer-readable storage medium, wherein the storage medium stores at least one instruction, at least one program, code set or instruction set, and the at least one instruction, the at least one program, the code set or instruction set is loaded and executed by a processor to implement the following Figure 1 A method for managing quantitative refueling of civil aircraft is shown.

[0129] Those skilled in the art will appreciate that all or part of the steps in the various methods of the above embodiments can be completed by instructing related hardware through a program. The program can be stored in a computer-readable storage medium, and the storage medium includes a read-only memory (ROM), a random access memory (RAM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), a one-time programmable read-only memory (OTPROM), an electronically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, magnetic disk storage, magnetic tape storage, or any other computer-readable medium capable of carrying or storing data.

[0130] Since the storage medium is the storage medium corresponding to a method for quantitative refueling management of civil aircraft in an embodiment of the present invention, and the principle of solving the problem by the storage medium is similar to that of the method, the implementation of the storage medium can refer to the implementation process of the above-mentioned method embodiment, and the repeated parts will not be repeated.

[0131] Example 4

[0132] In some possible implementations, various aspects of the methods of the embodiments of the present invention may also be implemented in the form of a program product, which includes program code. When the program product is executed on a computer device, the program code is used to cause the computer device to execute the steps of a method for managing quantitative refueling of civil aircraft according to various exemplary embodiments of the present application as described above in this specification. The executable computer program code or "code" used to execute the various embodiments may be written in a high-level programming language such as C, C++, Python, Smalltalk, Java, JavaScript, Visual Basic, Structured Query Language (e.g., Transact-SQL), Perl, or in various other programming languages.

[0133] It should be understood that various parts of the present invention can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0134] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0135] The above embodiments are intended only to illustrate the technical concepts and features of the present invention. Their purpose is to enable those skilled in the art to understand the contents of the present invention and implement them accordingly. They are not intended to limit the scope of protection of the present invention. Any equivalent changes or modifications made based on the essence of the present invention are intended to be covered by the scope of protection of the present invention.

Claims

1. A method for managing quantitative refueling of civil aircraft, characterized in that: The following steps are involved: After the airline prepares the flight plan, it pushes the plan content to the crew's tablet terminal; After the crew comprehensively evaluates the total fuel required for the flight, they transmit the total fuel information to the cloud system; The cloud system matches the five dimensions of flight information (flight number, tail number, departure airport, planned date, and planned takeoff time) with the five dimensions of information in the airport fuel company's dispatch system. Once the match is successful, the total fuel required for the flight is pushed to the corresponding fields in the airport fuel company's dispatch system. Based on the airport oil company dispatch system, dispatchers receive the total fuel quantity information for a flight and then arrange for an aircraft refueling truck to refuel the aircraft. When the crew arrives at the aircraft, they verify the fuel quantity data on site and sign the order after verification.

2. A method for managing quantitative refueling of civil aircraft according to claim 1, characterized in that: The cloud system matches the five dimensions of flight information (flight number, tail number, departure airport, planned date, and planned takeoff time) with the five dimensions of information from the airport oil company's dispatch system, including: Calculate the matching value based on flight number, tail number, departure airport, planned date, and planned departure time: Match_Score=w1s1+w2s2+w3s3+w4s4+w5s5 Among them, w1, w2, w3, w4, and w5 are weight coefficients; s1 is the similarity score of the flight number. If the match is consistent, s1 = 1, otherwise s1 = 0; s2 is the similarity score of the tail number. If the match is consistent, s2 = 1, otherwise s2 = 0; s3 is the similarity score of the departure airport. If the match is consistent, s3 = 1, otherwise s3 = 0; s4 is the similarity score of the planned date. If the date is consistent, s4 = 1, if the date differs by one day, s4 = 0.5, otherwise s4 = 0; s5 is the similarity score of the planned departure time. ΔT is the difference in takeoff time, T max is the maximum tolerable time difference; If the matching value is greater than or equal to the preset matching threshold, the match is determined to be successful, otherwise the match is determined to be unsuccessful.

3. A method for managing quantitative refueling of civil aircraft according to claim 1, characterized in that: The method for managing quantitative refueling of civil aircraft further includes: Build a fuel efficiency digital twin, integrating real-time aircraft performance data with dynamic route optimization algorithms to achieve minute-by-minute fuel strategy adjustments.

4. A method for managing quantitative refueling of civil aircraft according to claim 1, characterized in that: The method for managing quantitative refueling of civil aircraft further includes: Build a global oil volume prediction model based on federated learning to realize the value mining of cross-border operational data while ensuring data privacy.

5. An electronic device, characterized in that: The electronic device includes a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set, or an instruction set, and the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by the processor to implement the method according to any one of claims 1 to 4.

6. A computer-readable storage medium, characterized in that The storage medium stores at least one instruction, at least one program, code set or instruction set, and the at least one instruction, the at least one program, the code set or instruction set is loaded and executed by the processor to implement the method according to any one of claims 1 to 4.

7. A computer program product, characterized in that The computer program product comprises computer instructions, which are used to perform the method according to any one of claims 1 to 4 when executed by a processor.

Images