Airline network cascading failure processing method, apparatus, device and medium

Abstract

The present application relates to a kind of route network cascade failure processing method, device, equipment and medium, comprising: selecting alternative airport for failure airport, then, it will be based on alternative airport, update each connecting flight flight time, if it is determined that alternative airport is in failure state at updated flight time, this alternative airport is added to current failure airport information set.Meanwhile, according to the flight time in connecting flight, the airport load of corresponding airport of downstream flight is updated, and based on the updated airport load, the airport in failure state and corresponding failure time are added to current failure airport information set.Because in each calculation time, the airport load in route network is adjusted in real time, and then the adjustment of subsequent algorithm strategy is caused, so that optimal flight arrangement can be realized at each time, ensure the stable operation of route network in different time periods, improve the overall route network's invulnerability.

Description

Technical Field

[0001] This invention relates to the field of handling cascading failures in airline network, and in particular to a method, apparatus, equipment, and medium for handling cascading failures in airline network. Background Technology

[0002] With the rapid development of the global civil aviation industry, the number of airports and flights is increasing, and the route network structure is becoming increasingly complex. When faced with the impact of sabotage, critical equipment failures, natural disasters, extreme weather, etc., an airport may become unavailable for a period of time, a phenomenon known as airport failure. Over time, connected airports in the route network will also be affected, leading to a series of airport congestion or even failures, ultimately impacting the normal transport function of the entire route network. This phenomenon is called cascading failure of the route network. To effectively mitigate the negative impacts of cascading failure of the route network, it is crucial to conduct resilience assessments of the route network and explore methods to enhance its resilience.

[0003] For flights already in the air, if their destination airport becomes unavailable, the first priority is to select an alternate airport. Alternate landings are costly, and to ensure safety, multiple factors must be considered, including the distance between the alternate airport and the original destination, remaining fuel, weather conditions, ground support, and the alternate airport's remaining capacity. In most cases, the closer airport is the preferred choice. For example, on the evening of September 11, 2024, Tianjin Binhai International Airport was suspected of being interfered with by drones, causing a large number of inbound and outbound flights to be unable to take off or land. Beijing Daxing International Airport became the preferred alternate airport. However, this approach raises two issues: First, Tianjin Binhai Airport and Beijing Daxing Airport are too close to be connected by air routes; that is, there is no connecting edge in the route network. Passengers arriving at Beijing Daxing will eventually need to return to Tianjin. Using existing routes for passenger evacuation would inevitably result in long detours, significantly increasing unnecessary transportation costs, which is clearly not a reasonable solution. In other words, existing route networks only represent flight routes during normal operation, ignoring the relationship between alternate airports and destination airports in emergency situations. The second issue is that while Beijing Daxing International Airport has a large capacity, it cannot accommodate all incoming flights without restriction; otherwise, it will inevitably affect the normal takeoffs and landings of flights in its timetable, thus exacerbating the impact of cascading failures. Therefore, after a flight decides to divert, it is essential to closely monitor the load changes at its target alternate airport to make the optimal choice.

[0004] Regarding the first issue mentioned above, in today's era of advanced transportation, although adjacent airports may not have direct air routes, passengers can be dispersed through various means such as high-speed rail, subway, buses, and taxis, forming a cluster of neighboring airports interconnected by ground transportation. Adding these connecting edges to the existing air route network creates an expanded air route network that integrates ground transportation from neighboring airports. This approach facilitates the rapid and localized redistribution of load at failed airports, effectively mitigating cascading failures in the air route network and enhancing its resilience. For example, in the aforementioned problem, when a flight bound for Tianjin Binhai Airport chooses Beijing Daxing Airport as an alternate airport, passengers can be further distributed to Tianjin through various ground transportation methods. This not only minimizes transportation costs but also considers passengers' travel intentions, better addressing the issue of passenger congestion.

[0005] Regarding the second issue, after a diversion, the aircraft's original route changes, and information such as flight departure and arrival times, as well as airport load, may change over time, thus affecting the load of downstream flights and airports. Therefore, airport load in the route network is time-varying. Effectively addressing cascading failures in the route network requires considering the time-varying nature of airport load and load allocation strategies to improve the resilience of the route network. For example... Figure 1 As shown, A, B, C, and D are airports, f1, f2, and f3 are consecutive flights from airport A to airport D, and tof1, tof2, and tof3 are the flight times of consecutive flights f1, f2, and f3, respectively. Figure 1 The flight times for the morning commute are 143 minutes, 151 minutes, and 90 minutes, with a stopover time of 45 minutes. Figure 1 The flight times for the second half of the flight are 188 minutes, 157 minutes, and 95 minutes. Figure 1 The upper part of the diagram shows the original flight schedule, while the lower part shows the adjusted flight schedule after Airport B was closed due to deteriorating weather conditions. To ensure passenger safety and smooth flight operations, the airline decided to relocate the arrival airport of flight f1 (related to Airport B) and the departure airport of flight f2 (related to Airport B) to Airport E, which is adjacent to Airport B. This results in passengers who were originally waiting for their connecting flight f2 at Airport B having to extend their waiting time and be transferred to Airport E. This change will cause adjustments to flight schedules, thus affecting downstream flights and the load and operation of airports. Therefore, the time-varying nature of airport load is an important factor that needs to be considered in the cascading failure problem of the route network. Summary of the Invention

[0006] To address the aforementioned technical problems, the technical solution adopted by this invention is as follows:

[0007] According to a first aspect of the present invention, a method for handling cascading failures in a flight route network is provided, the method comprising the following steps:

[0008] S100, at the current calculation time, if the current set of failed airport information IS is not empty, obtain the failed airport information that needs to be processed based on IS, and obtain the failed airport A corresponding to the failed airport information that needs to be processed. c Set the route set M after the corresponding failure time; set the route count variable j=1; where IS={S i} i=1，……，n S i For the i-th failed airport information in IS, S i =(U i TI i ), U i For the i-th failed airport A i ID, TI i For A i The failure time, n is the number of failed airports in IS, M={m j} j=1，……，g m j Let g be the j-th route after the corresponding failure time of the currently failed airport, and g be the number of routes in M. c Belongs to {A} i} i=1，……，n .

[0009] S200, if j≤g, execute S300, otherwise execute S100.

[0010] S300, for m j Get m j With A c Related connecting flights f j =(f j P f j n ), where f j P =(o j P d j P ,t1 j P t2 j P ), o j P For flight f j P The departure airport, d j P For flight f j P Arrival at the airport, Terminal 1 j P For flight f j PThe takeoff time, t2 j P For flight f j P Arrival time, f j n =(o j n d j n ,t1 j n t2 j n ), o j n For flight f j n The departure airport, d j n For flight f j n Arrival at the airport, Terminal 1 j n For flight f j n The takeoff time, t2 j n For flight f j n Arrival time, d j P = o j n =A c .

