A method, system, equipment, and medium for guiding aircraft taxiing on an airport surface.

Abstract

This invention provides a method, system, equipment, and medium for guiding aircraft taxiing on the airport surface, comprising the following steps: collecting information on the pushback time, takeoff interval, taxiing path, and surface traffic situation of departing flights; based on the taxiing path and current surface traffic situation information, using a prediction method to predict the taxiing time, taxiing speed, takeoff time, and possible traffic conditions required from pushback to the runway threshold; based on the predicted taxiing time, taxiing speed, takeoff time, and possible traffic conditions, establishing a taxiing speed guidance strategy for departing flights while maintaining the principle of keeping the priority departure order unchanged, so that departing flights taxi to the runway threshold within an effective time to wait for takeoff; this invention realizes the guidance of aircraft taxiing sequence and takeoff interval on the airport surface, solving the problem of chaotic taxiing sequence and takeoff interval caused by the high randomness of departing flights during ground taxiing, and improving airport runway utilization and takeoff on-time rate.

Description

Technical Field

[0001] This invention belongs to the field of airport surface operation optimization technology, specifically relating to a method, system, equipment and medium for guiding aircraft taxiing on the airport surface. Background Technology

[0002] In existing technologies, the taxiing sequence of departing flights mainly relies on the tower controller to manually assign takeoff slots and taxiing sequences based on the calculated wheel chock removal time and takeoff time provided by the national flow management system, regional flow management system and airport collaborative release system.

[0003] Chinese patent CN109741638 proposes an integrated collaborative operation method for arrival and departure management systems. By integrating airport resources from arrival to surface and from surface to departure, it solves the problem of low runway resource utilization caused by the independent operation of airport arrival and departure systems. However, the taxiing of departing flights is affected by factors such as arriving flights, surface traffic conditions, and occasional surface conflicts. This can lead to inconsistencies between the takeoff sequence when aircraft pushback and the takeoff sequence at the runway gate waiting area, and the intervals between flights when taxiing to the runway gate are also inconsistent with the initial intervals at the pushback stage. These factors make it difficult for integrated collaborative operation of arrival and departure to be effective.

[0004] Chinese patent CN115294808 proposes a method for taxiing path and speed guidance. This method uses whether the current taxiing speed can reach the nearest target point within a specified time as a judgment condition, and selects a speed optimization strategy of uniform acceleration or uniform deceleration. However, in reality, in the integrated arrival and departure system, flight pushback is affected by the arrival flight flow in the air. The pushback time is random and difficult to match with the original flight schedule. The traffic situation on the ground is not consistent with the situation under the static plan. Therefore, the taxiing path and speed guidance scheme formulated according to the static plan is difficult to implement. Summary of the Invention

[0005] To address the problems existing in the prior art, the present invention provides a method, system, equipment and medium for guiding aircraft taxiing at an airport. By guiding the taxiing speed of departing flights, the sequence and spacing of them during pushback are made as consistent as possible with the sequence and spacing when they arrive at the runway gate, thereby improving the runway utilization rate and the overall operational efficiency of the airport.

[0006] This invention is achieved through the following technical solution:

[0007] A method for guiding aircraft taxiing at an airport surface includes the following steps:

[0008] S1: Collect information on departure flight pushback time, takeoff interval, taxiing path, and surface traffic conditions;

[0009] S2: Based on the taxiing path and current traffic conditions, use predictive methods to forecast the taxiing time, taxiing speed, takeoff time, and possible traffic conditions required from pushback to the runway threshold.

[0010] S3: Based on the predicted taxiing time, taxiing speed, takeoff time and possible traffic conditions, establish a taxiing speed guidance strategy for departing flights while maintaining the takeoff order of priority departing aircraft, so that departing flights can taxi to the runway gate and wait for takeoff within an effective time.

[0011] Furthermore, the process of collecting information on departure flight pushback time, takeoff interval, taxiing path, and surface traffic situation in step S1 is as follows:

[0012] Obtain the estimated pushback time, departure time and departure interval information of flights departing from a designated airport from the integrated arrival and departure system, DMAN, CDM and / or A-CDM system;

[0013] Obtain taxi routes for departing flights at a designated airport, current traffic flow across the entire area, and runway and taxiway status information from the integrated arrival and departure system, electronic progress sheet system, and / or A-SMGCS system.

[0014] Furthermore, in step S2, based on the information of the taxiing path and the current traffic situation, the process of using a prediction method to predict the taxiing time, taxiing speed, takeoff time, and possible traffic conditions required from pushback to the runway threshold is as follows:

[0015] By collecting and preprocessing historical data on taxi paths and pushback times of departing flights, the correlation between taxi paths, pushback times, surface traffic conditions, and taxiing time is analyzed. A taxiing time prediction model from pushback to the runway threshold is constructed and trained to obtain a model with high accuracy. Based on the current taxi path and traffic conditions of departing flights, the total taxiing time, taxiing speed, and traffic conditions of each taxiway along the taxi path are predicted.

[0016] Furthermore, the aforementioned traffic situation refers to the arrival and departure flow, congestion, and the status of the runway and taxiway.

[0017] The possible traffic conditions refer to the congestion situation of each taxiway, including: good traffic conditions; smooth ahead but congested behind; smooth ahead but congested in the middle and smooth behind; congested ahead but smooth behind; congested ahead but smooth in the middle and congested behind; congested throughout the entire route; "ahead" refers to the current taxiway segment and the next taxiway segment; "behind" refers to the remaining taxiway segment.

