Optimal Design Method and System for the Operating Procedures of the U-shaped Area on the Apron of Civil Aviation Airports

Abstract

The present invention discloses an optimal design method and system for the operation procedure of the U-shaped area on the apron of a civil aviation airport. The method includes the following steps: Step 1, according to the historical operation data of the airport, the airport operation periods are divided into low-flow operation and high-flow operation. For the low-flow operation period, part of the U-shaped area operation area is opened for it, that is, the local sharing type operation procedure; for the high-flow period, under the condition of maintaining a safe interval, all the U-shaped area operation areas are opened for it, that is, the global sharing type operation procedure; Step 2, according to the characteristics of the low-flow operation flight flow used in the local sharing type operation procedure, determine the conditions for flights to be allowed to enter and push out of the U-shaped area in the local sharing type operation procedure, and design flight waiting rules and taxiing rules; Step 3, according to the characteristics of the high-flow operation flight flow used in the global sharing type operation procedure, determine the conditions for flights to be allowed to enter and push out of the U-shaped area in the global sharing type operation procedure, and design flight waiting rules and taxiing rules.

Description

Technical Field

[0001] The present invention belongs to the technical field of civil aviation, and particularly relates to an optimal design method and system for the operation procedure of the U-shaped area of a complex apron. Background Art

[0002] With the rapid growth of global air travel demand, the contradiction between the increasing air traffic flow at large busy airports and the relatively limited airport supply capacity has become increasingly prominent. The resulting surface conflicts, congestion, and delays have further exacerbated the problems of aircraft fuel consumption and gas emissions, becoming common pain points and industry-wide issues that are widely concerned by airports, air traffic control, and airlines.

[0003] Looking at the existing achievements, most current research and practical work are based on specific surface operation procedures or rules, and use means such as resource supply capacity assessment and spatio-temporal resource optimization scheduling to improve the safety and efficiency of arriving and departing aircraft. However, the optimization design of the "surface operation procedure" has been overlooked at the root level. With the gradual large-scale research and wide application of the theoretical methods of runway operation procedures and taxiway operation procedures, especially in the current real-world context where the civil aviation industry is vigorously promoting apron control handover, the problem of apron operation procedure optimization is even more urgent, and there are also more theoretical methods that need to be broken through. In the apron area of complex airports, the geographical distribution of parking positions is dense, the operating space of aircraft is limited, the arriving and departing activities interact frequently, and there are often certain control operation blind spots. The airport U-shaped area is a three-sided closed U-shaped apron area surrounded by two adjacent concourses and the main terminal building, and parking positions and taxiways are provided in this area. Currently, the operation procedure implemented for the double-channel narrow-spacing U-shaped area is an exclusive operation procedure, that is, only one aircraft is allowed to operate in the airport U-shaped area at a time, and adjacent aircraft at parking positions are prohibited from moving simultaneously. If there is a departing aircraft being pushed out and started up in the U-shaped area, the arriving aircraft must wait outside the U-shaped area, and the remaining departing aircraft in the U-shaped area must also queue up and wait to be pushed out one by one. This kind of operation procedure has strict restrictions and is prone to conflicts and delays. In fact, a scientific and reasonable apron operation procedure can essentially improve the safety, efficiency, and smooth operation of arriving and departing aircraft in the apron area, while an unreasonable apron operation procedure greatly restricts the operation efficiency and energy conservation and emission reduction level of the apron area and even the entire surface system. Summary of the Invention

[0004] The purpose of the present invention is to provide an optimal design method and system for the operation procedure of the U-shaped area of a civil aviation airport apron, so as to enable multiple flights to move simultaneously in the U-shaped area and promote the intensive utilization of apron operation resources and the maximization of operation efficiency improvement.

[0005] To achieve the above purpose, the present invention adopts the following technical solutions:

[0006] An optimal design method for the operation procedure of the U-shaped area on the apron of a civil aviation airport, comprising the following steps:

[0007] Step 1: According to the historical operation data of the airport, divide the airport operation time periods into low-flow operation and high-flow operation. For the low-flow operation time periods, open part of the U-shaped area operation area, that is, the local sharing type operation procedure; for the high-flow time periods, under the condition of maintaining a safe interval, open all the U-shaped area operation areas, that is, the global sharing type operation procedure;

[0008] Step 2: According to the characteristics of the low-flow operation flight flow used in the local sharing type operation procedure, determine the conditions for flights to be allowed to enter and push out of the U-shaped area in the local sharing type operation procedure, and design flight waiting rules and taxiing rules;

[0009] Step 3: According to the characteristics of the high-flow operation flight flow used in the global sharing type operation procedure, determine the conditions for flights to be allowed to enter and push out of the U-shaped area in the global sharing type operation procedure, and design flight waiting rules and taxiing rules.