[0011] S400, from A c Nearby airport collection AAS c Obtain A from c Alternative airports AA c target , AA c target As flight f j P Arrival at the airport and AA c target As flight f j n The departure airport, and obtain f j P Arrival at AA c target Arrival time t2 Ph j and f j n From AA c target Takeoff time t1 j nh .

[0012] S500, confirm AA c target In t2 Ph j Is it in an invalid state? If so, set AA. c target and t2 Ph j Joining IS and determining AA c target In t1 j nh Is it in an invalid state? If so, set AA. c target and t1 j nh Join it to IS.

[0013] S600, based on t2 Ph j and t1 j nh For connecting flights f j The departure and arrival times of downstream flights are updated, and based on the updated departure and arrival times of downstream flights, the airport load of the corresponding airport of the downstream flights is updated. Based on the updated airport load, it is determined whether the airport corresponding to the downstream flights is in a failure state. If so, the corresponding airport and the corresponding failure time are added to IS; set j=j+1 and execute S200.

[0014] According to a second aspect of the present invention, a route network cascading failure handling apparatus is provided, comprising:

[0015] The first processing module is used to, at the current calculation time, if the current set of failed airport information is not empty, obtain the failed airport information that needs to be processed, and obtain the set of routes of the failed airports corresponding to the failed airports after the corresponding failure time.

[0016] The first acquisition module is used to acquire connecting flights associated with the currently failed airport in each route set.

[0017] The second acquisition module is used to acquire alternative airports for the currently failed airport from the set of neighboring airports of the currently failed airport, and use them as the arrival airport of the upstream flight and the departure airport of the downstream flight in each connecting flight, respectively, and to acquire the arrival time of the upstream flight in the connecting flight to the target neighboring airport and the departure time of the downstream flight from the target neighboring airport.

[0018] The second processing module is used to determine whether the target's neighboring airport is in a failed state when the upstream flight in the connecting flight arrives or when the downstream flight in the connecting flight departs. If so, the target's neighboring airport is added to the current failed airport information set.

[0019] The third processing module is used to update the departure and arrival times of the downstream flights in the connected flights based on the arrival time of the upstream flights to the target neighboring airport and the departure time of the downstream flights from the target neighboring airport. Based on the updated departure and arrival times of the downstream flights, the module updates the airport load of the corresponding airport of the downstream flights. Based on the updated airport load, the module determines whether the airport corresponding to the downstream flights is in a failed state. If so, the module adds the corresponding airport and the corresponding failure time to the current failed airport information set.

[0020] According to a third aspect of the present invention, an electronic device is provided, including a processor and a memory; the processor executes the steps of the method described in the first aspect of the present invention by invoking a program or instructions stored in the memory.

[0021] According to a fourth aspect of the present invention, a non-transitory computer-readable storage medium is provided, the non-transitory computer-readable storage medium storing a program or instructions that cause a computer to perform the steps of the method described in the first aspect of the present invention.

[0022] The present invention has at least the following beneficial effects:

[0023] This invention provides a method for handling cascading failures in a flight route network. For a currently failing airport, a target airport is first selected as a candidate airport for connecting flights using the failing airport as a transit airport. Next, based on the selected candidate airport, the flight times of each connecting flight are updated, and it is determined whether the candidate airport is in a failed state when the upstream flight arrives or when the downstream flight departs. If so, the candidate airport is added to the current failed airport information set. Furthermore, based on the flight times of the connecting flights, the flight times of the downstream flights are updated, and based on the updated downstream flight times, the airport load of the corresponding airport for the downstream flights is updated. Based on the updated airport load, it is determined whether the airport corresponding to the downstream flight is in a failed state. If so, the corresponding airport and the corresponding failure time are added to the current failed airport information set. Because the airport load in the flight route network is adjusted in real time at each calculation moment, subsequent algorithm strategies are adjusted, ensuring optimal flight scheduling at each moment, ensuring stable operation of the flight route network across different time periods, and improving the overall resilience of the flight route network.

[0024] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of route network operation adjustment provided in an embodiment of the present invention;

[0027] Figure 2 A flowchart of a method for handling cascading failures in a flight route network, provided as an embodiment of the present invention;

[0028] Figure 3a A schematic diagram of a cluster of adjacent airports provided for an embodiment of the present invention;

[0029] Figure 3b This is a schematic diagram of a virtual flight provided in an embodiment of the present invention;

[0030] Figure 4 This is a schematic diagram illustrating different passengers and corresponding travel times provided in an embodiment of the present invention;

[0031] Figure 5 A schematic diagram of airport failure provided for an embodiment of the present invention;

[0032] Figure 6 This is a schematic diagram illustrating the selection of alternative airports provided in an embodiment of the present invention. Detailed Implementation

[0033] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0034] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of this invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0035] It should be noted that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although the flowcharts describe the steps as sequential processes, many of these steps can be performed in parallel, concurrently, or simultaneously. Furthermore, the order of the steps can be rearranged. A process can be terminated when its operation is complete, but it may also have additional steps not included in the figures. A process can correspond to a method, function, procedure, subroutine, subroutine, etc.

[0036] This invention provides a method for handling cascading failures in a flight route network, such as... Figure 2 As shown, the method may include the following steps:

[0037] S100, at the current calculation time, if the current set of failed airport information IS is not empty, obtain the failed airport information that needs to be processed based on IS, and obtain the failed airport A corresponding to the failed airport information that needs to be processed. c Set the route set M after the corresponding failure time; set the route count variable j=1; where IS={S i} i=1，……，n S i For the i-th failed airport information in IS, S i =(U i TI i ), U i For the i-th failed airport A i ID, TI i For A i The failure time, n is the number of failed airports in IS, M={m j} j=1，……，g m j Let g be the j-th route after the corresponding failure time of the currently failed airport, and g be the number of routes in M. c Belongs to {A} i} i=1，……，n .

[0038] In this embodiment of the invention, the interval between two adjacent calculation times can be set according to actual needs, for example, it can be set to a few seconds. In this embodiment of the invention, the calculation process can be performed during a set time period each day, for example, from 6:00 am to 12:00 am every day.

[0039] In this embodiment of the invention, the unavailable airport can be an airport in the designated route network that is unavailable for a period of time. In this embodiment of the invention, the designated route network can be a route network consisting of several airports specified by the user. A route can be formed by a series of connected flights operated by the same aircraft.

[0040] In this embodiment of the invention, the failed airports in the current failed airport information set are those that are unavailable within the corresponding set time period, such as from 6:00 AM to 12:00 AM on the corresponding date. This includes failed airports that are unusable due to unforeseen circumstances and those that are affected by airport load allocation during each calculation period. The first failed airport in the current failed airport set is the one that is unusable due to unforeseen circumstances.