[0018] Furthermore, in step S2, the predicted takeoff time is the sum of the pushback time and the predicted taxiing time, where the predicted taxiing time is the sum of the ratios of the length of each planned taxiing path segment to the taxiing speed.

[0019] Furthermore, the step S3 of establishing a departure flight taxiing speed guidance strategy includes:

[0020] Strategy 1: When the traffic conditions are good, departing flights should taxi to the runway gate normally using a taxiing strategy guided by taxiing speed. Multiple departing flights with similar takeoff intervals should adopt a taxiing strategy with proportional speed.

[0021] Strategy Two: When a clear path ahead but congestion behind is predicted, departing flights will taxi normally to the runway gate using a taxiing strategy guided by taxi speed. If the predicted takeoff time is less than the calculated takeoff time, departing flights will continue to taxi normally to the runway gate using the same taxiing strategy. If the predicted takeoff time is longer than the calculated takeoff time, departing flights will accelerate to the congested path and taxi slowly at a safe interval using a taxiing strategy guided by taxi speed. If the predicted congestion behind is too long, they will accelerate while taxiing ahead to ensure they arrive at the runway gate on time. If accelerating to maximum taxi speed still fails to ensure on-time arrival at the runway gate, they will taxi at maximum speed before the congested path, then be guided to enter the fast taxiway. After passing through multiple fast taxiways and undergoing secondary reordering, they will taxi to the runway gate to await takeoff.

[0022] Strategy 3: When the path ahead is clear, the middle is congested, and the rear is clear, departing flights will taxi normally to the runway gate using a taxiing speed-guided strategy. If the predicted takeoff time is less than the calculated takeoff time, departing flights will continue to taxi normally to the runway gate using the same taxiing speed-guided strategy. If the predicted takeoff time is greater than the calculated takeoff time, departing flights will accelerate to the congested path using a taxiing speed-guided strategy, then maintain a safe distance and taxi slowly until they pass through the congested section, after which they will taxi to the runway gate using the same taxiing speed-guided strategy. If both the path ahead and the rear are accelerated to maximum taxiing speed, and the flights still cannot reach the runway gate on time, they will taxi at maximum taxiing speed before the congested path and be guided to enter the fast taxiway. Through multiple fast taxiways, a secondary reordering process will be performed before the flights taxi to the runway gate to await takeoff.

[0023] Strategy 4: When congestion ahead is predicted and the runway behind is clear, departing flights will taxi normally to the runway gate using a taxiing strategy guided by taxi speed. If the predicted takeoff time is less than the calculated takeoff time, departing flights will taxi normally to the runway gate using a taxiing strategy guided by taxi speed. If the predicted takeoff time is greater than the calculated takeoff time, departing flights will taxi slowly through the congested path and then accelerate to the clear section using a taxiing strategy guided by taxi speed. If accelerating to the maximum taxi speed still fails to reach the runway gate on time, a request will be made to the Integrated Departure and Arrival System, Electronic Progress Slip System, and / or A-SMGCS System to replan the taxiway path, prompt the controller to re-plan the taxiway path, or guide the departing flight to enter the fast taxiway. Through multiple fast taxiways, a secondary reordering will be performed, and the flight will taxi to the runway gate to wait for takeoff.

[0024] Strategy 5: When congestion is predicted ahead, smooth in the middle, and congestion behind, departing flights will taxi normally to the runway gate using a taxiing strategy guided by taxi speed. If the predicted departure time is less than the calculated departure time, departing flights will taxi normally to the runway gate using a taxiing strategy guided by taxi speed. If the predicted departure time is greater than the calculated departure time, departing flights will taxi slowly with a safe distance using a taxiing strategy guided by taxi speed. After passing through the congested section, they will accelerate and taxi slowly with a safe distance to the runway gate when they reach the congested path behind. If accelerating to the maximum taxi speed still fails to taxi to the runway gate on time, a request will be made to the Integrated Departure and Arrival System, Electronic Progress Slip System, and / or A-SMGCS System to replan the taxiway path, prompt the controller to formulate a new taxiway, or guide departing flights to taxi onto a fast taxiway. Multiple fast taxiways will be used for secondary reordering.

[0025] Strategy Six: When congestion is predicted along the entire taxiway of departing flights, making it impossible to guide departing flights to the runway on time using taxi speed, request the arrival / departure integrated system, electronic progress sheet system, and / or A-SMGCS system to replan the taxiway or prompt the controller to formulate a new taxiway.

[0026] Furthermore, the proportional velocity sliding behavior is as follows:

[0027] Two departing flights with similar takeoff intervals maintain a certain taxiing distance, with the following aircraft adjusting its speed based on the speed of the preceding aircraft. Let's assume the taxiing speed of the preceding aircraft is v. n The predicted glide time is VTT. n The average gliding speed is The rear aircraft's taxiing speed is v n+1 The predicted glide time is VTT. n+1 The average gliding speed is Then the proportional velocity sliding behavior is:

[0028]

[0029] An airport surface aircraft taxiing guidance system includes:

[0030] The data acquisition module is used to collect information on departure flight pushback time, takeoff interval, taxiing path, and surface traffic conditions.

[0031] The prediction module is used to predict the taxiing time, taxiing speed, takeoff time, and possible traffic conditions from pushback to the runway threshold based on information about the taxiing path and the current traffic situation.

