Aircraft performance rate determination method, apparatus, medium, and electronic device

Abstract

The application provides an aircraft execution rate determination method and device, a medium and an electronic equipment, relates to the field of data processing, and includes the following steps: obtaining actual flight data list SF corresponding to a target subject in a target time window; if SF i is date to be corrected flight data and / or type to be corrected flight data, SFZ i is corrected, otherwise, SFZ is not corrected; matching the updated SF with corresponding planned flight data to obtain a target correction list MX; correcting MX to obtain a plurality of target flight data; and finally obtaining execution rate ZX of the target subject in the target time window. The execution rate data obtained by the application can assist the air traffic control bureau in performing execution rate statistics on each airline or each airport and providing a data basis for corresponding evaluation. The overall flight execution of the corresponding target subject in the target time window can be obtained.

Description

Technical Field

[0001] This application relates to the field of data processing technology, and in particular to methods, apparatus, media and electronic equipment for determining aircraft execution rates. Background Technology

[0002] With the rapid development of the global aviation industry and the continuous growth in air transport demand, airlines face increasingly complex operational challenges. The execution rate of each airline in each flight season or month directly affects its operational efficiency, economic benefits, and customer satisfaction. However, during actual flight operations, weather conditions or other unforeseen circumstances can lead to delays, make-up flights, and adjustments, resulting in discrepancies between actual and planned flight data. This discrepancy can cause inaccurate calculations of the execution rate for each airline in each flight season or month by air traffic control authorities. Summary of the Invention

[0003] To address the aforementioned technical problems, this application provides a method, apparatus, medium, and electronic device for determining the execution rate of an aircraft, which at least partially solves the problems existing in the prior art.

[0004] In a first aspect of this application, a method for determining the execution rate of an aircraft is provided, the method comprising the following steps:

[0005] S100, Obtain the actual flight data of the target entity within the target time window to obtain the actual flight data list SF = (SF1, SF2, ..., SF3). i , ..., SF n ); i = 1, 2, ..., n; where n is the number of actual flight data corresponding to the target subject within the target time window; SF i For the target subject, this refers to the i-th actual flight data included within the target time window; SF i =(SFQ i SFL i SFH i SFZ i );SFQ i SFL represents the actual departure airport corresponding to the i-th actual flight data. i SFH is the actual landing airport corresponding to the i-th actual flight data. i SFZ is the actual flight number corresponding to the i-th actual flight data. i This represents the actual execution date corresponding to the i-th actual flight data; each actual flight data has a corresponding actual flight type.

[0006] S200, if SF iif the date to be corrected flight data and / or the type to be corrected flight data, then SFZ i is corrected to the planned execution date in the corresponding planned flight data and / or SF i is corrected to the planned flight type in the corresponding planned flight data, otherwise not corrected, to obtain updated SF; wherein the date to be corrected flight data is SFQ i is non-domestic airport, SFL i is domestic airport, and SFZ i is actual flight data different from the planned execution date in the corresponding planned flight data; the type to be corrected flight data is actual flight data containing both domestic segment and non-domestic segment, and actual flight data whose flight type is different from the flight type in the corresponding planned flight data;

[0007] S300, each flight data in the updated SF is matched with the corresponding planned flight data to obtain a target correction list MX=(MX1, MX2, …, MX j , …, MX m ); j=1, 2, …, m; m is the number of flight data in the updated SF which is not completely the same as the corresponding planned flight data; MX j is the jth flight data in the updated SF which is not completely the same as the corresponding planned flight data;

[0008] S400, according to the planned flight data and the preset correction rule, MX is corrected to obtain a plurality of target flight data; wherein the target flight data includes corrected actual flight data and uncorrected actual flight data; the target flight data is the corresponding takeoff airport, landing airport, flight number and execution date, and the corresponding planned takeoff airport, planned landing airport, planned flight number and planned execution date in the corresponding planned flight data all correspond to the same flight data;

[0009] S500, according to the target flight data and the corresponding planned flight data of the target subject in the target time window, the execution rate ZX of the target subject in the target time window is obtained, ZX meets the following condition: ZX=MF / JF; wherein MF is the number of target flight data; JF is the number of planned flight data of the target subject in the target time window.

[0010] In the second aspect of the present application, a flight execution rate determination device is provided, the device comprising:

[0011] an actual data acquisition unit, configured to acquire actual flight data corresponding to a target subject in a target time window to obtain an actual flight data list SF=(SF1, SF2, …, SF i , …, SF n); i = 1, 2, ..., n; where n is the number of actual flight data corresponding to the target subject within the target time window; SF i For the target subject, this refers to the i-th actual flight data included within the target time window; SF i =(SFQ i SFL i SFH i SFZ i );SFQ i SFL represents the actual departure airport corresponding to the i-th actual flight data. i SFH is the actual landing airport corresponding to the i-th actual flight data. i SFZ is the actual flight number corresponding to the i-th actual flight data. i This represents the actual execution date corresponding to the i-th actual flight data; each actual flight data has a corresponding actual flight type.

