Fine Management Method for Daily Coordination of Flight Schedules

Abstract

The present invention relates to a flight schedule management method, and particularly to a refined management method for daily coordination of flight schedules. The steps are as follows: a. First, establish a basic database with restrictive conditions for all flight plans; b. When a newly added flight plan exists, adjust the flight sorting sequence to generate an adjusted sorting sequence; c. Determine whether the newly added flight plan passes through a traffic control point; d. When passing through the traffic control point, match the restrictive conditions of the traffic control point; e. If the restrictive conditions of the traffic control point are met, calculate the time for each flight plan to reach the traffic control point based on the take-off time in the basic database, and then obtain the flight time for each flight plan to reach the traffic control point; f. Then determine whether it meets the restrictive time interval of the traffic control point; g. Then determine whether the newly added flight plan meets the constraint conditions of the landing airport; h. If all are satisfied, the newly added flight plan is feasible.

Description

Technical Field

[0001] The present invention relates to a flight schedule management method, and in particular to a refined management method for daily coordination of flight schedules. Background Art

[0002] With the rapid development of the air transportation industry, the demand for air traffic is constantly increasing. The contradiction between limited flight schedule resources and the rapidly growing market demand has become increasingly prominent. In order to occupy more of the market, flight schedule resources have become the target of competition among various airlines. At present, not only the distribution of flight schedules at airports in first-tier cities such as Beijing, Shanghai, Guangzhou, and Shenzhen is approaching saturation, but even the flight schedule resources at airports in second-tier cities are no longer available for random application. Many second-tier city airports have also entered the scope of airports that need to coordinate flight schedules. For airlines, flight schedules are very important resources. Flight schedules run through the entire process of flight operations and are the main line of business for airlines. Whether the flight schedule is accurate is closely related to the reputation and image of airlines and air traffic control departments.

[0003] In air traffic flow management, scientifically and reasonably formulating flight schedules can not only efficiently utilize limited airport and airspace resources, increase flight traffic, relieve the transportation pressure and air traffic conflicts and congestion during peak airport hours, improve aviation safety, reduce in-air waiting and flight diversions, increase the economic benefits of airlines, enhance the image and reputation of airlines, but also streamline the operation of airports, improve airport operation efficiency, and facilitate passenger travel, which has very important theoretical value and practical significance.

[0004] A flight schedule refers to the right of an aircraft to use relevant infrastructure and services for arriving at and departing from an airport on a specified date and time. The time of a flight schedule is based on the time of engaging and disengaging the wheel chocks. At present, there are still some core problems in the distribution of domestic regular flight takeoff and landing times in China that have not been solved, such as airspace resource problems, weather problems, flow-capacity matching problems, and constraints of traffic control information. Manual participation and repeated coordination are required to finally complete the normal operation of aircraft and the distribution of flight schedules.

[0005] The problems existing in the refined management of flight schedules in China currently include: in the process of reviewing pre-flight plans, there is a lack of analysis tools for pre-flight plans, it is difficult to visualize the implementation effects of pre-flight plans, and it is also difficult to conduct accurate and scientific analysis and evaluation before and after the event; flight schedule coordination, as the most important part of formulating pre-flight plans, still basically stays in the stage of manual coordination, with low coordination efficiency, and the scientific nature of schedule formulation needs to be further improved. Summary of the Invention

[0006] To solve the above technical problems, the present invention provides a refined management method for daily coordination of flight schedules, aiming to improve work efficiency and accurately evaluate the feasibility of newly added flight schedules.

[0007] To achieve the above object, the refined management method for daily coordination of flight schedules of the present invention includes the following steps: a. First, establish a basic database with limiting conditions for all flight plans; b. When there is a newly added flight plan, adjust the flight schedule sequence to generate an adjusted schedule sequence; c. Determine whether the newly added flight plan passes through a traffic control point; d. When passing through a traffic control point, match the limiting conditions of the traffic control point; e. If it meets the limiting conditions of the traffic control point, calculate the time for each flight plan to reach the traffic control point based on the takeoff time in the basic database, and then obtain the flight time for each flight plan to reach the traffic control point; f. Then determine whether it meets the limiting time interval of the traffic control point; g. Then determine whether the newly added flight plan meets the constraint conditions of the landing airport; h. If all are satisfied, the newly added flight plan is feasible.