[0032] The output module is used to establish a taxiing speed guidance strategy for departing flights based on the predicted taxiing time, taxiing speed, takeoff time, and possible traffic conditions, while keeping the takeoff order of priority departing aircraft unchanged. This strategy aims to enable departing flights to taxi to the runway gate and wait for takeoff within an effective timeframe.

[0033] A computer device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the steps of a method for guiding aircraft taxiing at an airport surface.

[0034] A computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of a method for guiding aircraft taxiing at an airport surface.

[0035] Compared with the prior art, the present invention has the following beneficial technical effects:

[0036] This invention provides a method, system, equipment, and medium for guiding aircraft taxiing on the airport surface, comprising the following steps: collecting information on the pushback time, takeoff interval, taxiing path, and surface traffic situation of departing flights; based on the taxiing path and current surface traffic situation information, using a prediction method to predict the taxiing time, taxiing speed, takeoff time, and possible traffic conditions required from pushback to the runway threshold; based on the predicted taxiing time, taxiing speed, takeoff time, and possible traffic conditions, establishing a taxiing speed guidance strategy for departing flights while maintaining the principle of unchanged priority departure aircraft takeoff order, so that departing flights taxi to the runway threshold within an effective time to wait for takeoff; this invention, by introducing an aircraft taxiing speed guidance strategy, realizes the guidance of aircraft taxiing sequence and takeoff interval on the airport surface, solving the problem of chaotic taxiing sequence and takeoff interval caused by the high randomness of departing flights during ground taxiing, making the pushback sequence and takeoff sequence consistent; and improving airport runway utilization and takeoff on-time rate. Attached Figure Description

[0037] Figure 1This is a flowchart of a method for guiding aircraft taxiing at an airport surface, as described in a specific embodiment of the present invention.

[0038] Figure 2 This is a diagram showing the connection of flight dynamic planning information in a specific embodiment of the present invention;

[0039] Figure 3 This is a diagram showing the connection of flight surface operation environment information in a specific embodiment of the present invention;

[0040] Figure 4 This is a schematic diagram of the prediction module in a specific embodiment of the present invention;

[0041] Figure 5 This is a schematic diagram illustrating the guidance of the fast taxiway in a specific embodiment of the present invention. Detailed Implementation

[0042] The present invention will be further described in detail below with reference to specific embodiments. These descriptions are for explanation purposes only and are not intended to limit the scope of the invention.

[0043] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0044] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0045] This invention provides a method for guiding aircraft taxiing at an airport, such as... Figure 1 As shown, it includes the following steps:

[0046] S1: Collect information on departure flight pushback time, takeoff interval, taxiing path, and surface traffic conditions;

[0047] S2: Based on the taxiing path and current traffic conditions, use predictive methods to forecast the taxiing time, taxiing speed, takeoff time, and possible traffic conditions required from pushback to the runway threshold.

[0048] S3: Based on the predicted taxiing time, taxiing speed, takeoff time and possible traffic conditions, establish a taxiing speed guidance strategy for departing flights while maintaining the takeoff order of priority departing aircraft, so that departing flights can taxi to the runway gate and wait for takeoff within an effective time.

[0049] Preferably, the process of collecting information on departure flight pushback time, takeoff interval, taxiing path, and surface traffic situation in step S1 is as follows:

[0050] Obtain the estimated pushback time, departure time and departure interval information of flights departing from a designated airport from the integrated arrival and departure system, DMAN, CDM and / or A-CDM system;

[0051] Obtain taxi routes for departing flights at a designated airport, current traffic flow across the entire area, and runway and taxiway status information from the integrated arrival and departure system, electronic progress sheet system, and / or A-SMGCS system.

[0052] Preferably, in step S2, the process of predicting the taxiing time, taxiing speed, takeoff time, and possible traffic conditions from pushback to the runway threshold using a prediction method based on information about the taxiing path and the current traffic situation is as follows:

[0053] By collecting and preprocessing historical data on taxi paths and pushback times of departing flights, the correlation between taxi paths, pushback times, surface traffic conditions, and taxiing time is analyzed. A taxiing time prediction model from pushback to the runway threshold is constructed and trained to obtain a model with high accuracy. Based on the current taxi path and traffic conditions of departing flights, the total taxiing time, taxiing speed, and traffic conditions of each taxiway along the taxi path are predicted.

[0054] Preferably, the traffic situation on the field refers to the arrival and departure flow, congestion, and the status of the runway and taxiway.

[0055] The possible traffic conditions refer to the congestion situation of each taxiway, including: good traffic conditions; smooth ahead but congested behind; smooth ahead but congested in the middle and smooth behind; congested ahead but smooth behind; congested ahead but smooth in the middle and congested behind; congested throughout the entire route; "ahead" refers to the current taxiway segment and the next taxiway segment; "behind" refers to the remaining taxiway segment.

[0056] Preferably, the predicted takeoff time in step S2 is the sum of the pushback time and the predicted taxiing time, wherein the predicted taxiing time is the sum of the ratios of the length of each planned taxiing path segment to the taxiing speed.

[0057] Preferably, the step S3 of establishing a departure flight taxiing speed guidance strategy includes:

[0058] Strategy 1: When the traffic conditions are good, departing flights should taxi to the runway gate normally using a taxiing strategy guided by taxiing speed. Multiple departing flights with similar takeoff intervals should adopt a taxiing strategy with proportional speed.