[0012] The first correction unit is used if SF i If the flight data and / or type of flight data are to be corrected, then SFZ will be used. i Correct the planned execution date in the corresponding planned flight data and / or change the SF i The actual flight type is corrected to the planned flight type in the corresponding planned flight data; otherwise, no correction is made to obtain the updated SF. The daily expected flight type correction data is SFQ. i For non-domestic airports, SFL i It is a domestic airport, and SFZ i Actual flight data with a different planned execution date from the corresponding planned flight data; Flight data of type to be corrected includes actual flight data that contains both domestic and non-domestic segments, as well as actual flight data whose actual flight type differs from the corresponding planned flight data.

[0013] The matching unit is used to match each flight data in the updated SF with the corresponding planned flight data to obtain the target correction list MX = (MX1, MX2, ..., MX...). j , ..., MX m ); j = 1, 2, ..., m; m is the number of flight data in the updated SF that are not completely identical to the corresponding planned flight data; MX j The j-th flight data in the updated SF that is not completely identical to the corresponding planned flight data;

[0014] The second correction unit is configured to correct the MX according to the planned flight data and a preset correction rule to obtain a plurality of target flight data; the target flight data comprises corrected actual flight data and uncorrected actual flight data; the target flight data corresponding to the takeoff airport, the landing airport, the flight number and the execution date and the planned takeoff airport, the planned landing airport, the planned flight number and the planned execution date in the corresponding planned flight data are all corresponding to the same flight data;

[0015] The determination unit is configured to obtain an execution rate ZX of the target subject in the target time window according to the target flight data and the planned flight data corresponding to the target subject in the target time window, the ZX satisfying the following condition: ZX = MF / JF; wherein, MF is the number of the target flight data; and JF is the number of the planned flight data corresponding to the target subject in the target time window.

[0016] In a third aspect of the present application, a non-transitory computer readable storage medium is provided, the storage medium storing at least one instruction or at least one program, the at least one instruction or the at least one program being loaded and executed by a processor to implement the aforementioned aircraft execution rate determination method.

[0017] In a fourth aspect of the present application, an electronic device is provided, comprising a processor and the aforementioned non-transitory computer readable storage medium.

[0018] The present application has at least the following beneficial effects:

[0019] The aircraft execution rate determination method provided in the application traverses each actual flight data. For international arrival flights with takeoff at a non-domestic airport and landing at a domestic airport, since there is no jurisdiction of international airport, accurate information cannot be obtained when flying in non-domestic area or when taking off if there is delay due to weather conditions, etc. Therefore, the execution date in the flight data corresponding to such flights is the landing date (the date of landing at the domestic airport), and here, the corresponding planned flight data is determined according to the takeoff airport, landing airport and flight number, and according to the corresponding planned flight data, if the corresponding actual execution date (the date of landing at the domestic airport) is inconsistent with the planned flight data, it is corrected to the execution date corresponding to the planned flight data. In this way, the international arrival flights that cannot obtain accurate information are corrected to be consistent with the data in the corresponding planned flight data, so that the air traffic control department can obtain the data when counting the execution rate in a certain time window. On the other hand, in some off-season or other special circumstances, for some unsold flights, they may be changed to cargo flights. In the case that the corresponding actual flight number, actual takeoff airport, actual landing airport and actual execution date are all the same as the corresponding planned flight data, and when the air traffic control department approves, it is a passenger flight, but in actual operation, it is a cargo flight, the flight type is modified to passenger to facilitate the air traffic control department to obtain the data when counting the execution rate in a certain time window. After the above two steps are processed, each flight data in the updated SF is matched with the corresponding planned flight data. If the flight is completely executed according to the planned flight data, the actual flight data obtained is the same as the corresponding planned flight data, and due to weather or other irresistible forces, etc., the actual flight data may not be completely the same as the corresponding planned flight data.

[0020] Further, according to the corresponding planned flight data, the preset correction rule corrects the MX, so that the actual flight data caused by weather or other irresistible forces and the like is not completely the same as the corresponding planned flight data, and after correction, the actual flight data is the same as the corresponding planned flight data. Therefore, the target flight data can be accurately obtained when the execution rate is calculated. The target flight data includes the corrected actual flight data and the uncorrected actual flight data. Since there is part of the actual flight data (which may be date corrected and type corrected) that is the same as the corresponding planned flight data, the actual flight data is directly determined as the target flight data. There is also part of the flight data that is the same as the corresponding planned flight data after being corrected by the preset correction rule, and the flight data is determined as the target flight data. In this way, the execution rate of the target subject in the target time window is obtained. The execution rate data is corrected according to the corresponding different situations of each actual flight data, so that part of the actual flight data caused by weather or other irresistible forces and the like is not completely consistent with the corresponding planned flight data. After targeted correction, the actual flight data can be consistent with the corresponding planned flight data. In this way, the flight data that is actually flown can be accurately counted, so that the accurate execution rate data of the target subject in the target time window can be obtained. The execution rate data can assist the air traffic control bureau in performing execution rate statistics on each airline or each airport and provide data basis for corresponding evaluation. The overall flight situation of the corresponding target subject in the target time window can be obtained. BRIEF DESCRIPTION OF DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0022] Figure 1 The flight execution rate determination method flowchart provided by the embodiments of the present application;