[0010] The said Step 1 includes:

[0011] Step 1-1: Obtain the historical operation data of the airport for one year, including the flight takeoff and landing frequency data, and obtain the annual peak-hour flight distribution of the airport; among them, the annual peak-hour flight distribution of the airport follows a Poisson distribution;

[0012] Step 1-2: For the Poisson distribution obtained in Step 1-1, calculate its mean value λ, that is, the mean value of the number of flight arrivals. If the number of flights in the current time period of the airport is less than the mean value, then judge that this operation time period is low-flow operation; if the number of flights in the current time period is greater than or equal to the mean value, then judge that this operation time period is high-flow operation;

[0013] Step 1-3: For the low-flow operation time periods, open part of the U-shaped area operation area, that is, the local sharing type operation procedure; for the high-flow time periods, under the condition of maintaining a safe interval, open all the U-shaped area operation areas, that is, the global sharing type operation procedure.

[0014] The said Step 2 includes:

[0015] Step 2-1: Query the relevant intervals for the operation of civil aviation aircraft, divide each U-shaped area into three partitions of "outer", "middle" and "inner", regard the two taxiways in the U-shaped area as one taxiway for use, and stipulate that inbound and outbound flights are not allowed to taxi laterally and stagger with another aircraft in the U-shaped area, so as to ensure that the aircraft operation meets the various safety interval regulations of civil aviation;

[0016] Step 2-2: Design the operating program for local sharing. The departing aircraft at the top position inside the U-shaped area is pushed straight backward and stops with its attitude perpendicular to the taxiway within the area; for the departing flights at the other positions except the top position inside the U-shaped area, they are pushed to the nearest taxiway within the area and stop with their attitudes parallel to the taxiway inside the U-shaped area and the nose facing the entrance direction of the U-shaped area.

[0017] Step 2-3: For the areas divided in Step 2-1, design the program for departing flights to push out of the U-shaped area. The local sharing operating program stipulates that only one aircraft can be pushed out from the outer area and the inner area each time. If there is an aircraft starting up and being pushed out in the middle area, the aircraft in the inner area and the outer area cannot be pushed. After the aircraft in the inner area is pushed to the designated position, both aircraft can start up. The aircraft in the middle area should be pushed into the inner area first, and then the aircraft in the outer area can be pushed. Both aircraft can start up only after reaching the designated positions.

[0018] Step 2-4: For the areas divided in Step 2-1, design the program for arriving flights to enter the U-shaped area. The local sharing operating program stipulates that when there is a flight starting up in the U-shaped area, the aircraft at the adjacent position to the entrance of the U-shaped area in the direction of the aircraft starting up can enter the position normally, and the arrival flight position cannot be adjacent to the departure flight position that is operating within the area.

[0019] The said Step 3 includes:

[0020] Step 3-1: Query the relevant intervals for aircraft operation stipulated by civil aviation regulations to determine the minimum safety interval for apron operation. The two taxiways inside the U-shaped area are regarded as one taxiway for use. It is stipulated that both departing and arriving flights are not allowed to taxi laterally and stagger with another aircraft inside the U-shaped area, so as to ensure that the aircraft operation meets the safety interval regulations of civil aviation.

[0021] Step 3-2: Design the operating program for global sharing. The departing aircraft at the top position inside the U-shaped area is pushed straight backward and stops with its attitude perpendicular to the taxiway within the area; for the departing flights at the other positions except the top position inside the U-shaped area, they are pushed to the nearest taxiway within the area and stop with their attitudes parallel to the taxiway inside the U-shaped area and the nose facing the entrance direction of the U-shaped area.