[0041] S200, if j≤g, execute S300, otherwise execute S100.

[0042] S300, for m j Get m j With A c Related connecting flights f j =(f j P f j n ), where f j P =(o j P d j P ,t1 j P t2 j P ), o j P For flight f j P The departure airport, d j P For flight f j P Arrival at the airport, Terminal 1 j P For flight f j P The takeoff time, t2 j P For flight f j P Arrival time, f j n =(o j n d j n ,t1 j n t2 j n ), o j n For flight f j n The departure airport, d j nFor flight f j n Arrival at the airport, Terminal 1 j n For flight f j n The takeoff time, t2 j n For flight f j n Arrival time, d j P =o j n =A c .

[0043] S400, from A c Nearby airport collection AAS c Obtain A from c Alternative airports AA c target , AA c target As flight f j P Arrival at the airport and AA c target As flight f j n The departure airport, and obtain f j P Arrival at AA c target Arrival time t2 Ph j and f j n From AA c target Takeoff time t1 j nh .

[0044] In this embodiment of the invention, AAS c The following conditions must be met: AA c This includes Category I airports and Category II airports. Category I airports are those similar to Category A airports. c There are direct flights between them, i.e., to airport A. c Airports that can be reached by flight between them; Category II airports are those connected to Airport A. c Airports where there are no direct flights but ground travel time is less than the set time.

[0045] In this embodiment of the invention, for the second type of airport, virtual flights can be created for both the failed airport and the second type of airport. In this embodiment of the invention, the virtual flight FV is defined as {F... uv} v=1，……，W F uv For airport au to the nearest airport uv The set of all possible flights, where w is the airport a. u The number of nearby airports. F uv ={(a u a uv ,t1 uvq t2 uvq )} q=1，……，Y ,t1 uvq For F uv The departure time of the qth flight in the sequence, t2 uvq For F uv The arrival time of the q-th flight in the F series, where q is the arrival time of the q-th flight. uv Number of flights to / from China. (t2) uvq =t1 uvq +tof uv , tof uv For airport a u and neighboring airports uv Ground travel time between locations. t1 uvq It belongs to the time set T.

[0046] In this embodiment of the invention, the virtual flight transportation process is discretized, simulating a flight transportation process starting at 6:00 AM, with takeoffs every half hour until midnight. The arrival time of the flight is obtained by adding the departure time and the estimated travel time, and virtual flights are created between adjacent airports. Therefore, t1 uvq The time set T = {06:00, 06:30, 07:00, ..., 23:30} is taken, which means that every 30 minutes is a time point.

[0047] Figure 3a It shows a route from airport A1 to A 11 The network structure is as follows. Dashed lines represent adjacent airport pairs, indicating the potential for establishing virtual flight connections between them. In this network:

[0048] The set of adjacent airports for a1 includes a2 through a6, meaning that virtual flight connections can be established between a1 and these airports. For example, the set of virtual flights between a1 and a3 is represented as F. 13 .like Figure 3b As shown, it represents F 13 The process of discretizing flight sets. This principle also applies to the virtual flight sets between a1 and other neighboring airports.

[0049] The adjacent airport set of A7 includes A3, and A8 to A7. 11 This indicates that virtual flight connections can be created between A7 and these airports. For example, the set of virtual flights between A7 and A8 is represented as F. 78The virtual flight set between A7 and other adjacent airports is similar.

[0050] In this embodiment of the invention, the set time can be set based on actual needs. In one illustrative embodiment, the set time can be set to 2 hours. In this embodiment of the invention, ground transportation can include subways, high-speed rail, private cars, and other ground transportation modes.

[0051] In this embodiment of the invention, the second type of airport aims to increase the selection space of nearby airports in failure scenarios by expanding the selection methods, thereby improving the resilience of the route network in the face of cascading failures. Simultaneously, the second type of airport can transport passengers to their original destination via ground transportation, thus minimizing passenger congestion at non-destination airports while fully considering passenger travel intentions. In this embodiment of the invention, the selection of alternative airports follows the following principles:

[0052] (1) Priority selection principle for airports with spare capacity: flights are allocated to alternative airports with spare capacity in order to ensure that flights can be arranged and operated smoothly. Spare capacity is the airport capacity minus the airport load, that is, the airport's remaining capacity.

[0053] (2) Minimum Time Cost Path Principle: Select alternative airports based on flight path costs. Path costs typically include the sum of the flight time from the departure airport to the alternative airport, the flight time from the alternative airport to the destination airport, and twice the flight time from the alternative airport to the failed airport. Select the alternative airport with the lowest path cost as the optimal choice to address flight scheduling and operational efficiency.

[0054] To find a reasonable alternative itinerary for passengers in the event of an airport closure, this invention defines travel time as the total travel time for passengers taking a pair of connecting flights with a stopover at a new airport after the original stopover airport becomes unavailable. This is the sum of the flight time from the departure airport to the alternative airport, the flight time from the alternative airport to the destination airport, and twice the flight time from the alternative airport to the closed airport. For example... Figure 4As shown in the diagram, a1 to a4 are airports, and f1 and f2 are connecting flights. When airport a2 becomes unavailable, airport a4 is selected as the alternative. Assume the flight time between a1 and a4 is tof1, the flight time between a4 and a3 is tof2, and the ground transportation time between a4 and a2 is tof3. Considering that passengers on connecting flights may have different destinations, there are three scenarios: If the passenger's origin and destination airports are a1 to a2, they are a first-category passenger, and their travel time is tof1 + tof3, which will take them to their original destination; if the passenger's origin and destination airports are a2 to a3, they are a second-category passenger, and their travel time is tof3 + tof2; if the passenger's origin and destination airports are a1 to a3, they are a third-category passenger, and their travel time is tof1 + tof2 + 2tof3. In particular, if 2tof is less than the transfer time at a4, the travel time is tof1 + tof2 + transfer time.

[0055] (3) Default allocation principle: If there is no available airport with spare capacity, the flight will be allocated to the alternative airport with the shortest flight time in order to minimize flight delays and flight costs.

[0056] Furthermore, AA c target It can be obtained through the following steps:

[0057] S401, set the nearby airport counter k=1.

[0058] S402, if k≤Q, execute S403; otherwise, execute S404; Q is AAS. c The number of nearby airports;

[0059] S403, for AAS c The kth neighboring airport AA c k Determine AA c k Does the airport have remaining capacity within the unit time period corresponding to the current calculation time? If so, AA will be applied. c k Add it to the current set of intermediate candidate airports, set k=k+1, and execute S402; if it does not exist, set k=k+1 and execute S402; the initial value of the current set of intermediate candidate airports is empty.

