Airport group cooperative emergency regulation and control method and device, electronic equipment and storage medium

Abstract

Embodiments of the present application provide an airport cluster cooperative emergency regulation method and device, electronic equipment and storage medium, which relate to the technical field of traffic regulation. The method comprises: obtaining airport cluster information of a target area; the airport cluster information comprises: the number of airports in the airport cluster, the airport identifier, the routes between the airports, and the number of flights on the routes; constructing a directed air network based on the airport cluster information; disturbing a target airport in the directed air network according to at least one disturbance strategy, obtaining a first flight loss amount of the directed air network; recovering flights of the target airport according to at least one recovery strategy, obtaining a second flight loss amount of the directed air network; and obtaining an emergency strategy of the directed air network from the emergency strategies based on the first loss flight amount and the second loss amount. In the event of an emergency, the emergency strategy can be used for emergency handling, thereby reducing the impact of the emergency on the transportation capacity of the air network.

Description

Technical Field

[0001] This application relates to the field of traffic control technology, and in particular to a method, device, electronic equipment and storage medium for coordinated emergency control of airport clusters. Background Technology

[0002] Today, with the increasing volume of air traffic, airports need to work together to meet the huge transportation demand.

[0003] In the event of unforeseen disruptions to the aviation network, ensuring its continued operational capacity before full resumption of flights and exploring resource allocation methods for emergency transportation systems have become pressing issues for those skilled in the art. Summary of the Invention

[0004] This application provides a method, device, electronic device, and storage medium for coordinated emergency control of airport clusters, offering a reference for how airport clusters can recover from sudden disturbances.

[0005] In a first aspect, embodiments of this application provide a method for coordinated emergency control of airport clusters, including:

[0006] Obtain airport cluster information for the target area; the airport cluster information includes: the number of airports in the airport cluster, airport identifiers, routes between airports, and the number of flights on the routes;

[0007] Based on the airport cluster information, a directed aviation network is constructed;

[0008] The target airport in the directed aviation network is perturbed according to at least one perturbation strategy to obtain the first flight loss amount of the directed aviation network;

[0009] According to at least one recovery strategy, flights are restored at the target airport to obtain the second flight loss amount of the directed aviation network;

[0010] Based on the first number of lost flights and the second number of lost flights, an emergency strategy for the directed aviation network is obtained from the emergency strategy, the emergency strategy including the disturbance strategy and the recovery strategy.

[0011] Optionally, obtaining the emergency strategy for the directed aviation network from the emergency strategy based on the first lost flight volume and the second lost volume includes:

[0012] The robustness of the directed aviation network is obtained based on the first number of lost flights and the second number of lost flights;

[0013] The emergency response strategy is determined based on the robustness described.

[0014] Optionally, the perturbation strategy includes a random perturbation strategy and a deliberate perturbation strategy;

[0015] The random perturbation strategy involves randomly selecting one route from the target airport at each moment to cause perturbation until all flights at the target airport are cancelled.

[0016] The deliberate disturbance strategy involves selecting the route with the largest edge weight in the air traffic network for the target airport at each time point and disturbing it until all flights to the target airport are cancelled; the edge weight is related to the number of flights on the route to the target airport.

[0017] Optionally, the recovery strategy includes an edge weight optimization recovery strategy, an edge betweenness optimization recovery strategy, and an edge nutrient difference optimization recovery strategy;

[0018] The edge weight optimization recovery strategy is to select the route with the largest edge weight in the direction aviation network for the target airport at each time and restore it until all flights at the target airport are restored.

[0019] The edge intermediary number-based optimal recovery strategy involves selecting the route with the largest edge intermediary value for the target airport in the direction of the air network at each time point for recovery, until all flights at the target airport are restored; the edge intermediary number is related to the number of routes at the target airport.

[0020] The edge nutrient difference optimization recovery strategy is to select the route with the largest edge nutrient difference value of the target airport in the direction aviation network at each time and restore it until all flights of the target airport are restored; the edge nutrient difference is related to the number of flights of the target airport.

[0021] Optionally, constructing a directed aviation network based on the airport cluster information includes:

[0022] Airports in the airport group are used as nodes in the directed aviation network;

[0023] Based on the flight path directions between airports in the airport group, obtain the directed edges of the node;

[0024] The directed aviation network is obtained by connecting the nodes according to the directed edges.