[0022] Step 3-3: For the safety interval stipulated in Step 3-1, design the program for departing flights to push out of the U-shaped area. If there is an arriving flight entering the U-shaped area currently, wait for the arriving flight to stop before the departing flight can be pushed out; if there is no arriving flight currently, the departing flight can be pushed out while maintaining the safety interval and slide out of the U-shaped area while maintaining the safety interval.

[0023] Step 3-4: For the safety interval stipulated in Step 3-1, design the program for arriving flights to enter the U-shaped area. If there is a departing flight being pushed out currently, wait for the departing flight to slide out of the U-shaped area before the arriving flight can slide in.

[0024] An optimal design system for the operation procedure of the U-shaped area on the apron of a civil aviation airport, including an airport operation time period division module, a flight waiting rule design module, and a flight taxiing rule design module, wherein:

[0025] The airport operation time period division module is used to divide the airport operation time period into low-flow operation and high-flow operation according to the historical operation data of the airport. For the low-flow operation time period, part of the U-shaped area operation area is opened for it, that is, the local sharing type operation procedure; for the high-flow time period, under the condition of maintaining a safe interval, all the U-shaped area operation areas are opened for it, that is, the global sharing type operation procedure;

[0026] The flight waiting rule design module is used to determine the conditions for flights to be allowed to enter and push out of the U-shaped area in the local sharing type operation procedure according to the characteristics of the low-flow operation flight flow used in the local sharing type operation procedure, design the flight waiting rules, and determine the conditions for flights to be allowed to enter and push out of the U-shaped area in the global sharing type operation procedure according to the characteristics of the high-flow operation flight flow used in the global sharing type operation procedure, and design the flight waiting rules;

[0027] The flight taxiing rule design module is used to determine the conditions for flights to be allowed to enter and push out of the U-shaped area in the local sharing type operation procedure according to the characteristics of the low-flow operation flight flow used in the local sharing type operation procedure, design the flight taxiing rules, and determine the conditions for flights to be allowed to enter and push out of the U-shaped area in the global sharing type operation procedure according to the characteristics of the high-flow operation flight flow used in the global sharing type operation procedure, and design the flight taxiing rules.

[0028] Beneficial effects: An optimal design method and system for the operation procedure of the U-shaped area on the apron of a civil aviation airport according to the present invention divides the airport operation state into two situations of low flow and high flow according to the hourly flight flow of the airport. Based on different hourly flows, the present invention uses the existing apron taxiing channels and nodes to design operation procedures for different flight flows. Based on the phenomenon of the decline in apron intensification and operation efficiency caused by the unreasonable design of the current apron operation procedure, the present invention uses the historical operation data of the airport and starts from the actual apron operation perspective to design U-shaped area operation procedures suitable for different flows. The apron operation management department can effectively reduce flight conflicts and improve the utilization degree of apron resources by adopting a scientific apron U-shaped area operation procedure according to the actual flow situation on the apron. Brief Description of the Drawings

[0029] Figure 1 It is a schematic diagram of aircraft pushing out simultaneously in the outer area and the inner area of the local sharing type operation procedure;

[0030] Figure 2 It is a schematic diagram of aircraft pushing out simultaneously in the outer area and the middle area of the local sharing type operation procedure;

[0031] Figure 3 Schematic diagram of aircraft push-out in both the central area and the inner area in the local shared operation program

[0032] Figure 4 Schematic diagram of inbound aircraft in the outer area and outbound aircraft in the central area and the inner area in the local shared operation program

[0033] Figure 5 Schematic diagram of inbound aircraft in the outer area and the central area and outbound aircraft in the inner area in the local shared operation program

[0034] Figure 6 Schematic diagram of the global shared operation program Detailed implementation manners

[0035] The present invention will be further explained below with reference to the accompanying drawings

[0036] As Figures 1 to 6 shown, the optimal design method for the operation program of the U-shaped area of the civil aviation airport apron of the present invention includes the following steps

[0037] (1) Determine the low-flow operation stage and the high-flow operation stage according to the flight flow; specifically including

[0038] (1.1) Select the airport operation data of the latest year, including the flight takeoff and landing frequency data, obtain the annual peak-hour flight distribution of the airport, and count the frequency distribution histogram of the flight distribution in the hourly period