[0060] In this embodiment of the invention, the duration of a unit time period can be set based on actual needs. In one illustrative embodiment, the duration of a unit time period can be 1 hour. If the current calculation time is 11:05, then the corresponding unit time period is from 11:00 to 12:00.

[0061] In this embodiment of the invention, the airport's remaining capacity within a certain unit time period d is equal to the difference between the airport's capacity and its load within that unit time period.

[0062] In this embodiment of the invention, the airport load for a given time period d is the difference between the number of arriving flights and the number of departing flights during that time period. The airport capacity within each time period can be the actual number of flight seats the airport can accommodate, which can be determined based on the actual situation of the airport.

[0063] S404. If the current intermediate alternative airport set is not empty, execute S405; if it is empty, execute S407.

[0064] S405, iterate through the current set of intermediate candidate airports and obtain the h-th intermediate airport AAM in the current set of intermediate candidate airports. c h Corresponding travel time TM c h To obtain the itinerary time set TM={TM} corresponding to the current set of intermediate alternative airports. c h} h=1，……，X TM c h =tof1 c h +tof2 c h +max(2tof3) c h , t c h ), where tof1 c h o j P To AAM c h The travel time, tof2 c h For AAM c h to d j n The travel time, tof3 c h For A c and AAM c h The travel time between the two airports, where X is the number of intermediate airports in the current set of intermediate alternative airports; max() represents taking the maximum value, t c h The transit time for the h-th intermediate airport can be determined based on the actual situation; S406 applies.

[0065] S406, obtain the airport corresponding to min(TM) as AA c target min() means taking the minimum value.

[0066] S407, Traverse AAS c Get AA c k Corresponding travel time T c k , obtain AAS c The corresponding travel time set T c ={T c k} k=1，……，Q T c k =tof1 c k +tof2 c k +max(2tof3) c k , t c h ), where tof1 c k o j P To AA c k The travel time, tof2 c k AA c k to d j n The travel time, tof3 c k For A c and AA c k Travel time between points; execute S408.

[0067] S408, obtain min(T) c The corresponding airport is designated as AA. c target .

[0068] like Figure 5 As shown, a1 to a6 are airports, f1 and f2 are connecting flights, L i t Let C be the load of airport i at time t. i tLet i be the capacity of airport i at time t. When airport a2 fails, first identify airports with direct flight connections to the failed airport: a5, a6, and a4. Then determine if these three airports have available capacity. If so, find the airport with the shortest total passenger travel time. Assume the flight time between a1 and the alternative airport is tof1, the flight time between the alternative airport and a3 is tof2, and the travel time between the alternative airport and the failed airport a2 is tof3. Select airport a6 as the alternative airport, satisfying the condition min(tof1 + tof2 + 2tof3). After allocating flights to the alternative airport a6, passengers of flight f1 can be transported to the city of the original destination airport (i.e., the failed airport) via ground transportation, and passengers of flight f2 can be transported to airport a6 for takeoff via ground transportation. This largely considers customer preferences, which is why tof3 is considered in the selection of alternative airports.

[0069] In this embodiment of the invention, due to AA c target As f j P Upon arrival at the airport, AA c target As f j n The airport where the flight departs, f j P It will be updated to: (o) j P AA c target ,t1 j P ,t1 j P +tof1 c target ), tof1 c target o j P and AA c target Flight time between, f j n It will be updated to: (AA) c target d j n ,t1 j P +tof1 c target +max(2tof3) c target , t c target ), t1 j P +tof1 ctarget +max(2tof3) c target , t c target )+tof2 c target ), tof2 c target AA c target and d j n Flight time between, tof3 c target For A c and AA c target The travel time between, t c target AA c target The transit time.

[0070] S500, confirm AA c target In t2 Ph j Is it in an invalid state? If so, set AA. c target and t2 Ph j Joining IS and determining AA c target In t1 j nh Is it in an invalid state? If so, set AA. c target and t1 j nh Join it to IS.

[0071] In this embodiment of the invention, a failure state refers to a state in which the airport capacity is less than the airport load. If the airport capacity is less than the airport load, it means that the airport is in a failure state.

[0072] In an embodiment of the present invention, AA c target In t2 Ph j The airport load is the current record in t2 Ph j The onboard load at time t2 is increased by 1. For example, assume t2 Ph j It is 14:30, AA c target In the absence of f j P The airport load before arrival was 3, which is fj P After the arrival of the passengers, the airport load at 14:30 will become 3+1=4.

[0073] In an embodiment of the present invention, AA c target In t1 j nh Airport load is determined as follows:

[0074] If t1 j nh and time (t1) j P +tof1 c target ) Not within the same time period, AA c target In t1 j nh The airport load is the current record in t1 j nh The onboard load is increased by 1 at the same time. If AA is within the same unit time period, c target In t1 j nh The airport load is the current record in t1 j nh Airport load at that time.

[0075] like Figure 6 As shown, Figure 6 Airports a1 to a8 are listed in the data structure, and flights f1 to f6 are listed. F1 and f2, f3 and f4, and f5 and f6 are connecting flights. At time t, airport a4 has a capacity of 2 and an airport load of 2. When airport a4 is closed due to weather conditions, flights f1 and f2, which originally stopped at a2, along with flights f3 and f4, find their way to the neighboring airport a4. Flights f5 and f6, which originally stopped at a4, are then at a load of 3, exceeding their capacity of 2. This causes a4 to fail, requiring it to be added to the IS (Information System) to further distribute its load to other airports.

[0076] S600, based on t2 Ph j and t1 j nh For connecting flights f j The departure and arrival times of downstream flights are updated, and based on the updated departure and arrival times of downstream flights, the airport load of the corresponding airport of the downstream flights is updated. Based on the updated airport load, it is determined whether the airport corresponding to the downstream flights is in a failure state. If so, the corresponding airport and the corresponding failure time are added to IS; set j=j+1 and execute S200.

[0077] Due to connecting flights f j The flight schedule has been adjusted, which will also change the departure and arrival times of downstream flights connected to this connecting flight. The departure and arrival times of downstream flights can be based on the connecting flight schedule. j Flight schedules are determined using existing technology. The airport load at each time slot for downstream flights will also change accordingly.

[0078] Furthermore, the S600 may specifically include:

[0079] S601, if connecting to flight f j The number of downstream flights is P=1. The current airport status information of the corresponding airport for that downstream flight is entered into t2. j n Airport load reduced by 1 at time t2 j n Update airport load in real time, and update the corresponding airport for the downstream flight in t j d Airport load plus 1 at time, as in t j d Update airport load at time, obtain updated airport status information of the corresponding airport for the downstream flight, if the updated airport status information of the corresponding airport for the downstream flight is in t j d The updated airport load at time t is greater than the airport's load at time t j d The airport's capacity at that time was used to determine if the airport was in a state of failure, and the airport and t j d Add to IS; if P > 1, set the downstream flight counter r = 1 and execute S602; where t j d f j n From AA c target Takeoff and arrival at d j n The arrival time, t j d =t1 j P +tof1 c target +max(2tof3) c target , t c target )+tof2 c target .