[0059] Strategy Two: When a clear path ahead but congestion behind is predicted, departing flights will taxi normally to the runway gate using a taxiing strategy guided by taxi speed. If the predicted takeoff time is less than the calculated takeoff time, departing flights will continue to taxi normally to the runway gate using the same taxiing strategy. If the predicted takeoff time is greater than the calculated takeoff time, departing flights will accelerate to the congested path and taxi slowly at a safe interval using a taxiing strategy guided by taxi speed. If the predicted congestion behind is too long, they will accelerate while taxiing ahead to ensure they arrive at the runway gate on time. If accelerating to maximum taxi speed still fails to ensure on-time arrival at the runway gate, they will taxi at maximum speed before the congested path and then be guided to enter the fast taxiway. Through multiple fast taxiways, a secondary reordering process will be performed before taxiing to the runway gate to await takeoff.

[0060] Strategy 3: When the path ahead is clear, the middle is congested, and the rear is clear, departing flights will taxi normally to the runway gate using a taxiing speed-guided strategy. If the predicted takeoff time is less than the calculated takeoff time, departing flights will continue to taxi normally to the runway gate using the same taxiing speed-guided strategy. If the predicted takeoff time is greater than the calculated takeoff time, departing flights will accelerate to the congested path using a taxiing speed-guided strategy, then maintain a safe distance and taxi slowly until they pass through the congested section, after which they will taxi to the runway gate using the same taxiing speed-guided strategy. If both the path ahead and the rear are accelerated to maximum taxiing speed, and the flights still cannot reach the runway gate on time, they will taxi at maximum taxiing speed before the congested path and be guided to the fast taxiway. Through multiple fast taxiways, a secondary reordering process will be performed before the flights taxi to the runway gate to await takeoff.

[0061] Strategy 4: When congestion ahead is predicted and the runway behind is clear, departing flights will taxi normally to the runway gate using a taxiing strategy guided by taxi speed. If the predicted takeoff time is less than the calculated takeoff time, departing flights will taxi normally to the runway gate using a taxiing strategy guided by taxi speed. If the predicted takeoff time is greater than the calculated takeoff time, departing flights will taxi slowly through the congested path and then accelerate to the clear section using a taxiing strategy guided by taxi speed. If accelerating to the maximum taxi speed still fails to reach the runway gate on time, a request will be made to the Integrated Departure and Arrival System, Electronic Progress Slip System, and / or A-SMGCS System to replan the taxiway path, prompt the controller to re-plan the taxiway path, or guide the departing flight to enter the fast taxiway. Through multiple fast taxiways, a secondary reordering will be performed, and the flight will taxi to the runway gate to wait for takeoff.

[0062] Strategy 5: When congestion is predicted ahead, smooth in the middle, and congestion behind, departing flights will taxi normally to the runway gate using a taxiing strategy guided by taxi speed. If the predicted departure time is less than the calculated departure time, departing flights will taxi normally to the runway gate using a taxiing strategy guided by taxi speed. If the predicted departure time is greater than the calculated departure time, departing flights will taxi slowly with a safe distance using a taxiing strategy guided by taxi speed. After passing through the congested section, they will accelerate and taxi slowly with a safe distance to the runway gate when they reach the congested path behind. If accelerating to the maximum taxi speed still fails to taxi to the runway gate on time, a request will be made to the Integrated Departure and Arrival System, Electronic Progress Slip System, and / or A-SMGCS System to replan the taxiway path, prompt the controller to formulate a new taxiway, or guide departing flights to taxi onto a fast taxiway. Multiple fast taxiways will be used for secondary reordering.

[0063] Strategy Six: When congestion is predicted along the entire taxiway of departing flights, making it impossible to guide departing flights to the runway on time using taxi speed, request the arrival / departure integrated system, electronic progress sheet system, and / or A-SMGCS system to replan the taxiway or prompt the controller to formulate a new taxiway.

[0064] The secondary reordering refers to the second adjustment of the taxiing order of multiple flights at multiple fast taxiways in order to ensure that the takeoff order of multiple flights remains unchanged.

[0065] Preferably, the proportional speed sliding behavior is as follows:

[0066] Two departing flights with similar takeoff intervals maintain a certain taxiing distance, with the following aircraft adjusting its speed based on the speed of the preceding aircraft. Let's assume the taxiing speed of the preceding aircraft is v. n The predicted glide time is VTT. n The average gliding speed is The rear aircraft's taxiing speed is v n+1 The predicted glide time is VTT. n+1The average gliding speed is Then the proportional velocity sliding behavior is:

[0067]

[0068] The present invention provides a preferred embodiment as follows:

[0069] Airport surface aircraft taxiing sequencing and takeoff spacing guidance methods, such as Figure 1 As shown, it includes the following steps:

[0070] S1: Obtain information such as departure flight pushback time, takeoff interval, taxiing path, and surface traffic situation;

[0071] S2: Based on the taxiing path and the current traffic situation, use a combined prediction method to predict the taxiing time, takeoff time, and possible traffic conditions required from pushback to the runway gate;

[0072] S3: Based on the predicted taxiing time, takeoff time and traffic conditions, departing flights adopt corresponding taxiing strategies to ensure that departing flights taxi to the runway gate within the effective time and wait for takeoff, thus maintaining the takeoff sequence.