[0023] Figure 2 The structure block diagram of the flight execution rate determination device provided by the embodiments of the present application. DETAILED DESCRIPTION

[0024] The technical solutions in the embodiments of the present application will be described clearly and completely in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0025] It should be noted that the terms "first", "second", and the like, in the description and in the claims of the present application as well as in the above-described drawings imply that the objects so designated can have different consecutive or interrelated positions or occur or happen only once. It is to be understood that the same can be interchanged under appropriate circumstances such that any reference to the first object can be replaced by a reference to the second object and, similarly, any reference to the second object can be replaced by a reference to the first object. Similarly, it is to be understood that the terms "including", "containing", "having" and "encompassing" when used herein are meant to be inclusive in a manner similar to the term "comprising" as comprising is interpreted when employed as a transitional term in a claim. Furthermore, the terms "comprising", "including", "containing", "encompassing" and the like when used in the present specification and in the following claims are taken to specify the presence of stated features, integers, steps, or components but do not preclude the presence or addition of one or more other features, integers, steps, components, or groups thereof.

[0026] It should be noted that various aspects of the embodiments within the scope of the appended claims are described herein. It is to be understood that the aspects described herein can be implemented in widely different forms and that any particular structural and / or functional details are illustrative only. It should be further understood that an aspect described herein can be implemented independently of any other aspects without departure from the scope of the present application. Still further, one aspect can be implemented in combination with one or more other aspects without departure from the scope of the present application. For example, an apparatus can be implemented using any number of the aspects described herein. Additionally, an apparatus can be implemented using other structural and / or functional details not expressly described herein but that would still fall within the scope of the aspects described herein.

[0027] Reference is made to Figure 1 The embodiments of the present application provide a method for determining an aircraft performance rate, the method comprising:

[0028] S100, obtaining actual flight data corresponding to a target subject within a target time window to obtain an actual flight data list SF=(SF1, SF2, …, SFn); i=1, 2, …, n; wherein n is the number of actual flight data corresponding to the target subject within the target time window; SFi is the i-th actual flight data included in the target time window of the target subject; SF=(SFQ, SFL, SFH, SFZ); SFQ is the actual take-off airport corresponding to the i-th actual flight data; SFL is the actual landing airport corresponding to the i-th actual flight data; SFH is the actual flight number corresponding to the i-th actual flight data; SFZ is the actual flight distance corresponding to the i-th actual flight data. i n i i i i i i i i i i ​​​​​​​​​​​is the actual execution date corresponding to the ith actual flight data; each actual flight data has a corresponding actual flight type.

[0029] Specifically, in the embodiment, the target subject can be an airline, an airport, the target time window can be a season, a month, etc., and the actual flight data is the flight data of a flight on a certain execution date, including the corresponding actual departure airport, actual landing airport, flight number and execution date.

[0030] Here, the actual execution date is determined by the following steps: if SFQ i is a domestic airport, SFL i is a domestic or non-domestic airport, SFZ i is the departure date; if SFQ i is a non-domestic airport, SFL i is a domestic airport, SFZ i is the landing date. That is, the corresponding execution date of domestic flights, domestic segments of international flights, and international departure flights is the departure date; and the corresponding execution date of international arrival flights is the landing date. Flight types include passenger and cargo.

[0031] S200, if SF i is the date to be corrected flight data and / or type to be corrected flight data, SFZ i is corrected to the planned execution date in the corresponding planned flight data and / or SF i is corrected to the corresponding actual flight type to the planned flight type in the corresponding planned flight data, otherwise no correction is made, to obtain the updated SF; wherein the date to be corrected flight data is SFQ i is a non-domestic airport, SFL i is a domestic airport, and SFZ i is actual flight data different from the planned execution date in the corresponding planned flight data; type to be corrected flight data is actual flight data containing domestic and non-domestic segments, and actual flight data whose flight type is different from the flight type of the corresponding planned flight data.

[0032] Specifically, each actual flight data is traversed. For international inbound flights that depart from non-domestic airports and land at domestic airports, since they lack jurisdiction over international airports, accurate information cannot be obtained when flying in non-domestic areas or when there are delays due to weather conditions at takeoff. Therefore, the execution date in the flight data for such flights is the landing date (the date of landing at the domestic airport). Here, the corresponding planned flight data is determined based on the departure airport, landing airport, and flight number. If the actual execution date (the date of landing at the domestic airport) is inconsistent with the planned flight data, it is corrected to the execution date corresponding to the planned flight data. In this way, the international inbound flights for which accurate information cannot be obtained are corrected to be consistent with the data in the corresponding planned flight data, so that the air traffic control bureau can obtain this data when calculating the execution rate of a certain time window.