[0080] In this embodiment of the invention, airport status information may include Lt C t and t

[0081] S602, if r ≤ P-1, it means f j The r-th downstream flight is an intermediate flight, operating S603. If r=P, it means that f will be... j The r-th downstream flight is the last flight, and S604 is executed;

[0082] S603, the current airport status information of the corresponding airport of the r-th downstream flight is entered into t2. j r-old Airport load reduced by 1 at time t2 j r-old Update airport load at time, and at T2 j r-new Airport load plus 1 at time of arrival, as in T2 j r-new Update airport load at time, and if t2 j r-new and time (t2) j r-new +t j r If the downstream flights are not within the same time unit, the current airport status information of the corresponding airport of the r-th downstream flight will be included in (t2). j r-new +t j r The airport load at time t2 is increased by 1, as the load at time t2 is increased by 1. j r -new +t j r When the airport load is updated at time t2, the updated airport status information of the corresponding airport for the r-th downstream flight is obtained. If there is a case in the updated airport status information of the corresponding airport for the r-th downstream flight where the airport load is greater than the airport capacity at a certain moment, it is determined that the corresponding airport for the r-th downstream flight is in a failed state at that moment. The updated airport and the corresponding failed time of the r-th downstream flight are added to IS; the value of r is from 1 to P, and the initial value of r is 1. j r-old Let t2 be the original arrival time of the r-th downstream flight at the corresponding airport. j r-new The new arrival time of the r-th downstream flight at the corresponding airport is determined based on the departure time and flight time of the upstream flight of the r-th downstream flight. j r Let be the transfer time at the corresponding airport for the r-th downstream flight.

[0083] S604, the current airport status information of the corresponding airport of the r-th downstream flight is entered into t2. j r-old Airport load reduced by 1 at time t2 j r-old Update airport load at time, and at T2 j r-new Airport load plus 1 at time of arrival, as in T2 j r-new The airport load is updated at any time, and the updated airport status information of the corresponding airport of the r-th downstream flight is obtained. If there is a case in the updated airport status information of the corresponding airport of the r-th downstream flight that the airport load is greater than the airport capacity at a certain time, it is determined that the corresponding airport of the r-th downstream flight is in a failed state at that time, and the updated airport of the corresponding airport of the r-th downstream flight and the corresponding failed time are added to IS.

[0084] In summary, the route network cascading failure handling method provided by the embodiments of the present invention has at least the following technical effects:

[0085] (1) Expanding the range of alternative airports: By combining ground transportation modes such as high-speed rail, subway and private cars, the alternative airports are no longer limited to those directly connected to the original route network. After introducing the concept of neighboring airport clusters, the system can flexibly select suitable airports to receive spillover flights from a wider range of alternative airports, effectively alleviating the problem of excessive load on a single airport.

[0086] (2) Handling load distribution to improve network resilience: During the load distribution process, priority is given to alternative airports with sufficient capacity and shorter travel times. Airport capacity and total passenger travel time are taken into account to ensure the rationality of load distribution. By dynamically adjusting the load distribution strategy, the problem of time-varying load is addressed, ensuring the stable operation of the route network in different time periods and improving the overall network resilience.

[0087] (3) Reduce total passenger travel time: Prioritize routes with the shortest total flight and ground travel time to reduce total passenger travel time and improve passenger satisfaction. Through efficient load allocation strategies, avoid long-term passenger delays at alternate airports and reduce inconvenience caused by flight adjustments.

[0088] (4) Reduce flight adjustment costs and operational difficulties: Select alternative airports with shorter flight times to reduce the economic costs and operational difficulties of flight adjustments. Through reasonable load allocation, reduce the cascading effects caused by airport failures and ensure the economic benefits and operational stability of airlines.

[0089] (5) Enhance the ability to respond to emergencies: In the face of emergencies such as extreme weather and technical failures, the new load allocation strategy can quickly and flexibly adjust flights to ensure the normal operation of the route network. By handling the adjustment of flight take-off and landing times and the coordination of connecting flight times during the load allocation process, the risk of flight delays and passenger congestion is reduced.

[0090] (6) Enhance passenger travel experience: Fully consider passengers' travel intentions during load allocation, and improve passengers' travel experience by managing travel time and ground transportation options. Ensure that passengers can reach their destination quickly, safely, and comfortably, thereby enhancing passengers' trust and satisfaction with the airline.

[0091] Based on the same inventive concept, embodiments of the present invention provide a route network cascading failure handling device, comprising:

[0092] The first processing module is used to, at the current calculation time, if the current set of failed airport information is not empty, obtain the failed airport information that needs to be processed, and obtain the set of routes of the failed airports corresponding to the failed airports after the corresponding failure time.

[0093] The first acquisition module is used to acquire connecting flights associated with the currently failed airport in each route set.

[0094] The second acquisition module is used to acquire the target neighboring airport of the currently needing to be processed from the set of neighboring airports of the currently needing to be processed, and use them as the arrival airport of the upstream flight and the departure airport of the downstream flight in the connecting flight of each route, respectively, and acquire the arrival time of the upstream flight in the connecting flight and the departure time of the downstream flight from the target neighboring airport.

[0095] The second processing module is used to determine whether the target's neighboring airport is in a failed state when the upstream flight in the connecting flight arrives or when the downstream flight in the connecting flight departs. If so, the target's neighboring airport is added to the current failed airport information set.

[0096] The third processing module is used to update the departure and arrival times of the downstream flights in the connected flights based on the arrival time of the upstream flights to the target neighboring airport and the departure time of the downstream flights from the target neighboring airport. Based on the updated departure and arrival times of the downstream flights, the module updates the airport load of the corresponding airport of the downstream flights. Based on the updated airport load, the module determines whether the airport corresponding to the downstream flights is in a failed state. If so, the module adds the corresponding airport and the corresponding failure time to the current failed airport information set.

[0097] Furthermore, the set of neighboring airports of the currently affected airport includes Category I airports and Category II airports. Category I airports are those with direct flights to the currently affected airport, while Category II airports are those without direct flights to the currently affected airport but whose ground travel time is less than a set time.