[0039] (1.2) According to the obtained peak-hour flight frequency distribution, obtain the average value of the flight frequency. If the flight frequency of the airport at the current time period is less than the average value, it is determined that the operation time period is a low-flow operation; if the flight frequency at the current time period is greater than or equal to the average value, it is determined that the operation time period is a high-flow operation

[0040] (1.3) For the low-flow operation time period, open part of the U-shaped area operation area for it, that is, the local shared operation program; for the high-flow time period, open all the U-shaped area operation areas for it under the condition of maintaining a safe interval, that is, the global shared operation program

[0041] (2) According to the characteristics of low - flow operating flight flows used by the local - sharing type of operating program, determine the conditions for flights in the local - sharing type of operating program to be allowed to enter and push out of the U - shaped area, and design flight waiting rules and taxiing rules; specifically including (2.1) Query the relevant intervals for aircraft operations stipulated by civil aviation regulations. Divide each U - shaped area into three sub - areas: "outer", "middle", and "inner". The two taxiways within the U - shaped area are regarded as one taxiway for use. It is stipulated that inbound and outbound flights are not allowed to taxi laterally and stagger with another aircraft within the U - shaped area, so as to ensure that various safety interval regulations of civil aviation are met during aircraft operations. Use the distance from the boundary of the sub - area to the entrance of the U - shaped area to represent each sub - area of the U - shaped area. Among them, the distance from the boundary of the middle area to the entrance of the U - shaped area is X 12 , and the distance from the boundary of the inner area to the entrance of the U - shaped area is X 23 ;

[0042] (2.2) Design the local - sharing type of operating program. The departing aircraft at the top position inside the U - shaped area is pushed straight backward, and the attitude is perpendicular to the taxiway within the area when it stops; for departing flights at other positions except the top position inside the U - shaped area, they are pushed out to the taxiway within the area nearby, and the attitude is parallel to the taxiway within the U - shaped area with the nose facing the entrance direction of the U - shaped area when it stops;

[0043] (2.3) For the areas divided in step (2.1), design the program for departing flights to push out of the U - shaped area: The local - sharing type of operating program stipulates that only one aircraft can be pushed out from the outer area and the inner area each time. If there is an aircraft starting to push out and start the engine in the middle area, the aircraft in the inner area and the outer area cannot be pushed out; after the aircraft in the inner area is pushed out to the designated position, both aircraft can start the engine; the aircraft in the middle area is first pushed into the inner area, and then the aircraft in the outer area can be pushed out. Both aircraft can start the engine only after reaching the designated positions;

[0044] After the departing aircraft f removes the wheel chocks, it is necessary to determine whether to wait and the waiting time according to the status of the aircraft f' that is being pushed out or is inbound within the U - shaped area. If the current departing aircraft f is located in the inner area of the U - shaped area and there is an inbound aircraft f' in operation at this time, the current aircraft needs to wait for a duration of where L p' is the distance from the parking position of the aircraft f' to the entrance of the U - shaped area, δ f' is the distance that the aircraft f' has taxied out, and V is the operating speed of the aircraft; if there is a departing aircraft f' in operation at this time, the duration that the current aircraft needs to wait is If the current departing aircraft f is located in the middle area of the U - shaped area and there is an inbound aircraft f' in operation at this time, the current aircraft f needs to wait for a duration of If there is a departing aircraft f' in operation at this time, the duration that the current aircraft needs to wait is If the current departing aircraft f is located in the outer area of the U - shaped area and there is an inbound aircraft f' in operation at this time, the duration that the current aircraft needs to wait is At this time, there is a departing aircraft f' in operation, and the waiting duration for the current aircraft is

[0045] (2.4) For the area divided in step (2.1), design the procedure for inbound flights to enter the U-shaped area: The local shared operation procedure stipulates that when there is a flight starting up in the U-shaped area, the aircraft positions in the adjacent area of the U-shaped area entrance from the starting-up aircraft area can be normally positioned, and the inbound flight positions shall not be adjacent to the positions of the departing flights operating in the area. When the inbound aircraft arrives at the U-shaped area entrance, it needs to wait according to the push-back situation of the aircraft in the U-shaped area and the situation of the inbound aircraft in the U-shaped area;