[0033] It should be noted that, as an example, actual flight data that includes both domestic and international segments could be: Beijing-Chongqing-Rome, where the domestic segment is Beijing-Chongqing and the international segment is Chongqing-Rome. For the planned flight data corresponding to this type of actual flight data, the air traffic control bureau would directly classify it as an international flight. However, in the actual flight data, the Beijing-Chongqing segment would be recorded as a domestic segment, and the Chongqing-Rome segment as an international segment. Therefore, actual flight data that includes both domestic and international segments needs to be corrected to directly classify it as an international flight.

[0034] On the other hand, during certain off-seasons or other special circumstances, a flight with unsold tickets may be converted into a cargo flight. In this case, the actual flight number, actual departure airport, actual arrival airport, and actual execution date are all the same as the corresponding planned flight data. However, if the flight is approved as a passenger flight by the air traffic control authority but is actually operated as a cargo flight, the flight type will be changed to passenger flight so that the air traffic control authority can obtain the data when calculating the execution rate for a certain time window.

[0035] S300 matches each flight data point in the updated SF with the corresponding planned flight data to obtain the target correction list MX = (MX1, MX2, ..., MX...). j , ..., MX m ); j = 1, 2, ..., m; m is the number of flight data in the updated SF that are not completely identical to the corresponding planned flight data; MX j This refers to the j-th flight data in the updated SF that is not completely identical to the corresponding planned flight data.

[0036] Specifically, after the above two-step processing, each flight data in the updated SF is matched with the corresponding planned flight data. If the flight is completely flown according to the planned flight data, the actual flight data obtained is the same as the corresponding planned flight data. However, due to weather or other force majeure reasons, the actual flight data may not be completely the same as the corresponding planned flight data.

[0037] S400, correcting MX according to the planned flight data and the preset correction rule to obtain a plurality of target flight data; wherein the target flight data includes the corrected actual flight data and the uncorrected actual flight data; the target flight data corresponds to the same flight data as the planned takeoff airport, the planned landing airport, the planned flight number and the planned execution date in the corresponding planned flight data.

[0038] S500, obtaining the execution rate ZX of the target subject in the target time window according to the target flight data and the corresponding planned flight data of the target subject in the target time window, ZX satisfies the following condition: ZX = MF / JF; wherein MF is the number of target flight data; JF is the number of the corresponding planned flight data of the target subject in the target time window.

[0039] Specifically, according to the corresponding planned flight data, the preset correction rule is used to correct MX, so that the actual flight data caused by weather or other force majeure reasons may not be completely the same as the corresponding planned flight data. After correction, the actual flight data is the same as the corresponding planned flight data. So that the aforementioned data can be accurately obtained when calculating the execution rate.

[0040] The target flight data is corresponding to the same flight data of the takeoff airport, landing airport, flight number and execution date and the planned takeoff airport, planned landing airport, planned flight number and planned execution date in the corresponding planned flight data. The target flight data further includes the corrected actual flight data and the uncorrected actual flight data. Since there is part of the uncorrected actual flight data (which may be date corrected and type corrected) being the same as the corresponding planned flight data, it is directly determined as the target flight data, and there is part of the flight data corrected according to the preset correction rule being the same as the corresponding planned flight data, which is determined as the target flight data. Thus, the execution rate of the target subject in the target time window is obtained. The execution rate data is corrected according to the corresponding different situations of each actual flight data, so that part of the actual flight data caused by weather or other irresistible factors and not completely consistent with the corresponding planned flight data can be consistent with the corresponding planned flight data after targeted correction. Thus, the flight data that is flown can be accurately counted, and the accurate execution rate data of the target subject in the target time window can be obtained. The execution rate data can assist the air traffic control bureau in performing execution rate statistics on each airline or each airport and provide data basis for corresponding evaluation. The overall flight situation of the corresponding target subject in the target time window can be obtained.

[0041] In an exemplary embodiment of the present application,

[0042] The preset correction rule includes correcting MX according to the sequence of cross-day delay correction, cancellation of make-up flight correction, mid-season adjustment correction and voluntary return correction.

[0043] The cross-day delay correction is performed by the following steps:

[0044] If (SFZX i -SFZJ i )≤-2, and SFZX i belongs to the zero point to five o'clock in the morning of the execution date, SFZ i is corrected to the day before the current actual execution date; wherein SFZX i is the actual execution hour segment corresponding to SF i ; SFZJ i is the planned execution hour segment in the planned flight data corresponding to SF i ; SF i corresponds to the same flight number, takeoff airport and landing airport in the planned flight data corresponding to SF i and the actual flight data corresponding to SF i .