[0025] Optionally, obtaining the first flight loss amount of the directed aviation network includes:

[0026] Obtain the target capacity and allowable parameters of the remaining airports, wherein the allowable parameters are related to the flight carrying capacity of the remaining airports;

[0027] The first flight loss amount is obtained based on the target capacity, allowable parameters, and target flight volume; the target flight volume represents the number of flights lost at the target airport.

[0028] Optionally, obtaining the robustness of the directed aviation network based on the first number of lost flights and the second number of lost flights includes:

[0029] The robustness of the directed aviation network is obtained based on the first flight loss, the second loss, and the initial target capacity of the target airport.

[0030] Secondly, embodiments of this application provide an airport cluster coordinated emergency control device, comprising:

[0031] The acquisition module is used to acquire airport cluster information of the target area; the airport cluster information includes: the number of airports in the airport cluster, airport identifiers, routes between airports, and the number of flights on the routes;

[0032] A construction module is used to construct a directed aviation network based on the airport cluster information;

[0033] A disturbance module is used to disturb a target airport in the directed aviation network according to at least one disturbance strategy, and to obtain a first flight loss amount of the directed aviation network.

[0034] The recovery module is used to restore flights at the target airport according to at least one recovery strategy and to obtain the second flight loss amount of the directed aviation network.

[0035] The determination module is used to obtain the emergency strategy of the directed aviation network from the emergency strategy based on the first lost flight volume and the second lost volume, the emergency strategy including the disturbance strategy and the recovery strategy.

[0036] Thirdly, this application provides an electronic device, including: a memory and a processor;

[0037] The memory is used to store computer instructions; the processor is used to execute the computer instructions stored in the memory to implement the method of any one of the first aspects.

[0038] Fourthly, this application provides a computer-readable storage medium having a computer program stored thereon, the computer program being executed by a processor to implement the method of any of the first aspects.

[0039] Fifthly, this application provides a computer program product, including a computer program that, when executed by a processor, implements the method of any one of the first aspects.

[0040] The airport cluster collaborative emergency control method, device, electronic equipment and storage medium provided in this application can well reflect the control behavior of airport clusters with flight recovery strategies when the aviation network is disturbed, and have good reference value for the control and prevention of emergencies in the actual aviation network. Attached Figure Description

[0041] Figure 1 A flowchart illustrating the airport cluster coordinated emergency control method provided in this application embodiment;

[0042] Figure 2 A schematic diagram illustrating the successive cancellations of flights on the connecting edge of a disturbed flight path at an airport node, as provided in an embodiment of this application.

[0043] Figure 3 A schematic diagram illustrating the airport cluster coordinated emergency control measures provided in the embodiments of this application;

[0044] Figure 4 A graph showing the relationship between the flight recovery strategy under random disturbances and the robustness index F provided in the embodiments of this application;

[0045] Figure 5 A graph showing the relationship between the flight recovery strategy under the deliberate disturbance strategy provided in this application embodiment and the robustness index F;

[0046] Figure 6 A graph showing the relationship between the allowable parameters in the flight recovery strategy provided in this application and the percentage of time without lost flights;

[0047] Figure 7 A schematic diagram of the structure of the airport cluster coordinated emergency control device provided in the embodiments of this application;

[0048] Figure 8 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0049] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0050] In the embodiments of this application, the terms "first" and "second" are used to distinguish identical or similar items with essentially the same function and effect, without limiting their order. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, and that the terms "first" and "second" do not necessarily imply that they are different.

[0051] It should be noted that, in the embodiments of this application, the terms "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design scheme described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or design schemes. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0052] Today, with the increasing volume of air traffic, airports need to work together effectively. Ensuring a balance of transport resources among airports in the face of unforeseen disruptions has become a significant challenge.

[0053] In the face of unforeseen events, how to ensure that the air transport network maintains good transport capacity before all flights resume, and how to resume flights to reduce the impact of unforeseen events on the air transport network's capacity, have become urgent problems for those skilled in the art to solve.

[0054] In view of this, embodiments of this application provide an airport cluster collaborative emergency control method, device, electronic device, and storage medium. By setting different disturbance and recovery strategies, the number of flights lost by the aviation network and the robustness of the aviation network under different disturbance and recovery strategies are calculated to determine the emergency strategy of the aviation network. In the event of an actual emergency, the emergency strategy can be adopted for emergency handling, thereby reducing the impact of the emergency on the transportation capacity of the aviation network.

[0055] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be implemented independently or in combination with each other. The same or similar concepts or processes may not be described again in some embodiments.