[0073] Preferably, the process of obtaining information such as departure flight pushback time, takeoff interval, taxiing path, and surface traffic situation in step S1 is as follows:

[0074] like Figure 2 As shown, the system imports departure flight dynamic plan data from designated airports from systems such as the arrival and departure integrated system, DMAN, CDM, and A-CDM. After parsing and cleaning, it obtains information such as the departure flight number, departure airport, arrival airport, execution date, flight unique identifier, calculated pushback time COBT, calculated takeoff time CTOT, takeoff sequence number DEP_NO, and takeoff interval ΔT.

[0075] like Figure 3 As shown, the system imports departure flight operation environment data from designated airports from systems such as the integrated arrival and departure system, electronic progress slip system, or A-SMGCS to this system. After parsing and cleaning, it obtains information such as flight number, departure airport, arrival airport, execution date, flight unique identifier, taxi route (Taxi_line), current traffic flow of the entire airport, and runway and taxiway status.

[0076] Figure 2 and Figure 3 The system described herein is a hardware and software system used to implement aircraft taxiing sequence and takeoff interval guidance at airport surfaces.

[0077] Preferably, in step S2, the process of predicting the taxiing time (VTT), takeoff time, and possible traffic conditions from pushback to the runway threshold using a combined prediction method based on the taxiing path and the current traffic situation is as follows:

[0078] By collecting and preprocessing historical data on taxi paths and pushback times of departing flights, the correlation between taxi path, pushback time, surface traffic conditions, and taxiing time was analyzed. ARIM, machine learning, and neural networks were selected, and a combined prediction model for taxiing time from pushback to the runway threshold was constructed based on the idea of ​​combined prediction. A model with high accuracy was obtained by training with historical data. The total taxiing time of departing flights and the traffic conditions of each taxiway along the taxi path were predicted based on the current taxi path and traffic conditions of the departing flights. The prediction results are shown in Table 1.

[0079] Table 1. Results of Coasting Time and Traffic Condition Prediction

[0080]

[0081] The traffic situation described refers to the arrival and departure traffic flow, congestion, and the status of the runway and taxiway.

[0082] like Figure 3 As shown, the traffic conditions refer to the congestion situation of each taxiway, which includes: good traffic conditions; smooth ahead but congested behind; smooth ahead but congested in the middle and smooth behind; congested ahead but smooth behind; congested ahead but smooth in the middle and congested behind; congested throughout the entire route.

[0083] The area ahead represents the current taxiing segment and the next taxiing segment; the area behind represents the remaining taxiing segment.

[0084] The predicted takeoff time is: (calculated pushback time + predicted taxiing time).

[0085] Preferably, in step S3, based on the predicted taxiing time and traffic conditions, departing flights adopt corresponding taxiing strategies to ensure that they taxi to the runway gate within a valid time and wait for takeoff, thus maintaining the same takeoff sequence.

[0086] Example 1: When the airport surface traffic conditions are good, two departing flights 1 and 2 with similar takeoff intervals adopt a proportional speed taxiing strategy to ensure that the takeoff sequence and interval at pushback are consistent with the actual takeoff sequence and interval.

[0087] The flight dynamic planning information for departing flight 1 and flight 2, including flight number (callsign), departure airport (dep_ap), landing airport (arr_ap), execution date (misson_date), flight unique identifier (gufi), calculated pushback time (COBT), calculated takeoff time (CTOT), takeoff sequence number (DEP_NO), and takeoff interval (ΔT), is obtained from systems such as the integrated arrival and departure system, DMAN, CDM, and A-CDM. As shown in Table 2.

[0088] Table 2 Dynamic Plan Information for Departure Flights CCA1213 and CES3232

[0089] callsign dep_ap arr_ap misson_date gufi COBT CTOT DEP_NO ΔT CCA1213 ZLXY ZBAA 20230920 <![CDATA[gufi1]]> 1230 1245 1 3 CES3232 ZLXY ZBTJ 20230920 <![CDATA[gufi2]]> 1245 1250 2 3

[0090] The flight situation information obtained from the arrival and departure integrated system, electronic progress slip system, or A-SMGCS system, including flight number (callsign), departure airport (dep_ap), arrival airport (arr_ap), execution date (misson_date), flight unique identifier (gufi), taxiway route (Taxi_line), current traffic capacity, runway status (runway_status), and taxiway status (taxi_status), is shown in Table 3.

[0091] Table 3. Surface Operation Environment Information for Departing Flights CCA1213 and CES3232

[0092]

[0093]

[0094] A certain amount of historical data on taxi paths and pushback times of departing flights was collected, preprocessed, and labeled. The correlation between taxi paths, pushback times, surface traffic conditions, and taxiing times was analyzed. ARIM, machine learning, and neural networks were selected to construct a combined prediction model for taxiing time from pushback to the runway threshold. This model was trained using historical data to obtain a model M with high accuracy. Figure 4 As shown.

[0095] Based on the pre-trained model M, the input is the current taxiing path and traffic situation of flights CCA1213 and CES3232, and the output is the total taxiing time of the departing flights, the traffic conditions of each taxiway on the taxiing path, and the average taxiing speed. The prediction results are shown in Tables 4 and 5.

[0096] Table 4. Estimated taxiing time and traffic conditions for departing flight CCA1213

[0097]

[0098] Table 5. Estimated taxiing time and traffic conditions for departing flight CES3232

[0099]

[0100] Based on the predicted total taxiing time for flights CCA1213 and CES3232 in Tables 4 and 5, the predicted takeoff time (ETOT) is calculated as shown in Table 6.