[0046] If there is an aircraft f' starting to push back at the apron position in the inner area of the U-shaped area, the inbound aircraft going to the middle area and the outer area do not need to wait, while the inbound aircraft f going to the inner area needs to wait, and the waiting time is If there is an aircraft f' starting to push back at the apron position in the middle area of the U-shaped area, the inbound aircraft going to the outer area do not need to wait, while the inbound aircraft f going to the inner area and the middle area needs to wait, and the waiting time is If there is an aircraft f' starting to push back at the apron position in the outer area of the U-shaped area, all inbound aircraft need to wait, and the waiting time is If there are aircraft f' and f” starting to push back simultaneously in the outer area and the inner area, or the inner area and the middle area, or the outer area and the middle area of the U-shaped area, all inbound aircraft need to wait, and the waiting time for the current aircraft entering the U-shaped area is If there is an inbound aircraft f' already operating in the U-shaped area when the aircraft arrives at the U-shaped area entrance, the waiting time for the current inbound aircraft is

[0047] (3) According to the characteristics of the high-flow operation flight flow used in the global shared operation procedure, determine the conditions for flights to be allowed to enter and push out of the U-shaped area in the global shared operation procedure, and design the flight waiting rules and taxiing rules; specifically including:

[0048] (3.1) Query the relevant intervals for aircraft operation stipulated by civil aviation. The minimum safety interval for apron aircraft is d min ; The two taxiways in the U-shaped area are regarded as one taxiway for use. It is stipulated that inbound and outbound flights are not allowed to taxi laterally and staggeringly with another aircraft in the U-shaped area, so as to ensure that the aircraft operation meets the various safety interval regulations of civil aviation;

[0049] (3.2) Design the global shared operation procedure. The departing aircraft at the top position in the inner part of the U-shaped area is pushed straight backward and stops with a posture perpendicular to the taxiway in the area; The departing flights at the other positions except the top position in the inner part of the U-shaped area are pushed out nearby to the taxiway in the area and stop with a posture parallel to the taxiway in the U-shaped area and the nose facing the U-shaped area entrance direction;

[0050] (3.3) For the safety interval specified in step (3.1), design the procedure for a departing flight to push out of the U-shaped area: If there is an arriving flight currently entering the U-shaped area, wait until the arriving flight stops before the departing flight can push out; if there is no arriving flight currently, the departing flight can push out while maintaining the safety interval and taxi out of the U-shaped area while maintaining the safety interval;

[0051] For an arriving aircraft, if there are two departing aircraft f' and f'' in the U-shaped area that are being pushed back, the waiting time of the arriving aircraft is If there is an arriving aircraft f' operating in the U-shaped area, according to the safety interval for aircraft operations in the U-shaped area, if δ f' >d min , the arriving aircraft does not need to wait, otherwise the waiting time of the current arriving aircraft is If there is a departing aircraft f' operating in the U-shaped area, considering the interval regulations and the position of the parking stand relative to the entrance of the U-shaped area, if δ f' -L p >d min , the arriving aircraft does not need to wait, otherwise the waiting time of the current arriving aircraft is

[0052] (3.4) For the safety interval specified in step (3.1), design the procedure for an arriving flight to enter the U-shaped area: If there is a departing flight currently being pushed out, wait until the departing flight taxis out of the U-shaped area before the arriving flight can taxi in;

[0053] For a departing aircraft, if there are two arriving aircraft f' and f'' operating in the U-shaped area, and their corresponding parking stands are p' and p'', respectively, the waiting time of the departing aircraft is If there is a departing aircraft f' operating in the U-shaped area, if |L p -δ f' |>d min , the current departing aircraft does not need to wait. If L p -δ f' <d min , then the waiting time of the current departing aircraft is Otherwise, the waiting time is If there is an arriving aircraft f' operating in the U-shaped area, if L p -L p' +δ f' >d min Then the current departing aircraft does not need to wait. If L p -L p' +δ f' <d min , then the waiting time of the current departing aircraft is If L p' > L p , the waiting time of the current departing aircraft is

[0054] The present invention also provides a system for implementing the above method, including an airport operation period division module, a flight waiting rule design module, and a flight taxiing rule design module, wherein:

[0055] The airport operation period division module is used to divide the airport operation period into low-traffic operation and high-traffic operation according to the historical operation data of the airport. For the low-traffic operation period, part of the U-shaped area operation area is opened for it, that is, the local shared operation program; for the high-traffic period, under the condition of maintaining a safe interval, all the U-shaped area operation areas are opened for it, that is, the global shared operation program;