[0098] Furthermore, the second acquisition module is specifically used to perform the following operations:

[0099] S1, set the nearby airport counter k=1;

[0100] S2, if k≤Q, execute S3; otherwise, execute S4; Q is AAS. c The number of nearby airports;

[0101] S3, for AAS c The kth neighboring airport AA c k Determine AA c k Does the airport have remaining capacity within the unit time period corresponding to the current calculation time? If so, AA will be applied. c k Add it to the current set of intermediate candidate airports, set k=k+1, and execute S2; if it does not exist, set k=k+1 and execute S2; the initial value of the current set of intermediate candidate airports is empty.

[0102] S4. If the current set of intermediate alternative airports is not empty, execute S5; if it is empty, execute S7.

[0103] S5, iterate through the current set of intermediate candidate airports and obtain the h-th intermediate airport AAM in the current set of intermediate candidate airports. c h Corresponding travel time TM c h To obtain the itinerary time set TM={TM} corresponding to the current set of intermediate alternative airports. c h} h=1，……，X TM c h =tof1 c h +tof2 c h +max(2tof3) c h ,t0), where tof1 c h o j P To AAM ch The travel time, tof2 c h For AAM c h to d j n The travel time, tof3 c h For A c and AAM c h The transit time between the two airports, where X is the number of intermediate airports in the current set of intermediate alternative airports; max() indicates taking the maximum value, t0 is the preset transit time; execute S6;

[0104] S6, obtain the airport corresponding to min(TM) as AA c target min() represents taking the minimum value;

[0105] S7, Traverse AAS c Get AA c k Corresponding travel time T c k , obtain AAS c The corresponding travel time set T c ={T c k} k=1，……，Q T c k =tof1 c k +tof2 c k +max(2tof3) c k ,t0), where tof1 c k o j P To AA c k The travel time, tof2 c k AA c k to d j n The travel time, tof3 c k For A c and AA c k Travel time between; execute S8;

[0106] S8, obtain min(T) c The corresponding airport is designated as AA.c target .

[0107] Furthermore, the third processing module can be specifically used to perform the following operations:

[0108] S61, if connecting flight f j The number of downstream flights is P=1. The current airport status information of the corresponding airport for that downstream flight is entered into t2. j n Airport load reduced by 1 at time t2 j n Update airport load in real time, and update the corresponding airport for the downstream flight in t j d Airport load plus 1 at time, as in t j d Update airport load at time, obtain updated airport status information of the corresponding airport for the downstream flight, if the updated airport status information of the corresponding airport for the downstream flight is in t j d The updated airport load at time t is greater than the airport's load at time t j d The airport's capacity at that time was used to determine if the airport was in a state of failure, and the airport and t j d Add to IS; if P > 1, set the downstream flight counter r = 1 and execute S62; where t j d f j n From AA c target Takeoff and arrival at d j n The arrival time, t j d =t1 j P +tof1 c target +max(2tof3) c target , t c target )+tof2 c target .

[0109] In this embodiment of the invention, airport status information may include L t C t and t.

[0110] S62, if r ≤ P-1, it means f j The r-th downstream flight is an intermediate flight, operating S63. If r=P, it means that f will be... jThe r-th downstream flight is the final flight, and S64 is executed;

[0111] S63, the current airport status information of the corresponding airport of the r-th downstream flight is entered into t2. j r-old Airport load reduced by 1 at time t2 j r-old Update airport load at time, and at T2 j r-new Airport load plus 1 at time of arrival, as in T2 j r-new Update airport load at time, and if t2 j r-new and time (t2) j r-new +t j r If the downstream flights are not within the same time unit, the current airport status information of the corresponding airport of the r-th downstream flight will be included in (t2). j r-new +t j r The airport load at time t2 is increased by 1, as the load at time t2 is increased by 1. j r-new +t j r When the airport load is updated at time t2, the updated airport status information of the corresponding airport for the r-th downstream flight is obtained. If there is a case in the updated airport status information of the corresponding airport for the r-th downstream flight where the airport load is greater than the airport capacity at a certain moment, it is determined that the corresponding airport for the r-th downstream flight is in a failed state at that moment. The updated airport and the corresponding failed time of the r-th downstream flight are added to IS; the value of r is from 1 to P, and the initial value of r is 1. j r-old Let t2 be the original arrival time of the r-th downstream flight at the corresponding airport. j r-new The new arrival time of the r-th downstream flight at the corresponding airport is determined based on the departure time and flight time of the upstream flight of the r-th downstream flight. j r Let be the transfer time at the corresponding airport for the r-th downstream flight.

[0112] S64, the current airport status information of the corresponding airport of the r-th downstream flight is entered into t2. j r-old Airport load reduced by 1 at time t2 j r-old Update airport load at time, and at T2 j r-new Airport load plus 1 at time of arrival, as in T2j r-new The airport load is updated at any time, and the updated airport status information of the corresponding airport of the r-th downstream flight is obtained. If there is a case in the updated airport status information of the corresponding airport of the r-th downstream flight that the airport load is greater than the airport capacity at a certain time, it is determined that the corresponding airport of the r-th downstream flight is in a failed state at that time, and the updated airport of the corresponding airport of the r-th downstream flight and the corresponding failed time are added to IS.

[0113] This device can be used to perform Figure 2 The method shown in the illustrated embodiment is relevant here; therefore, the functions that each functional module of the device can achieve can be referred to. Figure 2 The embodiments shown are described in detail below.

[0114] This invention also provides an electronic device, including: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being configured to perform the method described in this invention.

[0115] This invention also provides a non-transitory computer-readable storage medium storing computer-executable instructions for performing the methods described in this invention.

[0116] It should be understood that the various forms of processes shown above can be used to reorder, add, or delete steps. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution disclosed in this invention can be achieved, and this is not limited herein.