[0101] Table 6. Estimated departure times for flights CCA1213 and CES3232

[0102] callsign ETOT CCA1213 1240 CES3232 1256

[0103] Based on the results in Tables 4, 5, and 6, all taxiways along the taxiways for flights CCA1213 and CES3232 were clear, and the traffic conditions were good. Therefore, Strategy 1 of the invention was adopted to ensure that departing flights taxied to the runway gate within a reasonable timeframe, maintaining the same takeoff sequence. Specifically, flights CES3232 and CCA1213 maintained a certain taxiing interval, and the taxiing speed of flight CES3232 was adjusted proportionally to the speed of flight CCA1213.

[0104] If the taxiing speed of flight CCA1213 is v CCA1213 The predicted taxiing time is 10 minutes, with an average taxiing speed of 20 km / h; the taxiing speed of flight CES3232 is v. CES3232 Given a predicted gliding time of 11 minutes and an average gliding speed of 20 km / h, then v CCA1213 With v CES3232 The ratio is:

[0105]

[0106] Departure flights v CCA1213 The taxiing speed is 20 km / h, and the flight is v CES3232 Its gliding speed is 18.18 km / h.

[0107] Example 2: When the airport surface is clear in front but congested behind, two departing flights 1 and 2 with similar takeoff intervals can use a taxi speed guidance strategy to ensure that the takeoff sequence and interval at pushback are consistent with the actual takeoff sequence and interval.

[0108] The flight dynamic planning information for departing flights 1 and 2 at Xi'an Xianyang International Airport, including flight number (callsign), departure airport (dep_ap), landing airport (arr_ap), execution date (misson_date), flight unique identifier (gufi), calculated pushback time (COBT), calculated departure time (CTOT), departure sequence number (DEP_NO), and departure interval (ΔT), was obtained from systems such as the integrated arrival and departure system, DMAN, CDM, and A-CDM. As shown in Table 7.

[0109] Table 7 Dynamic Schedule Information for Departure Flights CQH1422 and CXA2701

[0110] callsign dep_ap arr_ap misson_date gufi COBT CTOT DEP_NO ΔT CQH1422 ZLXY ZGGG 20230921 <![CDATA[gufi1]]> 0810 0825 1 3 CXA2701 ZLXY ZSAM 20230921 <![CDATA[gufi2]]> 0815 0830 2 3

[0111] Information on the flight operation environment of Xi'an Xianyang International Airport, including flight number (callsign), departure airport (dep_ap), landing airport (arr_ap), execution date (misson_date), flight unique identifier (gufi), taxiway route (Taxi_line), current traffic capacity, runway status (runway_status), and taxiway status (taxi_status), was obtained from systems such as the integrated arrival and departure system, electronic progress slip system, or A-SMGCS. This information is shown in Table 8.

[0112] Table 8. Surface Operational Environment Information for Departing Flights CQH1422 and CXA2701

[0113]

[0114] A certain amount of historical data on taxiing paths and pushback times of departing flights was collected, preprocessed, and labeled. The correlation between taxiing paths, pushback times, surface traffic conditions, and taxiing times was analyzed. Methods such as ARIM, machine learning, and neural networks were selected to construct a predictive model of taxiing time from pushback to the runway threshold. The model M with high accuracy was obtained by training with historical data.

[0115] like Figure 4 As shown, based on the pre-trained model M, the input is the current taxiing path and traffic situation of flights CQH1422 and CXA2701, and the output is the total taxiing time of the departing flights, the traffic conditions of each taxiway on the taxiing path, and the average taxiing speed. The prediction results are shown in Tables 9 and 10.

[0116] Table 9. Estimated taxiing time and traffic conditions for departing flight CQH1422

[0117]

[0118] Table 10. Estimated taxiing time and traffic conditions for departing flight CXA2701

[0119]

[0120]

[0121] Based on the predicted total taxiing time of flights CQH1422 and CXA2701 in Tables 4 and 5, the predicted takeoff time (ETOT) is calculated as shown in Table 11.

[0122] Table 11 Estimated departure times for flights CQH1422 and CXA2701

[0123] callsign ETOT CQH1422 0831 CXA2701 0837

[0124] Based on the results in Tables 9, 10, and 11, flights CQH1422 and CXA2701 have smooth taxiing paths ahead but congested paths behind, and their predicted takeoff times are longer than their calculated takeoff times. Therefore, Strategy 2 in the invention is adopted, which uses a taxiing speed-guided taxiing strategy. Departing flights first accelerate to the congested path, maintain a safe distance, and then taxi slowly.

[0125] Flight CQH1422 has an average taxiing speed of 15 km / h on taxiway T3-C, with a taxiing time of 7 minutes. If it accelerates to its maximum speed of 55 km / h, the taxiing time on this taxiway will be 1.9 minutes. The predicted taxiing time on the congested taxiway C6-D-D8 is 14 minutes, resulting in a total taxiing time of 15.9 minutes.

[0126] Flight CXA2701 has an average taxiing speed of 15 km / h on taxiway T5-C, with a taxiing time of 8 minutes. If it accelerates to the maximum speed of 55 km / h, the taxiing time will be 2.2 minutes. The predicted taxiing time on the congested taxiway C5-D-D8 is 14 minutes, resulting in a total taxiing time of 16.2 minutes.