[0008] The basic database in step a includes the traffic control points passed through, the takeoff time of the flight plan, the flight time from the departure airport to the traffic control point in the flight plan, the limiting conditions of the traffic control point, the limiting time interval of the traffic control point, and the constraint conditions of the landing airport.

[0009] Step b refers to adding the newly added flight plan to the original flight schedule sequence and keeping the flights affected by the trailing interval limit and traffic control limit conditions in the original order to generate an adjusted schedule sequence.

[0010] The limiting conditions of the traffic control point in step d refer to the limiting conditions that the traffic control point should execute, including the limiting time interval for the maximum number of flight schedules allowed to pass through the traffic control point, the trailing interval limit distance of the traffic control point, the maximum number of flight schedules allowed to pass through the traffic control point, the altitude limit required by the traffic control point, the flight segments passed by the flight plan, and the requirements for one or several of the departure airport and landing airport in the flight plan.

[0011] The flight time in step e refers to the takeoff time in the flight plan, and then the flight time for the newly added flight plan to reach the traffic control point is obtained by adding the flight time from the takeoff time of the newly added flight plan to the traffic control point.

[0012] The limiting time of the traffic control point in step f refers to the start time to the end time when the traffic control limit conditions are executed, that is, the time interval when the traffic control limit conditions are executed.

[0013] The constraint conditions of the landing airport in step g include requirements for one or several of the time period of the maximum number of flight schedules allowed to pass through the landing airport, the trailing interval limit distance at the landing airport, the maximum number of flight schedules at the landing airport, the flight altitude at the traffic control point, the flight segments passed by the flight schedule, the departure airport, and the landing airport.

[0014] Step g also includes whether there is only one newly added aircraft within T before and after the execution time interval of the trailing interval limit. MIT

[0015] When the newly added flight schedule does not pass through the traffic control point, it is determined whether it meets the constraint conditions of the landing airport.

[0016] Advantages and effects of the present invention: By digitalizing the traffic control points, constraint conditions, and restriction times of the normalized traffic control, the process of newly added flights is inspected in sequence, and finally, available flight times that meet all conditions can be obtained, saving time for the daily coordination of flight times. Through comparison with the actual situation, it is verified that the results are practical and effective, greatly saving time and manpower. Specific implementation mode

[0017] The following further details the present invention in conjunction with embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0018] The method for fine management of daily coordination of flight times of the present invention includes the following steps: a. First, establish a basic database with constraint conditions for all flight schedules; b. When a newly added flight schedule appears, adjust the flight sorting sequence to generate an adjusted sorting sequence; c. Determine whether the newly added flight schedule passes through a traffic control point; when the newly added flight schedule does not pass through the traffic control point, it is determined whether it meets the constraint conditions of the landing airport; d. When passing through the traffic control point, match the constraint conditions of the traffic control point; e. If it meets the constraint conditions of the traffic control point, calculate the time when each flight schedule reaches the traffic control point according to the takeoff time in the basic database, and then obtain the flight time when each flight schedule reaches the traffic control point; f. Then determine whether it meets the restricted time interval of the traffic control point; g. Then determine whether the newly added flight schedule meets the constraint conditions of the landing airport; h. If all are satisfied, the newly added flight schedule is feasible.

[0019] The basic database in step a includes the traffic control points passed through, the takeoff time of the flight schedule, the flight time from the departure airport to the traffic control point in the flight schedule, the constraint conditions of the traffic control point, the restricted time interval of the traffic control point, and the constraint conditions of the landing airport.

[0020] ​Step b refers to adding the newly added flight plan to the original flight sorting sequence, and ensuring that the flights affected by the trailing interval limit and flow control limit in the flow control restriction conditions remain in the original order, generating an adjusted sorting sequence.