[0045] Specifically, as an example: if flight A is scheduled to be executed on June 15, 2024, at 23:15; due to weather reasons, the actual execution time is June 16, 2024, at 00:15; the scheduled execution date of flight A is June 15, 2024, and the scheduled execution hour segment is 23:00; the actual execution date of flight A is June 16, 2024, and the actual execution hour segment is 00:00; and the corresponding execution date of flight A is corrected to June 15, 2024.

[0046] According to the above correction method, the delayed flight across the day can be corrected to the corresponding execution date, avoiding missing data in the execution rate calculation, and ensuring the accuracy of the execution rate calculation.

[0047] The canceling of the make-up flight is corrected by the following steps:

[0048] If SFQ i and SFL i are domestic airports, and the last digit of SFH i is a letter, the last letter of SFH i is modified to the corresponding digit according to the preset cancel flight number modification rule, and SFZ i is corrected to the day before the current actual execution date.

[0049] If SFQ i and SFL i are domestic airports, and the last two digits of SFH i are letters, the last two letters of SFH i are modified to the corresponding digits according to the preset cancel flight number modification rule, and SFZ i is corrected to the two days before the current actual execution date.

[0050] Specifically, the preset cancel flight number modification rule is: Z is modified to 0; Y is modified to 1; X is modified to 2; W is modified to 3; V is modified to 4; U is modified to 5; T is modified to 6; S is modified to 7; R is modified to 8; Q is modified to 9.

[0051] If the last digit of the flight number is the above-mentioned letter, the last letter is modified to the corresponding digit according to the preset cancel flight number modification rule, and the execution date is corrected to the day before the current actual execution date.

[0052] If the last two digits of the flight number are the above-mentioned letters, the last two letters are modified to the corresponding digits according to the preset cancel flight number modification rule, and the execution date is corrected to the two days before the current actual execution date.

[0053] is due to the last two digits of the normal flight number will not have letters, the presence of letters means that it is a canceled flight replacement.

[0054] According to the above correction method, the replacement flight can be restored to the corresponding plan data, avoiding missing data when calculating the execution rate, and ensuring the accuracy of the execution rate calculation.

[0055] The mid-season adjustment correction is performed by the following steps:

[0056] If SF i If the corresponding plan flight data is the changed plan flight data, SFZ i is corrected to the execution date corresponding to the plan flight data before the change.

[0057] Specifically, as an example: airline A's route 1, the plan flight data is to fly every Monday, Wednesday and Friday; due to some reasons, airline A applies to adjust route 1 to fly every Tuesday, Thursday and Saturday, then the actual flight data record execution date every Tuesday, Thursday and Saturday, which needs to be adjusted to every Monday, Wednesday and Friday to match the corresponding plan flight data.

[0058] In addition, the mid-season adjustment correction is also performed by the following steps:

[0059] If SF i If the corresponding plan flight data is new data, SF i The corresponding plan flight data is added to the plan flight data list of the target subject within the target time window.

[0060] According to the above correction method, the adjusted actual flight data can be corrected back to the corresponding plan flight data.

[0061] Specifically, for the new actual flight data, the corresponding plan flight data is generated and added to the plan flight data list of the target subject within the target time window, so as to be evaluated according to the new plan flight data.

[0062] Or, for the canceled plan flight data, directly delete it in the plan flight data list when calculating the execution rate.

[0063] The active return correction is performed by the following steps:

[0064] If there is a plan flight time corresponding to the plan flight data actively returned by the target subject, the plan flight data corresponding to the plan flight time actively returned is added to MX.

[0065] Specifically, the airline may voluntarily return part of the planned flight time due to certain special reasons, and the planned flight data corresponding to the planned flight time is identified as having been flown and added to MX.

[0066] According to the above correction method, the part of the planned flight time voluntarily returned by the airline does not affect the calculation result of the performance rate.

[0067] In summary, the above-mentioned several correction methods can be targeted for different actual flight situations, avoid missing data during performance rate calculation, and ensure the accuracy of performance rate calculation.

[0068] Please refer to Figure 2 The embodiment of the application provides a kind of aircraft performance rate determination device 100, the device includes:

[0069] Actual data acquisition unit 110, for obtaining the actual flight data corresponding to target subject in target time window, to obtain actual flight data list SF=(SF1, SF2, …, SF i , …, SF n );I=1,2, …, n;Wherein, n is the quantity of actual flight data corresponding to target subject in target time window;SF i It is the i th actual flight data included in target subject in target time window;SF i =(SFQ i , SFL i , SFH i , SFZ i );SFQ i It is the actual take-off airport corresponding to the i th actual flight data;SFL i It is the actual landing airport corresponding to the i th actual flight data;SFH i It is the actual flight number corresponding to the i th actual flight data;SFZ i It is the actual execution date corresponding to the i th actual flight data;Each actual flight data has corresponding actual flight type.