[0056] This invention uses network science concepts to study the characteristics of aviation networks, which first requires representing the aviation network using an abstract diagram. The following introduces some principles for simplification in network structure analysis:

[0057] (1) The embodiments of this application are limited to passenger air networks (hereinafter referred to as air networks) and do not consider cargo routes.

[0058] (2) All airports in the aviation network are abstracted as undifferentiated nodes in the network (hereinafter referred to as airport nodes).

[0059] (3) All direct flights between airports are abstracted as edges in the network (hereinafter referred to as route edges), excluding routes with stopover airports.

[0060] (4) The average number of flights per day on all routes is abstracted as the weight of the edges in the network.

[0061] (5) Transport routes in the aviation network are directional.

[0062] After the above simplification, the aviation network can be abstracted as a directed weighted connected graph with N nodes, and the connectivity of the aviation network routes can be represented by an N×N adjacency matrix A.

[0063] Figure 1 This is a flowchart illustrating the airport cluster coordinated emergency control method provided in the embodiments of this application, as shown below. Figure 1 As shown, it includes:

[0064] S101. Obtain information on the airport cluster in the target area.

[0065] The execution entity in this application embodiment can be a data processing platform, or a program control device disposed in the data processing platform. Optionally, the program control device can be implemented in hardware, in software, or in a combination of software and hardware.

[0066] In this embodiment of the application, the airport cluster can be a spatial cluster consisting of multiple large airports with related relationships within a certain area.

[0067] In this embodiment of the application, the airport group information includes: the number of airports in the airport group, airport identifiers, routes between airports, and the number of flights on the routes.

[0068] The number of flights on the route can be the number of flights within a preset time period, such as the average number of flights on the route within one year.

[0069] The data processing platform can be configured with corresponding external interfaces, from which airport cluster information of the target area can be obtained.

[0070] S102. Based on the airport group information, construct a directed aviation network.

[0071] In this embodiment of the application, airports in the airport group can be connected and identified according to the airport identifier, the routes between airports, and the number of flights on the routes to obtain the directed aviation network.

[0072] For example, airports in the airport group are used as nodes of the directed aviation network; directed edges of the nodes are obtained according to the flight directions between airports in the airport group; the nodes are connected according to the directed edges to obtain the directed aviation network.

[0073] For example, a directed aeronautical network can be represented by a directed graph G containing N nodes and L edges, i.e.:

[0074] G = {V, E, W}

[0075] Where V = {i | i ∈ {1, 2, ..., N}} is the set of airport nodes in the aviation network, labeled with i ∈ 1, 2, ..., N, and the total number of airport nodes is N = |V|; E = {(i, j) |e ij =0 or 1} is the set of edges connecting flight routes from airport node i to airport node j in the aviation network, denoted by e. ij Airport edges are marked, and flight route edges are directional. When there is a flight route from airport node i to airport node j, e ij =1, otherwise e ij =0; the total number of edges connecting routes is set to L = |E|; the set of edge weights of the aviation network is W = {(i,j)|w ij} represents the average daily number of flights from airport node i to airport node j, denoted by the symbol w. ij Indicates the connection edge e of the route ij The weight.

[0076] S103. Perturb the target airport in the directed aviation network according to at least one perturbation strategy, and obtain the first flight loss amount of the directed aviation network.

[0077] In this embodiment of the application, the perturbation strategy includes a random perturbation strategy and a deliberate perturbation strategy.

[0078] The random perturbation strategy involves randomly selecting one flight route at the target airport at each moment to cause perturbation until all flights at the target airport are cancelled.

[0079] The deliberate disturbance strategy involves selecting the route with the largest edge weight in the air traffic network for the target airport at each time point and disturbing it until all flights to the target airport are cancelled; the edge weight is related to the number of flights on the route to the target airport. The target airport can be a randomly selected airport from the airport group.

[0080] Among them, such as Figure 2As shown, the iterative process of flight cancellations along flight routes is described as follows: At time t, the failure of an edge connected to the disturbed node is considered the first iteration. At time t+1, the failure of the remaining edges connected to the disturbed node is considered the second iteration, and so on, until all flights on all routes connected to the disturbed airport node are successively cancelled. That is, at each time point, all flights on the disturbed routes are cancelled. If the target airport includes M routes, then after time M, all flights at the target airport are cancelled.