[0021] The restriction conditions of the flow control point in step d refer to the restriction conditions that the flow control point should execute, including the time interval of the maximum number of flight sorties allowed to pass through the flow control point, the trailing interval restriction distance of the flow control point, the maximum number of flight sorties allowed to pass through the flow control point, the altitude restriction required by the flow control point, the flight segments passed by the flight plan, and the requirements for one or several of the departure airport and the landing airport in the flight plan.

[0022] The flight time of step e refers to the departure time in the flight plan, and then adding the flight time from the departure time of the newly added flight plan to the flow control point to obtain the flight time when the newly added flight plan arrives at the flow control point.

[0023] The restricted time of the flow control point in step f refers to the start time to the end time when the flow control restriction conditions are executed, that is, the time interval when the flow control restriction conditions are executed.

[0024] The constraint conditions of the landing airport in step g include the time period of the maximum number of flight sorties allowed to pass through the landing airport, the trailing interval restriction distance of the landing airport, the maximum number of flight sorties at the landing airport, the flight altitude at the flow control point, the flight segments passed by the flight plan, and the requirements for one or several of the departure airport and the landing airport.

[0025] Step g also includes whether there is only the currently newly added aircraft within T MIT before and after the execution time interval of the trailing interval restriction.

[0026] When the newly added flight plan does not pass through the flow control point, it is judged whether it meets the constraint conditions of the landing airport.

[0027] Taking the newly added flight plan as an example below, the flow control point passed is KARPI, the flow control point restriction conditions are 3 MITs in 30 minutes on the H28 route, 65 kilometers, and the flow control point restriction time is 06:30 - 22:30.

[0028] Then in this description:

[0029] P: represents the flow control point;

[0030] X i : the detected flight plan or the newly added flight plan, i = 1, 2,..., N;

[0031] F i : Sorting sequence of all flight schedules, i = 1, 2, ..., N;

[0032] F i ′: Flight sequence affected by MIT and traffic control restrictions, i = 1, 2, …, N;

[0033] T X : Time when the detected flight schedule or newly added flight schedule passes through the traffic control point;

[0034] ΔT: Flight time from the departure airport to the traffic control point in the flight schedule;

[0035] T: Time period for the maximum number of flights allowed to pass under the traffic control restriction conditions, e.g., 2 flights in 30 minutes for Changzhou - Wuxi - Nantong - Yangzhou, where T is 30 min;

[0036] T BEGIN : Start execution time of the traffic control strategy, where T BEGIN = T X - T;

[0037] T END : End execution time of the traffic control strategy, where T END = T X + T;

[0038] [T BEGIN , T END : Execution time interval of the traffic control strategy;

[0039] T a : Start time when the traffic control restriction conditions are executed;

[0040] T b : End time when the traffic control restriction conditions are executed;

[0041] [T a , T b : Execution time interval of the traffic control restriction conditions;

[0042] C: Maximum number of flights allowed to pass under the traffic control restriction conditions, and C = 1, 2, …, N;

[0043] T i : The i - th flight within the execution time interval of the traffic control strategy, i = 1, 2, …, N;

[0044] V: An aircraft flies about 14 kilometers per minute, i.e., V = 14 km / min;

[0045] MIT: Tail - following interval restriction in the traffic control restriction conditions, in kilometers;

[0046] T MIT : The execution time of MIT in the traffic control limit condition, i.e., T MIT = MIT / V;

[0047] C MIT : The number of aircraft flight schedules allowed to pass within the execution time of MIT in the traffic control limit condition, C MIT = 1, 2,..., N.

[0048] T MIT-BEGIN : The start execution time of MIT in the traffic control limit condition, i.e., T MIT-BEGIN = T X - T MIT ;

[0049] T MIT-END : The end execution time of MIT in the traffic control limit condition, i.e., T MIT-END = T X + T MIT .