[0117] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for handling cascading failures in a flight route network, characterized in that, The method includes the following steps: S100, at the current calculation time, if the current set of failed airport information IS is not empty, obtain the failed airport information that needs to be processed based on IS, and obtain the failed airport A corresponding to the failed airport information that needs to be processed. c Set the route set M after the corresponding failure time; set the route count variable j=1; where IS={S i } i=1，……，n S i For the i-th failed airport information in IS, S i =(U i TI i ), U i For the i-th failed airport A i ID, TI i For A i The failure time, n is the number of failed airports in IS, M={m j } j=1，……，g m j Let g be the j-th route after the corresponding failure time of the currently failed airport, and g be the number of routes in M. c Belongs to {A} i } i=1，……，n ; S200, if j≤g, execute S300, otherwise execute S100; S300, for m j Get m j With A c Related connecting flights f j =(f j P f j n ), where f j P =(o j P d j P ,t1 j P t2 j P ), o j P For flight f j P The departure airport, d j P For flight f j P Arrival at the airport, Terminal 1 j P For flight f j P The takeoff time, t2 j P For flight f j P Arrival time, f j n =(o j n d j n ,t1 j n t2 j n ), o j n For flight f j n The departure airport, d j n For flight f j n Arrival at the airport, Terminal 1 j n For flight f j n The takeoff time, t2 j n For flight f j n Arrival time, d j P = o j n =A c ； S400, from A c Nearby airport collection AAS c Obtain A from c Alternative airports AA c target , AA c target As flight f j P Arrival at the airport and AA c target As flight f j n The departure airport, and obtain f j P Arrival at AA c target Arrival time t2 Ph j and f j n From AA c target Takeoff time t1 j nh ; S500, confirm AA c target In t2 Ph j Is it in an invalid state? If so, set AA. c target and t2 Ph j Joining IS and determining AA c target In t1 j nh Is it in an invalid state? If so, set AA. c target and t1 j nh Join IS; S600, based on t2 Ph j and t1 j nh For connecting flights f j The departure and arrival times of downstream flights are updated, and based on the updated departure and arrival times of downstream flights, the airport load of the corresponding airport of the downstream flights is updated. Based on the updated airport load, it is determined whether the airport corresponding to the downstream flights is in a failure state. If so, the corresponding airport and the corresponding failure time are added to IS; set j=j+1 and execute S200. The S600 specifically includes: S601, if connecting to flight f j The number of downstream flights is P=1. The current airport status information of the corresponding airport for that downstream flight is entered into t2. j n Airport load reduced by 1 at time t2 j n Update airport load in real time, and update the corresponding airport for the downstream flight in t j d Airport load plus 1 at time, as in t j d Update airport load at time, obtain updated airport status information of the corresponding airport for the downstream flight, if the updated airport status information of the corresponding airport for the downstream flight is in t j d The updated airport load at time t is greater than the airport's load at time t j d The airport's capacity at that time was used to determine if the airport was in a state of failure, and the airport and t j d Add to IS; if P > 1, set the downstream flight counter r = 1 and execute S602; where t j d f j n From AA c target Takeoff and arrival at d j n The arrival time, t j d =t1 j P +tof1 c target +max(2tof3) c target , t c target )+tof2 c target ; where t1 j P For flight f j P The takeoff time, t c target AA c target transit time, tof1 c target o j P and AA c target Flight time between, tof2 c target AA c target and d j n Flight time between, tof3 c target For A c and AA c target Travel time between; S602, if r≤P-1, execute S603; if r=P, execute S604. S603, f j The current airport status information of the corresponding airport for the r-th downstream flight is in t2. j r-old Airport load reduced by 1 at time t2 j r-old Update airport load at time, and at T2 j r-new Airport load plus 1 at time of arrival, as in T2 j r-new Update airport load at time, and if t2 j r-new and time (t2) j r-new +t j r If the downstream flights are not within the same time unit, the current airport status information of the corresponding airport of the r-th downstream flight will be included in (t2). j r-new +t j r The airport load at time t2 is increased by 1, as the load at time t2 is increased by 1. j r-new +t j r When the airport load is updated at time t2, the updated airport status information of the corresponding airport for the r-th downstream flight is obtained. If there is a case in the updated airport status information of the corresponding airport for the r-th downstream flight where the airport load is greater than the airport capacity at a certain moment, it is determined that the corresponding airport for the r-th downstream flight is in a failed state at that moment, and the updated airport and the corresponding failed time of the r-th downstream flight are added to IS; j r-old Let t2 be the original arrival time of the r-th downstream flight at the corresponding airport. j r-new Let t be the new arrival time of the r-th downstream flight at the corresponding airport. j r Let r be the transfer time at the corresponding airport for the r-th downstream flight; S604, the current airport status information of the corresponding airport of the r-th downstream flight is entered into t2. j r-old Airport load reduced by 1 at time t2 j r-old Update airport load at time, and at T2 j r-new Airport load plus 1 at time of arrival, as in T2 j r-new The airport load is updated at any time, and the updated airport status information of the corresponding airport of the r-th downstream flight is obtained. If there is a case in the updated airport status information of the corresponding airport of the r-th downstream flight that the airport load is greater than the airport capacity at a certain time, it is determined that the corresponding airport of the r-th downstream flight is in a failed state at that time, and the updated airport of the corresponding airport of the r-th downstream flight and the corresponding failed time are added to IS.

2. The method according to claim 1, characterized in that, in, AAS c AAS must meet the following conditions: c This includes Category I airports and Category II airports. Category I airports are those similar to Category A airports. c There are airports with direct flights between them, and the second category of airports is those with direct flights to A. c Airports where there are no direct flights but ground travel time is less than the set time.

3. The method according to claim 1 or 2, characterized in that, AA c target It can be obtained through the following steps: S401, Set the nearby airport counter k=1; S402, if k≤Q, execute S403; otherwise, execute S404; Q is AAS. c The number of nearby airports; S403, for AAS c The kth neighboring airport AA c k Determine AA c k Does the airport have remaining capacity within the unit time period corresponding to the current calculation time? If so, AA will be applied. c k Add it to the current set of intermediate candidate airports, set k=k+1, and execute S402; if it does not exist, set k=k+1 and execute S402; the initial value of the current set of intermediate candidate airports is empty. S404, If the current intermediate alternative airport set is not empty, execute S405; if it is empty, execute S407. S405, iterate through the current set of intermediate candidate airports and obtain the h-th intermediate airport AAM in the current set of intermediate candidate airports. c h Corresponding travel time TM c h To obtain the itinerary time set TM={TM} corresponding to the current set of intermediate alternative airports. c h } h=1，……，X TM c h =tof1 c h +tof2 c h +max(2tof3) c h , t c h ), where tof1 c h o j P To AAM c h The travel time, tof2 c h For AAM c h to d j n The travel time, tof3 c h For A c and AAM c h The travel time between the two airports, where X is the number of intermediate airports in the current set of intermediate alternative airports; max() represents taking the maximum value, t c h For the transit time at the h-th intermediate airport; execute S406; S406, obtain the airport corresponding to min(TM) as AA c target min() represents taking the minimum value; S407, Traverse AAS c Get AA c k Corresponding travel time T c k , obtain AAS c The corresponding travel time set T c ={T c k } k=1，……，Q T c k =tof1 c k +tof2 c k +max(2tof3) c k , t c h ), where tof1 c k o j P To AA c k The travel time, tof2 c k AA c k to d j n The travel time, tof3 c k For A c and AA c k Travel time between; execute S408; S408, obtain min(T) c The corresponding airport is designated as AA. c target .