[0070] First correction unit 120, for if SF i It is date to be corrected flight data and / or type to be corrected flight data, then SFZ i It is modified as the planned execution date in corresponding planned flight data and / or SF i Corresponding actual flight type is modified as the planned flight type in corresponding planned flight data, otherwise not modified, to obtain updated SF;Wherein, date to be corrected flight data is SFQ i It is non-domestic airport, SFL i It is domestic airport, and SFZi Actual flight data with a different execution date than the corresponding planned flight data; flight data of type to be corrected includes actual flight data that includes both domestic and non-domestic segments, as well as actual flight data whose actual flight type differs from the corresponding planned flight data.

[0071] Matching unit 130 is used to match each flight data in the updated SF with the corresponding planned flight data to obtain the target correction list MX = (MX1, MX2, ..., MX...). j , ..., MX m ); j = 1, 2, ..., m; m is the number of flight data in the updated SF that are not completely identical to the corresponding planned flight data; MX j This refers to the j-th flight data in the updated SF that is not completely identical to the corresponding planned flight data.

[0072] The second correction unit 140 is used to correct MX according to the planned flight data and the preset correction rules to obtain several target flight data; wherein, the target flight data includes corrected actual flight data and uncorrected actual flight data; the target flight data are flight data whose corresponding departure airport, landing airport, flight number and execution date are the same as those in the corresponding planned flight data, and the planned departure airport, planned landing airport, planned flight number and planned execution date are the same.

[0073] The determining unit 150 is used to obtain the execution rate ZX of the target subject within the target time window based on the target flight data and the planned flight data of the target subject within the target time window. ZX meets the following condition: ZX = MF / JF; where MF is the number of target flight data and JF is the number of planned flight data of the target subject within the target time window.

[0074] Embodiments of this application also provide a computer program product including program code that, when the program product is run on an electronic device, causes the electronic device to perform the steps of the methods described above according to various exemplary embodiments of this application.

[0075] Furthermore, although the steps of the method in this application are described in a specific order in the accompanying drawings, this does not require or imply that the steps must be performed in that specific order, or that all the steps shown must be performed to achieve the desired result. Additional or alternative steps may be omitted, multiple steps may be combined into one step, and / or a step may be broken down into multiple steps.

[0076] Those skilled in the art can clearly understand that the example embodiments described in the specification can be implemented by software, or by software in combination with necessary hardware. Therefore, the technical solutions of the embodiments of the present application can be embodied in the form of a software product. The software product can be stored in a non-volatile storage medium (which can be a CD-ROM, a U disk, a mobile hard disk, etc.) or a network, and includes a plurality of instructions to enable a computing device (which can be a personal computer, a server, a mobile terminal, or a network device, etc.) to perform the method according to the embodiments of the present application.

[0077] In the example embodiments of the present application, an electronic device capable of implementing the above method is also provided.

[0078] Those skilled in the art can understand that each aspect of the present application can be implemented as a system, a method or a program product. Therefore, each aspect of the present application can be embodied in the form of a complete hardware embodiment, a complete software embodiment (including firmware, microcode, etc.), or an embodiment combining hardware and software aspects, which can be collectively referred to as "circuitry", "module" or "system" herein.

[0079] The electronic device according to this embodiment of the present application. The electronic device is only an example, and should not bring any limitation to the functions and use range of the embodiments of the present application.

[0080] The electronic device is in the form of a general computing device. The components of the electronic device can include but are not limited to the above-mentioned at least one processor, the above-mentioned at least one storage, a bus connecting different system components including the storage and the processor.

[0081] The storage stores program codes which can be executed by the processor, so that the processor executes the steps according to various example embodiments of the present application described in the above "example method" section of the specification.

[0082] The storage can include a readable medium in the form of a volatile storage, such as a random access memory (RAM) and / or a cache memory, and can further include a read-only memory (ROM).

[0083] The storage can also include programs / utilities with a set of (at least one) program modules, such as an operating system, one or more application programs, other program modules, and program data, each of which or some combination of which can include the implementation of a network environment.

[0084] A bus can represent one or more of several bus architectures, including a memory bus or memory controller, a peripheral bus, a graphics acceleration port, a processor, or a local bus that uses any of the various bus architectures.

[0085] The electronic device can also communicate with one or more external devices (e.g., keyboards, pointing devices, Bluetooth devices, etc.), one or more devices that enable a user to interact with the electronic device, and / or any device that enables the electronic device to communicate with one or more other computing devices (e.g., routers, modems, etc.). This communication can be achieved through input / output (I / O) interfaces. Furthermore, the electronic device can communicate with one or more networks (e.g., local area networks (LANs), wide area networks (WANs), and / or public networks, such as the Internet) via a network adapter. As shown in the figure, the network adapter communicates with other modules of the electronic device via a bus. It should be understood that, although not shown in the figure, other hardware and / or software modules can be used in conjunction with the electronic device, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0086] Through the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of this application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, terminal device, or network device, etc.) to execute the method according to the embodiments of this application.