[0050] The specific steps are as follows: a. First, establish a basic database with limit conditions for all flight schedules. The basic database includes the traffic control points P passed through, the flight time ΔT from the departure airport to the traffic control point in the flight schedule, the limit conditions of the traffic control point, the traffic control point limit time, and the constraint conditions of the landing airport;

[0051] b. When there is a newly added flight schedule, add the newly added flight schedule to the original flight sorting sequence F and keep the flights affected by MIT and traffic control restrictions in the original order to generate an adjusted sorting sequence F'. For example, the flight sorting sequence in F is F1, F2, F3, F4, where the flights affected by MIT and traffic control restrictions are F2 and F3. The order of flights F2 and F3 remains unchanged, and then judge according to the flight order in sequence F';

[0052] c. Judge whether the newly added flight schedule passes through the traffic control point P; when the newly added flight schedule does not pass through the traffic control point P, then judge whether it meets the constraint conditions of the landing airport;

[0053] d. When passing through the traffic control point P, match the limit conditions of the traffic control point P; the limit conditions of the traffic control point KARPI are 3 flights in 30 minutes for route H28 with MIT of 65 kilometers. It can be seen that the time period T for the maximum number of flight schedules allowed to pass through the limit conditions of this traffic control point P is 30 minutes, the trailing interval limit distance of the traffic control point is 65 kilometers, and the maximum number of flights at the traffic control point is 3; T BEGIN is the start execution time of the traffic control strategy, where T BEGIN = TX -T = T X -30, the execution time of MIT in the traffic control limit condition, i.e., T MIT = MIT / V = 65 / 14 ≈ 4.6 min;

[0054] Then it is judged that within 30 minutes before the newly added flight plan arrives at the traffic control point, there should be at most 3 aircraft at the traffic control point P. That is, within the time interval [T X -30, T X , whether the number of aircraft i is less than or equal to 3. If so, proceed to the next step. If not, there is no available flight time, that is: [T X -30, T X C ≤ 3(1)

[0055] (1) means that within 30 minutes before the newly added flight plan arrives at the traffic control point, there should be at most three aircraft at the traffic control point P;

[0056] Judge that there is only the currently newly added aircraft within the execution time interval T MIT before the execution of the trailing interval limit, that is, [T MIT-BEGIN , T X =[T X -4.6, T X time interval, the number of aircraft C MIT equals 1. If so, proceed to the next step. If not, there is no available flight time, that is, [T MIT-BEGIN , T X =[T X -4.6, T X C MIT = 1(2)

[0057] (2) means that there is only the currently newly added aircraft within the execution time interval T MIT before the execution of the trailing interval limit;

[0058] Judge that there is only the currently newly added aircraft within the execution time interval T MIT after the execution of the trailing interval limit, that is, [T X , T MIT-END =[T X , T X +4.6] time interval, the number of aircraft C MIT equals 1. If so, proceed to the next step. If not, there is no available flight time, that is, [T X , T MIT-END =[T X , T X +4.6]CMIT = 1(3)

[0059] (3) indicates that there is exactly one newly added aircraft within T after the execution time interval for trailing interval limit MIT and only one newly added aircraft exists;

[0060] Judge within the execution time interval [T BEGIN , T END of the flow control strategy, the rolling inspection time T is 30 minutes. When i = 1, within the time interval [T1, T1 + 30], at most 3 aircraft can exist at P = KARPI; when i = 2, within the time interval [T2, T2 + 30], at most 3 aircraft can exist at P = KARPI, and so on until the loop reaches i = X. If the time interval corresponding to a certain i does not meet the conditions, there are no available flight schedules. If all meet the conditions, it means it meets the restrictions of this flow control point, that is, [T X , T X + 30] X = 1, 2,..., N C ≤ 3(4)

[0061] (4) indicates rolling inspection within the execution time interval [T BEGIN , T END . Starting from the time when the flight plan passes through the flow control point, ensure that at most 3 aircraft can exist at this flow control point P;

[0062] e. Meeting the restrictions of the flow control point, based on the flight time ΔT in the basic database, calculate the flight time when each flight plan reaches the flow control point. For example, the departure time of GJ1221 from Changchun to Yangzhou is 15:10, and the flight time ΔT is 1 hour and 10 minutes. Then the flight time of this flight to the flow control point is 16:20;