[0081] like Figure 3 As shown, at any given moment, the number of flights lost at the target airport (the number of canceled flights on the route) can be distributed to other airport nodes in the aviation network. For example, if airport node j is one of the airport nodes in the airport group where target airport node i is located, then flights that originally departed from target airport node i will now depart from airport node j; flights that originally arrived at target airport node i will now arrive at airport node j.

[0082] At any given moment, the number of flights allocated to airport node j is:

[0083]

[0084] Among them, T lost For each moment, the number of flights lost at the target airport, Γ i Let C represent the set of all neighboring airport nodes that have flight edges with airport node i. j This represents the peak capacity of airport node j.

[0085] When the number of new flights ΔT at airport node j in the airport cluster that bears the lost flight volume... j In addition to its own flight volume T j Exceeding its peak capacity C j At that time, that is, T j +ΔT ij ≥C j The number of flights exceeding peak capacity (T) j +ΔT j -C j Discarding is considered as the first flight loss following disruption to the aviation network.

[0086] It should be understood that the first flight loss amount can be obtained by accumulating the flight loss amounts of the aviation network at each time point to obtain time series data.

[0087] In some embodiments, obtaining the first flight loss amount of the directed aviation network includes:

[0088] Obtain the target capacity and allowable parameters of the remaining airports, wherein the allowable parameters are related to the flight carrying capacity of the remaining airports; obtain the first flight loss amount based on the target capacity, allowable parameters and target flight volume; wherein the target flight volume represents the number of flights lost at the target airport.

[0089] For airport j, the airport node strength is selected as the target capacity T of the airport node (including: the number of inbound and outbound flights):

[0090]

[0091]

[0092] Peak capacity C j It can be as follows:

[0093] C j,out =(1+β)T j,out

[0094] C j,in =(1+β)T j,in

[0095] C j,out To accommodate peak outbound capacity, C j,in For peak arrival capacity, the allowable coefficient β is an adjustable peak capacity parameter with a value greater than 0. The larger β is, the larger the C value of the airport node, indicating a higher capacity to handle flight volume, and correspondingly, a higher cost for the airport node in the aviation network.

[0096] It should be understood that peak capacity C j It can be the sum of peak arrival and peak departure capacity. Airport node strength represents the number of arriving and departing flights at that airport node. First, calculate the outbound and inbound strength of each airport node in the aviation network. The outbound strength of an airport node is the sum of the average daily number of flights on all routes originating from that airport node; the inbound strength of an airport node is the sum of the average daily number of flights on all routes originating from that airport node. In network structure analysis, a higher outbound strength indicates a higher average daily number of flights from that airport node to other airport nodes; the inbound strength has a similar meaning. A higher airport node strength indicates a more important airport node in the aviation network; therefore, airport node strength is chosen as the number of arriving and departing flights T for that airport node.

[0097] S104. Restore flights to the target airport according to at least one recovery strategy, and obtain the second flight loss amount of the directed aviation network.

[0098] In this embodiment, during the initial stage (without facing any unforeseen events), each airport node in the aviation network carries a certain number of flights, and the initial flight volume of each airport node is less than its capacity (peak capacity). At this time, the aviation network is in normal operation. When an airport in the airport cluster is disrupted, flights on routes related to the disrupted airport node begin to be canceled one after another. The lost flight volume at the disrupted airport is distributed to other airports belonging to the same airport cluster. For other airports in the airport cluster, when the additional flight volume they undertake plus their original initial flight volume exceeds their peak capacity, the aviation network will lose the excess flight volume until the canceled flights in the network gradually return to normal operation. When the flight volume of all airports does not exceed their capacity, the aviation network is considered to be in normal operation. If the additional flight volume that other airports in the airport cluster need to undertake plus their original initial flight volume does not exceed their peak capacity, the aviation network is considered to still be operating normally without losing flight volume, and the airports in the airport cluster have a good ability to share risks.

[0099] At time t, one airport in the airport cluster of the aviation network is disturbed, and at time t+1, flights on its related routes are successively canceled. Therefore, when all flights on routes related to the disturbed airport are canceled, the flight recovery strategy is activated.

[0100] In this embodiment of the application, the recovery strategy includes an edge weight optimization recovery strategy, an edge betweenness optimization recovery strategy, and an edge nutrient difference optimization recovery strategy.

[0101] The edge weight optimization recovery strategy is to select the route with the largest edge weight in the direction aviation network for the target airport at each time step and restore it until all flights at the target airport are restored.