[0127] According to the calculation method for predicted takeoff time, the predicted takeoff time ETOT' of flights CQH1422 and CXA2701 is calculated, as shown in Table 12. Since the ETOT' of these two flights is still greater than CTOT, it indicates that even with maximum speed, they cannot reach the runway threshold on time. Therefore, they need to taxi at maximum speed before the congested path, and then guide departing flights onto the fast taxiway to taxi to the runway threshold to wait for takeoff. Figure 5 As shown.

[0128] Table 12 Estimated departure times for flights CQH1422 and CXA2701

[0129] callsign COBT ETOT' CTOT CQH1422 0810 0826 0825 CXA2701 0815 0831 0830

[0130] This invention provides a guidance system for aircraft taxiing at an airport, comprising:

[0131] The data acquisition module is used to collect information on departure flight pushback time, takeoff interval, taxiing path, and surface traffic conditions.

[0132] The prediction module is used to predict the taxiing time, taxiing speed, takeoff time, and possible traffic conditions from pushback to the runway threshold based on information about the taxiing path and the current traffic situation.

[0133] The output module is used to establish a taxiing speed guidance strategy for departing flights based on the predicted taxiing time, taxiing speed, takeoff time, and possible traffic conditions, while keeping the takeoff order of priority departing aircraft unchanged. This strategy aims to enable departing flights to taxi to the runway gate and wait for takeoff within an effective timeframe.

[0134] In another embodiment of the present invention, a computer device is provided, comprising a processor and a memory. The memory stores a computer program, which includes program instructions. The processor executes the program instructions stored in the computer storage medium. The processor may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. It is the computing and control core of the terminal, suitable for implementing one or more instructions, specifically suitable for loading and executing one or more instructions in the computer storage medium to achieve a corresponding method flow or corresponding function. The processor described in this embodiment of the present invention can be used in the operation of a method for guiding aircraft taxiing at an airport.

[0135] In another embodiment of the present invention, a storage medium is provided, specifically a computer-readable storage medium (Memory), which is a memory device in a computer device used to store programs and data. It is understood that the computer-readable storage medium here can include both the built-in storage medium in the computer device and extended storage media supported by the computer device. The computer-readable storage medium provides storage space that stores the operating system of the terminal. Furthermore, the storage space also stores one or more instructions suitable for loading and execution by a processor, which can be one or more computer programs (including program code). It should be noted that the computer-readable storage medium here can be high-speed RAM or non-volatile memory, such as at least one disk storage device. The processor can load and execute one or more instructions stored in the computer-readable storage medium to implement the corresponding steps of the guidance method for aircraft taxiing at an airport surface in the above embodiments.

[0136] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0137] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0138] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0139] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0140] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for guiding aircraft taxiing at an airport surface, characterized in that, Includes the following steps: S1: Collect information on departure flight pushback time, takeoff interval, taxiing path, and surface traffic conditions; S2: Based on the taxiing path and current traffic conditions, use predictive methods to forecast the taxiing time, taxiing speed, takeoff time, and possible traffic conditions required from pushback to the runway threshold. S3: Based on the predicted taxiing time, taxiing speed, takeoff time and possible traffic conditions, establish a taxiing speed guidance strategy for departing flights while keeping the takeoff order of priority departing aircraft unchanged, so that departing flights can taxi to the runway gate and wait for takeoff within an effective time. Establishing a departure flight taxiing speed guidance strategy includes: Strategy 1: When the traffic conditions are good, departing flights should taxi to the runway gate in a normal taxiing strategy guided by taxi speed. Multiple departing flights with similar takeoff intervals should adopt a taxiing strategy with the same speed. Strategy Two: When a clear path ahead but congestion behind is predicted, departing flights will taxi normally to the runway gate using a taxiing strategy guided by taxi speed. If the predicted takeoff time is less than the calculated takeoff time, departing flights will continue to taxi normally to the runway gate using the same taxiing strategy. If the predicted takeoff time is longer than the calculated takeoff time, departing flights will accelerate to the congested path and taxi slowly at a safe interval using a taxiing strategy guided by taxi speed. If the predicted congestion behind is too long, they will accelerate while taxiing ahead to ensure they arrive at the runway gate on time. If accelerating to maximum taxi speed still fails to ensure on-time arrival at the runway gate, they will taxi at maximum speed before the congested path, then be guided to enter the fast taxiway. After passing through multiple fast taxiways and undergoing secondary reordering, they will taxi to the runway gate to await takeoff. Strategy 3: When the path ahead is clear, the middle is congested, and the rear is clear, departing flights will taxi normally to the runway gate using a taxiing speed-guided strategy. If the predicted takeoff time is less than the calculated takeoff time, departing flights will taxi normally to the runway gate using a taxiing speed-guided strategy. If the predicted takeoff time is greater than the calculated takeoff time, departing flights will accelerate to the congested path using a taxiing speed-guided strategy, then taxi slowly at a safe interval. After passing through the congested section, they will taxi to the runway gate using a taxiing speed-guided strategy. If both the path ahead and the rear are accelerated to maximum taxiing speed, and the flight still cannot reach the runway gate on time, the flight will taxi at maximum taxiing speed before the congested path and be guided to enter the fast taxiway. After passing through multiple fast taxiways and undergoing secondary reordering, the flight will taxi to the runway gate to wait for takeoff. Strategy 4: When congestion ahead is predicted and the runway behind is clear, departing flights will taxi normally to the runway gate using a taxiing strategy guided by taxi speed. If the predicted takeoff time is less than the calculated takeoff time, departing flights will taxi normally to the runway gate using a taxiing strategy guided by taxi speed. If the predicted takeoff time is greater than the calculated takeoff time, departing flights will taxi slowly through the congested path and then accelerate to the clear section using a taxiing strategy guided by taxi speed. If accelerating to the maximum taxi speed still fails to reach the runway gate on time, a request will be made to the Integrated Departure and Arrival System, Electronic Progress Slip System, and / or A-SMGCS System to replan the taxiway path, prompt the controller to re-plan the taxiway path, or guide the departing flight to enter the fast taxiway. After secondary reordering through multiple fast taxiways, the flight will taxi to the runway gate to wait for takeoff. Strategy 5: When congestion is predicted ahead, smooth in the middle, and congestion behind, departing flights will taxi normally to the runway gate using a taxiing strategy guided by taxi speed. If the predicted departure time is less than the calculated departure time, departing flights will taxi normally to the runway gate using a taxiing strategy guided by taxi speed. If the predicted departure time is greater than the calculated departure time, departing flights will taxi slowly with a safe distance using a taxiing strategy guided by taxi speed. After passing through the congested section, they will accelerate and taxi slowly with a safe distance to the runway gate when they reach the congested path behind. If accelerating to the maximum taxi speed still fails to taxi to the runway gate on time, a request will be made to the Integrated Departure and Arrival System, Electronic Progress Slip System, and / or A-SMGCS System to replan the taxiway path, prompt the controller to formulate a new taxiway, or guide departing flights to taxi onto a fast taxiway. Multiple fast taxiways will be used for secondary reordering. Strategy Six: When congestion is predicted along the entire taxiway of departing flights, making it impossible to guide departing flights to the runway on time using taxi speed, request the arrival / departure integrated system, electronic progress sheet system, and / or A-SMGCS system to replan the taxiway or prompt the controller to formulate a new taxiway.