[0063] f. Then judge whether it meets the restricted time of the flow control point. The restricted time of the flow control point is 06:30 - 22:30. The flight time of flight GJ1221 from Changchun to Yangzhou to the flow control point is 16:20, which is within the restricted time range of the flow control point; judge whether the flights in the sorting sequence F' can pass within this restricted time. If it meets the conditions, continue to the next step. If it does not meet the conditions, there are no available flight schedules;

[0064] g. Then judge whether the newly added flight plan meets the constraint conditions of the landing airport; the judgment method is the same as the judgment method for passing through the flow control point;

[0065] h. If all meet the conditions, the newly added flight plan is feasible, and the airline's newly added flight plan can be approved.

Claims

1. A method for refined management of daily coordination of flight schedules, characterized in that It includes the following steps: a. First, establish a basic database with restrictive conditions for all flight plans; b. When a newly added flight plan comes in, adjust the flight sorting sequence to generate an adjusted sorting sequence; c. Determine whether the newly added flight plan passes through a traffic control point; when the newly added flight plan does not pass through a traffic control point, then determine whether it meets the constraints of the landing airport; d. When passing through a traffic control point, match the restrictive conditions of the traffic control point; e. If it meets the restrictive conditions of the traffic control point, calculate the time for each flight plan to reach the traffic control point based on the take-off time in the basic database, and then obtain the flight time for each flight plan to reach the traffic control point; f. Then determine whether it meets the restrictive time interval of the traffic control point; g. Then determine whether the newly added flight plan meets the constraints of the landing airport; h. If all are satisfied, the newly added flight plan is feasible.

2. The refined management method for daily coordination of flight schedules according to claim 1, characterized in that The basic database in step a includes the traffic control points passed through, the take-off time of the flight plan, the flight time from the departure airport to the traffic control point in the flight plan, the restrictive conditions of the traffic control point, the restrictive time interval of the traffic control point, and the constraints of the landing airport.

3. The refined daily coordination management method for flight schedules according to claim 1, characterized in that Step b means adding the newly added flight plan to the original flight sorting sequence and keeping the flights affected by the trailing interval restriction and traffic control restriction conditions in the original order to generate an adjusted sorting sequence.

4. The refined management method for daily coordination of flight schedules according to claim 1, characterized in that The restrictive conditions of the traffic control point in step d refer to the restrictive conditions that the traffic control point should execute, including the restrictive time interval for the maximum number of flight schedules allowed to pass through the traffic control point, the trailing interval restriction distance of the traffic control point, the maximum number of flights allowed to pass through the traffic control point, the altitude restriction required by the traffic control point, the flight segments flown by the flight plan, and the requirements for one or more of the departure airport and the landing airport in the flight plan.

5. The refined management method for daily coordination of flight schedules according to claim 1, characterized in that The flight time in step e refers to the flight time when the flight plan reaches the traffic control point, which is obtained by adding the flight time to the traffic control point to the take-off time in the flight plan.

6. The refined management method for daily coordination of flight schedules according to claim 1, characterized in that The restrictive time of the traffic control point in step f refers to the start time to the end time when the traffic control restriction conditions are executed, that is, the time interval when the traffic control restriction conditions are executed.

7. The refined management method for daily coordination of flight schedules according to claim 1, characterized in that The constraints of the landing airport in step g include the time period for the maximum number of flights allowed to land at the landing airport, the trailing interval restriction distance of the landing airport, the maximum number of flights at the landing airport, the flight altitude at the traffic control point, the flight segments flown by the flight plan, and the requirements for one or more of the departure airport and the landing airport.

8. The refined management method for daily coordination of flight schedules according to claim 7, characterized in that Step g also includes whether there is only the currently newly added aircraft within the execution time interval before and after the execution of the trailing interval restriction.

9. The refined management method for daily coordination of flight schedules according to claim 1, characterized in that When the newly added flight plan does not pass through the traffic control point, then determine whether it meets the constraints of the landing airport.