[0102] The edge intermediary number-based recovery strategy involves selecting the route with the largest edge intermediary value for the target airport in the direction of the aviation network at each time point for recovery, until all flights at the target airport are recovered; the edge intermediary number is related to the number of routes at the target airport.

[0103] The edge nutrient difference optimization recovery strategy is to select the route with the largest edge nutrient difference value of the target airport in the direction aviation network at each time and restore it until all flights of the target airport are restored; the edge nutrient difference is related to the number of flights of the target airport.

[0104] The edge betweenness is defined as the proportion of the number of paths passing through a given edge among all shortest paths in the network. The edge nutrient difference can be used to characterize the importance of edges connected to a route.

[0105] When implementing the recovery strategy, the second flight loss amount at each time step can be determined based on the first flight loss amount and the flight loss amount corresponding to the route recovered at each time step in the first flight loss amount.

[0106] For example, if the loss of the first flight is a time series from time t to time t+n, and flight recovery is performed at time t+m, and the loss of the first flight for the route corresponding to time t+m is X, then the loss of the flight at time t+m can be the loss of the flight at time t+n minus X.

[0107] By repeating the above method, we can obtain the second flight loss amount from time t+m until all flights have resumed. That is, the second flight loss amount is also the corresponding time series data.

[0108] S105. Based on the first number of lost flights and the second number of lost flights, obtain the emergency strategy for the directed aviation network from the emergency strategy, the emergency strategy including the disturbance strategy and the recovery strategy.

[0109] In this embodiment of the application, obtaining the emergency strategy of the directed aviation network can be a recovery strategy that minimizes the loss of flights in the aviation network under different disturbance strategies.

[0110] In some embodiments, the optimal recovery strategy can be determined by the robustness of the aviation network.

[0111] For example, the robustness of the directed aviation network is obtained based on the first number of lost flights and the second number of lost flights; the contingency strategy is determined based on the robustness.

[0112] In some embodiments, the robustness of the directed aviation network is obtained based on the first flight loss amount, the second loss amount, and the initial target capacity of the target airport.

[0113] Robustness can be calculated using the following formula:

[0114] F = T lost / T i

[0115] The first flight loss and the second loss are time series data. Correspondingly, the robustness of the directed aviation network is also time series data from the time of flight cancellation to the time of flight resumption.

[0116] In some embodiments, to further improve the accuracy of the representation of the aviation network, the first loss flight volume, the second loss volume, and the robustness of the directed aviation network can be calculated for departing flights and arriving flights, respectively.

[0117] That is: Fout =T lost,out / T i,out ;F in =T lost,in / T i,in .

[0118] The optimal flight recovery strategy can be determined based on the robustness of the acquired directed aviation network.

[0119] For example, such as Figure 4 and Figure 5 As shown, the robustness of the aviation network obtained by using different recovery strategies under different disturbance strategies was calculated.

[0120] Depend on Figure 4 and Figure 5 As can be seen, comparing the robustness index F of departing and arriving flights in this embodiment, during the disturbance strategy phase, the loss of departing flights is greater than that of arriving flights for the vast majority of the time, while the opposite is true during the flight recovery strategy phase. Comparing the two disturbance strategies, when facing a deliberate disturbance strategy, the airport cluster's ability to bear the lost flight volume is clearly lower than that of a random disturbance strategy when activating coordinated emergency response measures. Comparing the three flight recovery strategies, the edge-weighted optimal recovery strategy not only enables the air network to restore normal operation more quickly (without losing flight volume), but also maintains normal air network operation for a longer period before all canceled flights are restored.

[0121] In some embodiments, when the allowable parameter β is large, it indicates that the peak capacity of the airport is also large. At this time, the airport in the aviation network is less likely to be disturbed, resulting in a loss of the total number of flights in the aviation network. Correspondingly, the larger the allowable parameter β is, the higher the investment cost of the airport in the aviation network will be. Conversely, when the allowable parameter β is small, the shutdown of any airport can easily cause a loss of the total number of flights in the aviation network.

[0122] When airport node i is disturbed, to avoid loss of flight volume, the additional flight volume for any airport node j within the airport cluster, plus its own flight volume, cannot exceed its peak capacity, that is:

[0123]

[0124] According to the above ΔT j and C j The calculation method yields:

[0125]

[0126] As can be seen from the above, the permissible parameter threshold for not losing flight volume is:

[0127]

[0128] By using permissible parameter thresholds that do not result in a loss of flight volume, guidance can be provided for the setup of airport clusters in aviation networks.