2. The method for guiding aircraft taxiing on an airport surface according to claim 1, characterized in that, The process of collecting information on departure flight pushback time, takeoff interval, taxiing path, and surface traffic situation in step S1 is as follows: Obtain the estimated pushback time, departure time and departure interval information of flights departing from a designated airport from the integrated arrival and departure system, DMAN, CDM and / or A-CDM system; Obtain taxi routes for departing flights at a designated airport, current traffic flow across the entire area, and runway and taxiway status information from the integrated arrival and departure system, electronic progress sheet system, and / or A-SMGCS system.

3. The method for guiding aircraft taxiing on an airport surface according to claim 1, characterized in that, The process in step S2, which uses a prediction method to predict the taxiing time, taxiing speed, takeoff time, and possible traffic conditions from pushback to the runway threshold based on information about the taxiing path and the current traffic situation, is as follows: By collecting and preprocessing historical data on taxi paths and pushback times of departing flights, the correlation between taxi paths, pushback times, surface traffic conditions, and taxiing time is analyzed. A taxiing time prediction model from pushback to the runway threshold is constructed and trained to obtain a model with high accuracy. Based on the current taxi path and traffic conditions of departing flights, the total taxiing time, taxiing speed, and traffic conditions of each taxiway along the taxi path are predicted.

4. The method for guiding aircraft taxiing on an airport surface according to claim 2, characterized in that, The traffic situation described refers to the arrival and departure flow, congestion, and the status of the runway and taxiway. The possible traffic conditions refer to the congestion situation of each taxiway, including: good traffic conditions; smooth ahead but congested behind; smooth ahead but congested in the middle and smooth behind; congested ahead but smooth behind; congested ahead but smooth in the middle and congested behind; congested throughout the entire route; "ahead" refers to the current taxiway segment and the next taxiway segment; "behind" refers to the remaining taxiway segment.

5. The method for guiding aircraft taxiing at an airport surface according to claim 1, characterized in that, In step S2, the predicted takeoff time is the sum of the pushback time and the predicted taxiing time, where the predicted taxiing time is the sum of the ratios of the length of each planned taxiing path segment to the taxiing speed.

6. The method for guiding aircraft taxiing on an airport surface according to claim 1, characterized in that, The proportional speed sliding behavior is as follows: Any two departing flights with similar takeoff intervals maintain a certain taxiing distance, with the following aircraft adjusting its speed based on the speed of the preceding aircraft. Assume the taxiing speed of the preceding aircraft is... The predicted gliding time is The average gliding speed is The rear aircraft's taxiing speed is The predicted gliding time is The average gliding speed is Then the proportional velocity sliding behavior is: 。 7. A guidance system for aircraft taxiing at an airport surface, characterized in that, A method for guiding aircraft taxiing at an airport surface according to any one of claims 1-6 includes: The data acquisition module is used to collect information on departure flight pushback time, takeoff interval, taxiing path, and surface traffic conditions. The prediction module is used to predict the taxiing time, taxiing speed, takeoff time, and possible traffic conditions from pushback to the runway threshold based on information about the taxiing path and the current traffic situation. The output module is used to establish a taxiing speed guidance strategy for departing flights based on the predicted taxiing time, taxiing speed, takeoff time, and possible traffic conditions, while keeping the takeoff order of priority departing aircraft unchanged. This strategy aims to enable departing flights to taxi to the runway gate and wait for takeoff within an effective timeframe.

8. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the airport surface aircraft taxiing guidance method as described in any one of claims 1-6.

9. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the airport surface aircraft taxiing guidance method as described in any one of claims 1-6.

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