[0056] The flight waiting rule design module is used to determine the conditions for flights to enter and push out of the U-shaped area in the local shared operation program according to the characteristics of the low-traffic operation flight flow used in the local shared operation program, design the flight waiting rules, and determine the conditions for flights to enter and push out of the U-shaped area in the global shared operation program according to the characteristics of the high-traffic operation flight flow used in the global shared operation program, and design the flight waiting rules;

[0057] The flight taxiing rule design module is used to determine the conditions for flights to enter and push out of the U-shaped area in the local shared operation program according to the characteristics of the low-traffic operation flight flow used in the local shared operation program, design the flight taxiing rules, and determine the conditions for flights to enter and push out of the U-shaped area in the global shared operation program according to the characteristics of the high-traffic operation flight flow used in the global shared operation program, and design the flight taxiing rules.

[0058] The above are only the preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and refinements can be made, and these improvements and refinements should also be regarded as the protection scope of the present invention.

Claims

1. An optimal design method for the operating procedure of the U-shaped area on the apron of a civil aviation airport, characterized in that: It includes the following steps: Step 1: According to the historical operation data of the airport, the airport operation periods are divided into low-flow operation and high-flow operation. For the low-flow operation period, part of the U-shaped area operation region is opened for it, that is, the local sharing type operation procedure; for the high-flow period, under the condition of maintaining a safe interval, all the U-shaped area operation regions are opened for it, that is, the global sharing type operation procedure; Step 2: According to the characteristics of the low-flow operation flight flow used in the local sharing type operation procedure, determine the conditions for flights to enter and push out of the U-shaped area in the local sharing type operation procedure, and design flight waiting rules and taxiing rules; Step 2 includes: Step 2-1: Query the relevant intervals for aircraft operation stipulated by civil aviation. Each U-shaped area is divided into three partitions: "outer", "middle", and "inner". The two taxiways in the U-shaped area are regarded as one taxiway for use. It is stipulated that inbound and outbound flights are not allowed to taxi laterally across another aircraft in the U-shaped area, so as to ensure that the aircraft operation meets the various safety interval regulations of civil aviation; Step 2-2: Design the local sharing operation procedure. The departing aircraft at the top position inside the U-shaped area is pushed straight backward and stops with its attitude perpendicular to the taxiway in the area; the departing flights at the other positions except the top position inside the U-shaped area are pushed out to the taxiway in the area nearby and stop with their attitudes parallel to the taxiway in the U-shaped area and the nose facing the entrance direction of the U-shaped area; Step 2-3: For the areas divided in Step 2-1, design the procedure for departing flights to push out of the U-shaped area: The local sharing operation procedure stipulates that only one aircraft can be pushed out from the outer area and the inner area each time. If there is an aircraft starting up and being pushed out in the middle area, the aircraft in the inner area and the outer area cannot be pushed out; after the aircraft in the inner area is pushed out to the designated position, both aircraft can start up; the aircraft in the middle area is preferentially pushed into the inner area before the aircraft in the outer area can be pushed out, and both aircraft can start up only after reaching the designated positions; Step 2-4: For the areas divided in Step 2-1, design the procedure for inbound flights to enter the U-shaped area: The local sharing operation procedure stipulates that when there is a flight starting up in the U-shaped area, the aircraft positions in the adjacent areas from the area where the starting aircraft is located to the entrance of the U-shaped area can enter the position normally, and the inbound flight positions cannot be adjacent to the outbound flight positions operating in the area; Step 3: According to the characteristics of the high-flow operation flight flow used in the global sharing type operation procedure, determine the conditions for flights to enter and push out of the U-shaped area in the global sharing type operation procedure, and design flight waiting rules and taxiing rules; Step 3 includes: Step 3-1: Query the relevant intervals for aircraft operation stipulated by civil aviation and determine the minimum safe interval for apron operation; The two taxiways in the U-shaped area are regarded as one taxiway for use. It is stipulated that inbound and outbound flights are not allowed to taxi laterally across another aircraft in the U-shaped area, so as to ensure that the aircraft operation meets the various safety interval regulations of civil aviation; Step 3-2: Design the global sharing operation procedure. The departing aircraft at the top position inside the U-shaped area is pushed straight backward and stops with its attitude perpendicular to the taxiway in the area; the departing flights at the other positions except the top position inside the U-shaped area are pushed out to the taxiway in the area nearby and stop with their attitudes parallel to the taxiway in the U-shaped area and the nose facing the entrance direction of the U-shaped area; Step 3-3: Design the procedure for a departing flight to leave the U-shaped area according to the safety interval specified in Step 3-1. If an arriving flight is currently entering the U-shaped area, wait until the arriving flight stops before the departing flight can leave. If there is no arriving flight currently, the departing flight can leave while maintaining the safety interval and taxi out of the U-shaped area while maintaining the safety interval. Step 3-4: Design the procedure for an arriving flight to enter the U-shaped area according to the safety interval specified in Step 3-1. If a departing flight is currently leaving, wait until the departing flight taxis out of the U-shaped area before the arriving flight can taxi in.