[0129] Figure 6 The graph shows the relationship between the allowable parameter and the proportion of time without loss of flights in the three outbound flight recovery strategies under the optimal perturbation strategy provided in the embodiments of the present invention. When the allowable parameter β is less than 0.4, it has a significant impact on the coordinated emergency control capability of the airport group. In addition, when β is less than 0.4, the edge weight optimal perturbation strategy is the best and has a high cost-effectiveness for maintaining stable and normal transportation in the aviation network, while when β is greater than 0.4, the edge betweenness optimal perturbation strategy is the best.

[0130] In summary, the airport cluster collaborative emergency control method provided in this embodiment implements airport cluster collaborative emergency control measures and initiates flight recovery strategies in the face of both random and deliberate disturbances. The edge-weighted optimal recovery strategy utilizes a certain probability of flight recovery capability, effectively reflecting the optimal role of flight recovery in quickly restoring normal operation of the aviation network after a disturbance at a particular airport on a specific route. Furthermore, the flight recovery probability realistically reflects the possibility of flight recovery in real-world scenarios. The method proposed in this embodiment effectively reflects the airport cluster control behavior with flight recovery strategies when the aviation network is disturbed, providing valuable reference for the control and prevention of emergencies in actual aviation networks.

[0131] This application also provides an airport cluster collaborative emergency control device.

[0132] Figure 7 This is a schematic diagram of the structure of the airport cluster coordinated emergency control device 70 provided in the embodiments of this application, as shown below. Figure 7 As shown, it includes:

[0133] The acquisition module 701 is used to acquire airport group information of the target area; the airport group information includes: the number of airports in the airport group, airport identifiers, routes between airports, and the number of flights on the routes.

[0134] The construction module 702 is used to construct a directed aviation network based on the airport group information.

[0135] The disturbance module 703 is used to disturb the target airport in the directed aviation network according to at least one disturbance strategy, and obtain the first flight loss amount of the directed aviation network.

[0136] The recovery module 704 is used to restore flights at the target airport according to at least one recovery strategy and to obtain the second flight loss amount of the directed aviation network.

[0137] The determination module 705 is used to obtain the emergency strategy of the directed aviation network from the emergency strategy based on the first lost flight volume and the second loss volume, the emergency strategy including the disturbance strategy and the recovery strategy.

[0138] Optionally, the determining module 705 is further configured to obtain the robustness of the directed aviation network based on the first number of lost flights and the second number of lost flights; and determine the contingency strategy based on the robustness.

[0139] Optionally, the construction module 702 is further configured to use airports in the airport group as nodes of the directed aviation network; obtain directed edges of the nodes according to the flight directions between airports in the airport group; and connect the nodes according to the directed edges to obtain the directed aviation network.

[0140] Optionally, the disturbance module 703 is further configured to obtain the target capacity and allowable parameters of the remaining airports, the allowable parameters being related to the flight carrying capacity of the remaining airports; and to obtain the first flight loss amount based on the target capacity, allowable parameters, and target flight volume; the target flight volume representing the number of flights lost at the target airport.

[0141] Optionally, the determining module 705 is further configured to obtain the robustness of the directed aviation network based on the first flight loss amount, the second loss amount, and the initial target capacity of the target airport.

[0142] The airport group collaborative emergency control device provided in this application embodiment can execute the airport group collaborative emergency control method provided in any of the above embodiments. Its principle and technical effect are similar, and will not be described again here.

[0143] This application also provides an electronic device.

[0144] Figure 8 This is a schematic diagram of the structure of the electronic device 80 provided in the embodiments of this application, such as... Figure 8 As shown, it includes:

[0145] Processor 801.

[0146] Memory 802 is used to store executable instructions for the terminal device.

[0147] Specifically, the program may include program code, which includes computer operation instructions. Memory 802 may include high-speed RAM, and may also include non-volatile memory, such as at least one disk storage device.

[0148] The processor 801 is used to execute computer execution instructions stored in the memory 802 to implement the technical solution of the airport group collaborative emergency control method embodiment described in the foregoing method embodiment.

[0149] The processor 801 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0150] Optionally, the electronic device 80 may also include a communication interface 803, through which it can communicate and interact with external devices, such as user terminals (e.g., mobile phones, tablets). In specific implementations, if the communication interface 803, memory 802, and processor 801 are implemented independently, then the communication interface 803, memory 802, and processor 801 can be interconnected via a bus to complete communication between them.