[0087] In exemplary embodiments of this application, a computer-readable storage medium is also provided, on which a program product capable of implementing the methods described above is stored. In some possible implementations, various aspects of this application may also be implemented as a program product including program code, which, when the program product is run on a terminal device, causes the terminal device to perform the steps of the various exemplary embodiments of this application described in the "Exemplary Methods" section above.

[0088] The program product can employ any combination of one or more computer-readable media or storage media. The computer-readable media or storage media can be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium include an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0089] The computer-readable signal medium can include a computer-readable instruction signal embodied in a carrier wave transmitted over a communication medium and / or a computer-readable instruction signal embodied in a computer-readable storage medium.

[0090] The program code embodied on the computer-readable media can be transmitted using any appropriate medium, including but not limited to wireless, wired, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0091] The program code can be executed by one or more programmable processors, which can be implemented using one or more microprocessors, microcontrollers, digital signal processors, application specific integrated circuits, field programmable gate arrays, programmable logic devices, or the like. The program code can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, C++, or the like, and conventional procedural programming languages, such as the "C" programming language or the like. The program code can execute entirely on the user's computing device, partly on the user's computing device, as a stand-alone software package, partly on the user's computing device and partly on a remote computing device or entirely on the remote computing device or server. In the latter scenario, the remote computing device can be connected to the user's computing device through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computing device, such as through the Internet using an Internet Service Provider. The program code can also be downloaded to the user's computing device from the remote computing device or server through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computing device, such as through the Internet using an Internet Service Provider.

[0092] In addition, the above-described flowcharts are merely illustrative of the processes involved in the method according to the exemplary embodiments of the present application, and are not intended to limit the present application. It is readily understood that the processes shown in the above-described flowcharts do not indicate or limit the time sequence of the processes. In addition, it is readily understood that the processes can be executed synchronously or asynchronously, for example, in a plurality of modules.

[0093] It should be noted that, although several modules or units of the devices for action execution are mentioned in the above detailed description, the division into these modules or units is not mandatory. Indeed, according to an embodiment of the application, the features and functionalities of two or more of the above-described modules or units can be embodied in one module or unit. Conversely, the features and functionalities of one of the above-described modules or units can be further divided into several modules or units.

[0094] The above merely provides the specific implementation of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of the changes or replacements within the technical range disclosed by the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method for determining the execution rate of an aircraft, characterized in that, The method includes: S100, Obtain the actual flight data of the target entity within the target time window to obtain the actual flight data list SF = (SF1, SF2, ..., SF3). i , ..., SF n ); i = 1, 2, ..., n; where n is the number of actual flight data corresponding to the target subject within the target time window; SF i For the target subject, this refers to the i-th actual flight data included within the target time window; SF i =(SFQ i SFL i SFH i SFZ i );SFQ i SFL represents the actual departure airport corresponding to the i-th actual flight data. i SFH is the actual landing airport corresponding to the i-th actual flight data. i SFZ is the actual flight number corresponding to the i-th actual flight data. i This represents the actual execution date corresponding to the i-th actual flight data; each actual flight data has a corresponding actual flight type. S200, if SF i If the flight data and / or type of flight data are to be corrected, then SFZ will be used. i Correct the planned execution date in the corresponding planned flight data and / or change the SF i The actual flight type is corrected to the planned flight type in the corresponding planned flight data; otherwise, no correction is made to obtain the updated SF. The daily expected flight type correction data is SFQ. i For non-domestic airports, SFL i It is a domestic airport, and SFZ i Actual flight data with a different planned execution date from the corresponding planned flight data; Flight data of type to be corrected includes actual flight data that contains both domestic and non-domestic segments, as well as actual flight data whose actual flight type differs from the corresponding planned flight data. S300 matches each flight data point in the updated SF with the corresponding planned flight data to obtain the target correction list MX = (MX1, MX2, ..., MX...). j , ..., MX m ); j = 1, 2, ..., m; m is the number of flight data in the updated SF that are not completely identical to the corresponding planned flight data; MX j The j-th flight data in the updated SF that is not completely identical to the corresponding planned flight data; S400 corrects MX based on planned flight data and preset correction rules to obtain several target flight data. The target flight data includes corrected actual flight data and uncorrected actual flight data. The target flight data consists of flight data whose corresponding departure airport, arrival airport, flight number, and execution date are the same as those in the planned flight data, where the planned departure airport, planned arrival airport, planned flight number, and planned execution date are all the same. S500, based on the target flight data and the target entity's planned flight data within the target time window, obtains the target entity's execution rate ZX within the target time window. ZX satisfies the following condition: ZX = MF / JF; where MF is the number of target flight data; and JF is the number of planned flight data corresponding to the target entity within the target time window.

2. The method for determining the execution rate of an aircraft according to claim 1, characterized in that, The actual execution date is determined through the following steps: If SFQ i For domestic airports, SFL i For domestic or non-domestic airports, then SFZ i The actual departure date; If SFQ i For non-domestic airports, SFL i For domestic airports, then SFZ i This refers to the actual landing date.