2. The optimal design method for the operating procedure of the U-shaped area on the apron of a civil aviation airport according to claim 1, characterized in that: The said Step 1 includes: Step 1-1: Obtain the historical operation data of the airport for one year, including the data of flight takeoff and landing frequencies, to obtain the distribution of the airport's annual peak-hour flights. Among them, the distribution of the airport's annual peak-hour flights follows a Poisson distribution. Step 1-2: For the Poisson distribution obtained in Step 1-1, calculate its mean value λ, that is, the mean value of the number of flight arrivals. If the number of flights in the current time period of the airport is less than the mean value, it is determined that this operation time period is a low-traffic operation. If the number of flights in the current time period is greater than or equal to the mean value, it is determined that this operation time period is a high-traffic operation. Step 1-3: For the low-traffic operation time period, open part of the U-shaped area operation area, that is, the local sharing type operation procedure. For the high-traffic time period, open all of the U-shaped area operation area while maintaining the safety interval, that is, the global sharing type operation procedure.

3. The optimal design method for the operating procedure of the U-shaped area on the apron of a civil aviation airport according to claim 1, characterized in that: In the said step 2-1, the distances from the partition boundaries to the U-shaped area entrance are used to represent each partition of the U-shaped area; among them, the distance from the middle area boundary to the U-shaped area entrance is X 12 , and the distance from the inner area boundary to the U-shaped area entrance is X 23 .

4. The optimal design method for the operating procedure of the U-shaped area on the apron of a civil aviation airport according to claim 1, characterized in that: In step 2-3, after the departure aircraft f removes the wheel chocks, it is necessary to determine whether to wait and the waiting time according to the status of the aircraft f' that is being pushed back or is entering the U-shaped area. If the current departure aircraft f is located in the inner area of the U-shaped area and there is an arriving aircraft f' operating at this time, the current aircraft needs to wait for a duration of where L p' is the distance from the parking position of the aircraft f' to the entrance of the U-shaped area, and δ f' is the distance that the aircraft f' has traveled, and V is the operating speed of the aircraft; if there is a departure aircraft f' operating at this time, the duration that the current aircraft needs to wait is X 12 is the distance from the boundary of the middle area to the entrance of the U-shaped area; if the current departure aircraft f is located in the middle area of the U-shaped area and there is an arriving aircraft f' operating at this time, the duration that the current aircraft f needs to wait is If there is a departure aircraft f' operating at this time, the duration that the current aircraft needs to wait is If the current departure aircraft f is located in the outer area of the U-shaped area and there is an arriving aircraft f' operating at this time, the duration that the current aircraft needs to wait is If there is a departure aircraft f' operating at this time, the duration that the current aircraft needs to wait is 5. The optimal design method for the operating procedure of the U-shaped area on the apron of a civil aviation airport according to claim 1, characterized in that: In step 2-4, when the inbound aircraft arrives at the entrance of the U-shaped area, it needs to wait according to the push-back situation of the aircraft in the U-shaped area and the situation of the inbound aircraft in the U-shaped area. If there is an aircraft f' pushing back at the inner area apron in the U-shaped area, the inbound aircraft going to the middle area and the outer area do not need to wait, while the inbound aircraft f going to the inner area needs to wait, and the waiting time is δ f' the distance that the aircraft f' has taxied out, and V is the operating speed of the aircraft. If there is an aircraft f' pushing back at the middle area apron in the U-shaped area, the inbound aircraft going to the outer area do not need to wait, while the inbound aircraft f going to the inner area and the middle area need to wait, and the waiting time is If there is an aircraft f' pushing back at the outer area apron in the U-shaped area, all inbound aircraft need to wait, and the waiting time is If there are aircraft f' and f” pushing back simultaneously at the outer area and the inner area, or the inner area and the middle area, or the outer area and the middle area in the U-shaped area, all inbound aircraft need to wait, and the waiting time of the currently entering aircraft into the U-shaped area is If there is an inbound aircraft f' operating in the U-shaped area when the aircraft arrives at the entrance of the U-shaped area, the waiting time of the current inbound aircraft is L p' the distance from the apron where the aircraft f' parks to the entrance of the U-shaped area.