[0151] A bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc., but this does not mean there is only one bus or one type of bus.

[0152] Optionally, in a specific implementation, if the communication interface 803, memory 802, and processor 801 are integrated on a single chip, then the communication interface 803, memory 802, and processor 801 can communicate through an internal interface.

[0153] This application also provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the technical solution of the above-described airport group coordinated emergency control method embodiment. Its implementation principle and technical effect are similar, and will not be repeated here.

[0154] In one possible implementation, a computer-readable medium may include random access memory (RAM), read-only memory (ROM), compact discread-only memory (CD-ROM) or other optical disc storage, disk storage or other magnetic storage devices, or any other medium targeted to carry or to store the required program code in the form of instructions or data structures, and accessible by a computer. Furthermore, any connection is appropriately referred to as a computer-readable medium. For example, if software is transmitted from a website, server, or other remote source using coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave, then coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. As used herein, disks and optical discs include optical discs, laser discs, optical discs, Digital Versatile Discs (DVDs), floppy disks, and Blu-ray discs, where disks typically reproduce data magnetically, while optical discs optically reproduce data using lasers. The above combinations should also be included within the scope of computer-readable media.

[0155] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the technical solution of the above-described airport group coordinated emergency control method embodiment. Its implementation principle and technical effects are similar and will not be repeated here.

[0156] In the specific implementation of the aforementioned terminal device or server, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the embodiments of this application can be directly manifested as being executed by a hardware processor, or executed by a combination of hardware and software modules within the processor.

[0157] Those skilled in the art will understand that all or part of the steps in any of the above method embodiments can be implemented by hardware associated with program instructions. The aforementioned program can be stored in a computer-readable storage medium, and when the program is executed, all or part of the steps in the above method embodiments are performed.

[0158] If the technical solution of this application is implemented in software form and sold or used as a product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the technical solution of this application can be embodied in the form of a software product, which is stored in a storage medium and includes a computer program or several instructions. This computer software product causes a computer device (which may be a personal computer, server, network device, or similar electronic device) to execute all or part of the steps of the method described in the embodiments of this application.

[0159] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all optional embodiments, and the actions and modules involved are not necessarily essential to this application.

[0160] It should be further noted that although the steps in the flowchart are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowchart may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0161] It should be understood that the above-described device embodiments are merely illustrative, and the device of this application can also be implemented in other ways. For example, the division of units / modules in the above embodiments is only a logical functional division, and there may be other division methods in actual implementation. For example, multiple units, modules, or components may be combined, or integrated into another system, or some features may be ignored or not executed.

[0162] Furthermore, unless otherwise specified, the functional units / modules in the various embodiments of this application can be integrated into one unit / module, or each unit / module can exist physically separately, or two or more units / modules can be integrated together. The integrated units / modules described above can be implemented in hardware or as software program modules.

[0163] When integrated units / modules are implemented in hardware, the hardware can be digital circuits, analog circuits, etc. The physical implementation of the hardware structure includes, but is not limited to, transistors, memristors, etc. Unless otherwise specified, the processor can be any suitable hardware processor, such as a CPU, GPU, FPGA, DSP, and ASIC, etc. Unless otherwise specified, the storage unit can be any suitable magnetic or magneto-optical storage medium, such as Resistive Random Access Memory (RRAM), Dynamic Random Access Memory (DRAM), Static Random Access Memory (SRAM), Enhanced Dynamic Random Access Memory (EDRAM), High-Bandwidth Memory (HBM), Hybrid Memory Cube (HMC), etc.

[0164] If the integrated unit / module is implemented as a software program module and sold or used as an independent product, it can be stored in a computer-readable storage device (CMD). Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a memory and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned memory includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0165] In the above embodiments, the descriptions of each embodiment have their own emphasis. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments. The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification.

[0166] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application 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. Such 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 this application.