3. The method for determining the execution rate of an aircraft according to claim 1, characterized in that, Flight types include passenger and cargo transport.

4. The method for determining the execution rate of an aircraft according to claim 1, characterized in that, The preset correction rules include: correcting MX in the following order: cross-day delay correction, cancellation of make-up work correction, mid-quarter adjustment correction, and proactive return correction; The cross-day delay correction is performed through the following steps: If (SFZX) i -SFZJ i )≤-2, and SFZX i Belongs to SFZX i If the execution date falls between midnight and 5 a.m., then SFZ will be applied. i Revised to the day before the current actual execution date; where SFZX i For SF i The corresponding actual execution hour period; SFZJ i For SF i The corresponding planned flight data includes the planned execution hour segment; SF i The corresponding planned flight data includes the planned flight number, planned departure airport, and SF. i The actual flight number and actual departure airport in the corresponding actual flight data are the same; The cancellation of make-up work shifts is performed through the following steps: If SFQ i and SFL i All are domestic airports, and SFH i If the last character is a letter, then SFH i The last letter is changed to the corresponding number according to the preset cancellation flight number modification rules, and SFZ is changed to... i Revised to the day before the current actual execution date; If SFQ i and SFL i All are domestic airports, and SFH i If the last two characters are letters, then SFH i The last two letters of SFZ were changed to the corresponding numbers according to the preset cancellation flight number modification rules. i Revised to two days before the current actual execution date; The mid-quarter adjustment is performed through the following steps: If SF i If the corresponding planned flight data is the revised planned flight data, then SFZ will be... i The revised execution date corresponds to the original planned flight data. The proactive return correction is performed through the following steps: If there is a planned flight time corresponding to the planned flight data voluntarily returned by the target entity, then the planned flight data corresponding to the voluntarily returned planned flight time will be added to MX.

5. The method for determining the execution rate of an aircraft according to claim 4, characterized in that, The mid-quarter adjustment is also performed through the following steps: If SF i If the corresponding planned flight data is new data, then SF will be... i The corresponding planned flight data is added to the planned flight data list of the target entity within the target time window.

6. A device for determining the execution rate of an aircraft, characterized in that, The device includes: The actual data acquisition unit is used to acquire the actual flight data of the target subject within the target time window, so as to obtain the actual flight data list SF = (SF1, SF2, ..., SF3). i , ..., SF n ); i = 1, 2, ..., n; where n is the number of actual flight data corresponding to the target subject within the target time window; SF i For the target subject, this refers to the i-th actual flight data included within the target time window; SF i =(SFQ i SFL i SFH i SFZ i );SFQ i SFL represents the actual departure airport corresponding to the i-th actual flight data. i SFH is the actual landing airport corresponding to the i-th actual flight data. i SFZ is the actual flight number corresponding to the i-th actual flight data. i This represents the actual execution date corresponding to the i-th actual flight data; each actual flight data has a corresponding actual flight type. The first correction unit is used if SF i If the flight data and / or type of flight data are to be corrected, then SFZ will be used. i Correct the planned execution date in the corresponding planned flight data and / or change the SF i The actual flight type is corrected to the planned flight type in the corresponding planned flight data; otherwise, no correction is made to obtain the updated SF. The daily expected flight type correction data is SFQ. i For non-domestic airports, SFL i It is a domestic airport, and SFZ i Actual flight data with a different planned execution date from the corresponding planned flight data; Flight data of type to be corrected includes actual flight data that contains both domestic and non-domestic segments, as well as actual flight data whose actual flight type differs from the corresponding planned flight data. The matching unit is used to match each flight data in the updated SF with the corresponding planned flight data to obtain the target correction list MX = (MX1, MX2, ..., MX...). j , ..., MX m ); j = 1, 2, ..., m; m is the number of flight data in the updated SF that are not completely identical to the corresponding planned flight data; MX j The j-th flight data in the updated SF that is not completely identical to the corresponding planned flight data; The second correction unit is used to correct MX according to the planned flight data and preset correction rules to obtain several target flight data. The target flight data includes corrected actual flight data and uncorrected actual flight data. The target flight data are flight data in which the corresponding departure airport, landing airport, flight number and execution date are the same as those in the planned flight data. The determination unit is used to obtain the execution rate ZX of the target subject within the target time window based on the target flight data and the planned flight data of the target subject within the target time window. ZX satisfies the following condition: ZX = MF / JF; where MF is the number of target flight data and JF is the number of planned flight data of the target subject within the target time window.

7. A non-transitory computer-readable storage medium, characterized in that, The storage medium stores at least one instruction or at least one program segment, which is loaded and executed by a processor to implement the method as described in any one of claims 1-5.

8. An electronic device, characterized in that, Includes a processor and the non-transitory computer-readable storage medium as described in claim 7.

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