6. The optimal design method for the operating procedure of the U-shaped area on the apron of a civil aviation airport according to claim 1, characterized in that: In step 3-3, for an inbound aircraft, if there are two departing aircraft f' and f" being pushed back in the U-shaped area, the waiting time of the inbound aircraft is δ f' is the distance that aircraft f' has taxied out, and V is the operating speed of the aircraft; if there is an inbound aircraft f' operating in the U-shaped area, according to the safety interval for aircraft operation in the U-shaped area, if δ f' >d min , the inbound aircraft does not need to wait, otherwise the waiting time of the current inbound aircraft is where d min is the minimum safety interval for apron operation; if there is a departing aircraft f' operating in the U-shaped area, considering the interval regulations and the position of the parking bay from the entrance of the U-shaped area, if δ f' -L p >d min , the inbound aircraft does not need to wait, otherwise the waiting time of the current inbound aircraft is 7. The optimal design method for the operating procedure of the U-shaped area on the apron of a civil aviation airport according to claim 1, characterized in that: In step 3-4, for a departing aircraft, if there are two arriving aircraft f' and f" operating in the U-shaped area, and their corresponding parking positions are p' and p", respectively, the waiting time of the departing aircraft is where L p' is the distance between the parking position of aircraft f' and the entrance of the U-shaped area, δ f' is the distance that aircraft f' has traveled, and V is the operating speed of the aircraft; if there is one departing aircraft f' operating in the U-shaped area, if |L p -δ f' |>d min , the current departing aircraft does not need to wait. If L p -δ f' <d min , then the waiting time of the current departing aircraft is Otherwise, the waiting time is d min is the minimum safety interval for apron operation; if there is one arriving aircraft f' operating in the U-shaped area, if L p -L p' +δ f' >d min then the current departing aircraft does not need to wait. If L p -L p' +δ f' <d min , then the waiting time of the current departing aircraft is If L p' >L p , then the waiting time of the current departing aircraft is 8. A system for implementing the optimal design method for the operating procedure of the U-shaped area on the apron of a civil aviation airport according to claim 1, characterized in that: It includes an airport operation time period division module, a flight waiting rule design module, and a flight taxiing rule design module, where: The said airport operation time period division module is used to divide the airport operation time period into low-traffic operation and high-traffic operation according to the airport's historical operation data. For the low-traffic operation time period, open part of the U-shaped area operation area, that is, the local sharing type operation procedure. For the high-traffic time period, open all of the U-shaped area operation area while maintaining the safety interval, that is, the global sharing type operation procedure. The said flight waiting rule design module is used to determine the conditions for flights to be allowed to enter and leave the U-shaped area in the local sharing type operation procedure according to the characteristics of the low-traffic operation flight flow used in the local sharing type operation procedure, design the flight waiting rules, and determine the conditions for flights to be allowed to enter and leave the U-shaped area in the global sharing type operation procedure according to the characteristics of the high-traffic operation flight flow used in the global sharing type operation procedure, and design the flight waiting rules. The said flight taxiing rule design module is used to determine the conditions for flights to be allowed to enter and leave the U-shaped area in the local sharing type operation procedure according to the characteristics of the low-traffic operation flight flow used in the local sharing type operation procedure, design the flight taxiing rules, and determine the conditions for flights to be allowed to enter and leave the U-shaped area in the global sharing type operation procedure according to the characteristics of the high-traffic operation flight flow used in the global sharing type operation procedure, and design the flight taxiing rules.

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