Claims

1. A method for coordinated emergency control of airport clusters, characterized in that, include: Obtain information on the airport cluster in the target area; The airport cluster information includes: the number of airports in the airport cluster, airport identifiers, routes between airports, and the number of flights on the routes; Based on the airport cluster information, a directed aviation network is constructed; The target airport in the directed aviation network is perturbed according to at least one perturbation strategy to obtain the first flight loss amount of the directed aviation network; the first flight loss amount is time series data obtained by accumulating the flight loss amount of the aviation network at each time moment. Flights are restored to the target airport according to at least one recovery strategy, and a second flight loss amount of the directed aviation network is obtained; the second flight loss amount is time series data determined based on the first flight loss amount and the flight loss amount corresponding to the restored route at each time in the first flight loss amount. Based on the first flight loss and the second flight loss, the emergency strategy for the directed aviation network is obtained from the emergency strategy, the emergency strategy including the disturbance strategy and the recovery strategy; The process of obtaining the first flight loss amount of the directed aviation network includes: Obtain the target capacity and allowable parameters of the remaining airports, wherein the allowable parameters are related to the flight carrying capacity of the remaining airports; The first flight loss amount is obtained based on the target capacity, allowable parameters, and target flight volume; the target flight volume represents the number of flights lost at the target airport.

2. The method according to claim 1, characterized in that, The step of obtaining the emergency strategy for the directed aviation network from the emergency strategy based on the first flight loss and the second flight loss includes: The robustness of the directed aviation network is obtained based on the loss amounts of the first and second flights. The emergency response strategy is determined based on the robustness described.

3. The method according to claim 2, characterized in that, The perturbation strategies include random perturbation strategies and deliberate perturbation strategies; The random perturbation strategy involves randomly selecting one route from the target airport at each moment to cause perturbation until all flights at the target airport are cancelled. The deliberate disturbance strategy involves selecting the route with the largest edge weight in the directed aviation network for the target airport at each time point and disturbing it until all flights to the target airport are cancelled; the edge weight is related to the number of flights on the route to the target airport.

4. The method according to claim 3, characterized in that, The recovery strategies include edge weight optimization recovery strategy, edge betweenness optimization recovery strategy, and edge nutrient difference optimization recovery strategy. The edge weight optimization recovery strategy is to select the route with the largest edge weight in the directed aviation network for the target airport at each time step and restore it until all flights at the target airport are restored. The edge intermediary number-based recovery strategy involves selecting the route with the largest edge intermediary value for the target airport in the directed aviation network at each time step for recovery, until all flights at the target airport are restored; the edge intermediary number is related to the number of routes at the target airport. The edge nutrient difference optimization recovery strategy is to select the route with the largest edge nutrient difference value of the target airport in the directed aviation network at each time and restore it until all flights of the target airport are restored; the edge nutrient difference is related to the number of flights of the target airport.

5. The method according to claim 1, characterized in that, The construction of a directed aviation network based on the airport cluster information includes: Airports in the airport group are used as nodes in the directed aviation network; Based on the flight path directions between airports in the airport group, obtain the directed edges of the node; The directed aviation network is obtained by connecting the nodes according to the directed edges.

6. The method according to claim 2, characterized in that, The step of obtaining the robustness of the directed aviation network based on the first flight loss amount and the second flight loss amount includes: The robustness of the directed aviation network is obtained based on the first flight loss, the second flight loss, and the initial target capacity of the target airport.

7. An airport cluster coordinated emergency control device, characterized in that, include: The acquisition module is used to acquire airport cluster information for the target area; The airport cluster information includes: the number of airports in the airport cluster, airport identifiers, routes between airports, and the number of flights on the routes; A construction module is used to construct a directed aviation network based on the airport cluster information; The disturbance module is used to disturb the target airport in the directed aviation network according to at least one disturbance strategy, and obtain the first flight loss amount of the directed aviation network; the first flight loss amount is time series data obtained by accumulating the flight loss amount of the aviation network at each time moment. The recovery module is used to restore flights to the target airport according to at least one recovery strategy and obtain a second flight loss amount of the directed aviation network; the second flight loss amount is time series data determined based on the first flight loss amount and the flight loss amount corresponding to the restored route at each time in the first flight loss amount. The determination module is used to obtain the emergency strategy of the directed aviation network from the emergency strategy based on the first flight loss amount and the second flight loss amount, the emergency strategy including the disturbance strategy and the recovery strategy; The disturbance module is also used to obtain the target capacity and allowable parameters of the remaining airports, the allowable parameters being related to the flight carrying capacity of the remaining airports; and to obtain the first flight loss amount based on the target capacity, allowable parameters, and target flight volume; the target flight volume representing the number of flights lost at the target airport.

8. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor for executing the computer program to implement the method of any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, It stores a computer program, which is executed by a processor to implement the method of any one of claims 1-6.

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