4. The method according to claim 2, characterized in that, The set time is 2 hours.

5. A route network cascading failure handling device, characterized in that, include: The first processing module is used to, at the current calculation time, if the current set of failed airport information is not empty, obtain the failed airport information that needs to be processed, and obtain the set of routes of the failed airports corresponding to the failed airports after the corresponding failure time. The first acquisition module is used to acquire connecting flights associated with the currently failed airport in each route set; The second acquisition module is used to acquire alternative airports for the currently failed airport from the set of neighboring airports of the currently failed airport, and use them as the arrival airport of the upstream flight and the departure airport of the downstream flight in the connecting flight of each route, respectively, and to acquire the arrival time of the upstream flight in the connecting flight to the target neighboring airport and the departure time of the downstream flight from the target neighboring airport. The second processing module is used to determine whether the target neighboring airport is in a failed state when the upstream flight in the connecting flight arrives and when the downstream flight in the connecting flight departs. If so, the target neighboring airport is added to the current failed airport information set. The third processing module is used to update the departure and arrival times of the downstream flights in the connected flights based on the arrival time of the upstream flights to the target nearby airport and the departure time of the downstream flights from the target nearby airport. Based on the updated departure and arrival times of the downstream flights, the module updates the airport load of the corresponding airport of the downstream flights. Based on the updated airport load, the module determines whether the airport corresponding to the downstream flights is in a failed state. If so, the module adds the corresponding airport and the corresponding failure time to the current failed airport information set. The third processing module is specifically used to perform the following operations: S61, if connecting flight f j The number of downstream flights is P=1. The current airport status information of the corresponding airport for that downstream flight is entered into t2. j n Airport load reduced by 1 at time t2 j n Update airport load in real time, and update the corresponding airport for the downstream flight in t j d Airport load plus 1 at time, as in t j d Update airport load at time, obtain updated airport status information of the corresponding airport for the downstream flight, if the updated airport status information of the corresponding airport for the downstream flight is in t j d The updated airport load at time t is greater than the airport's load at time t j d The airport's capacity at that time was used to determine if the airport was in a state of failure, and the airport and t j d Join IS; If P > 1, set the downstream flight counter r = 1 and execute S62; where t j d f j n From AA c target Takeoff and arrival at d j n The arrival time, t j d =t1 j P +tof1 c target +max(2tof3) c target , t c target )+tof2 c target ; where t1 j P For flight f j P The takeoff time, t c target AA c target transit time, tof1 c target o j P and AA c target Flight time between, tof2 c target AA c target and d j n Flight time between, tof3 c target For A c and AA c target Travel time between; S62, if r≤P-1, execute S63, if r=P, execute S64; S63, the current airport status information of the corresponding airport of the r-th downstream flight is entered into t2. j r-old Airport load reduced by 1 at time t2 j r-old Update airport load at time, and at T2 j r-new Airport load plus 1 at time of arrival, as in T2 j r-new Update airport load at time, and if t2 j r-new and time (t2) j r-new +t j r If the downstream flights are not within the same time unit, the current airport status information of the corresponding airport of the r-th downstream flight will be included in (t2). j r-new +t j r The airport load at time t2 is increased by 1, as the load at time t2 is increased by 1. j r-new +t j r When the airport load is updated at time t2, the updated airport status information of the corresponding airport for the r-th downstream flight is obtained. If there is a case in the updated airport status information of the corresponding airport for the r-th downstream flight where the airport load is greater than the airport capacity at a certain moment, it is determined that the corresponding airport for the r-th downstream flight is in a failed state at that moment, and the updated airport and the corresponding failed time of the r-th downstream flight are added to IS; j r-old Let t2 be the original arrival time of the r-th downstream flight at the corresponding airport. j r-new The new arrival time of the r-th downstream flight at the corresponding airport is determined based on the departure time and flight time of the upstream flight of the r-th downstream flight, t. j r Let r be the transfer time at the corresponding airport for the r-th downstream flight; S64, the current airport status information of the corresponding airport of the r-th downstream flight is entered into t2. j r-old Airport load reduced by 1 at time t2 j r-old Update airport load at time, and at T2 j r-new Airport load plus 1 at time of arrival, as in T2 j r-new The airport load is updated at any time, and the updated airport status information of the corresponding airport of the r-th downstream flight is obtained. If there is a case in the updated airport status information of the corresponding airport of the r-th downstream flight that the airport load is greater than the airport capacity at a certain time, it is determined that the corresponding airport of the r-th downstream flight is in a failed state at that time, and the updated airport of the corresponding airport of the r-th downstream flight and the corresponding failed time are added to IS.

6. The apparatus according to claim 5, characterized in that, in, The set of neighboring airports of the currently affected airport includes Category I airports and Category II airports. Category I airports are those with direct flights to the currently affected airport, while Category II airports are those without direct flights to the currently affected airport but whose ground travel time is less than the set time.

7. The apparatus according to claim 5, characterized in that, The second acquisition module is specifically used to perform the following operations: S1, set the nearby airport counter k=1; S2, if k≤Q, execute S3; otherwise, execute S4; Q is AAS. c The number of nearby airports; S3, for AAS c The kth neighboring airport AA c k Determine AA c k Does the airport have remaining capacity within the unit time period corresponding to the current calculation time? If so, AA will be applied. c k Add it to the current set of intermediate candidate airports, set k=k+1, and execute S2; if it does not exist, set k=k+1 and execute S2; the initial value of the current set of intermediate candidate airports is empty. S4. If the current set of intermediate alternative airports is not empty, execute S5; if it is empty, execute S7. S5, iterate through the current set of intermediate candidate airports and obtain the h-th intermediate airport AAM in the current set of intermediate candidate airports. c h Corresponding travel time TM c h To obtain the itinerary time set TM={TM} corresponding to the current set of intermediate alternative airports. c h } h=1，……，X TM c h =tof1 c h +tof2 c h +max(2tof3) c h , t c h ), where tof1 c h o j P To AAM c h The travel time, tof2 c h For AAM c h to d j n The travel time, tof3 c h For A c and AAM c h The travel time between the two airports, where X is the number of intermediate airports in the current set of intermediate alternative airports; max() represents taking the maximum value, t c h Given the transit time at the h-th intermediate airport; execute S6; S6, obtain the airport corresponding to min(TM) as AA c target min() represents taking the minimum value; S7, Traverse AAS c Get AA c k Corresponding travel time T c k , obtain AAS c The corresponding travel time set T c ={T c k } k=1，……，Q T c k =tof1 c k +tof2 c k +max(2tof3) c k , t c h ), where tof1 c k o j P To AA c k The travel time, tof2 c k AA c k to d j n The travel time, tof3 c k For A c and AA c k The travel time between these points; execute S8; S8, obtain min(T) c The corresponding airport is designated as AA. c target .

8. An electronic device, characterized in that, Including processor and memory; The processor executes the steps of the method as described in any one of claims 1 to 4 by invoking programs or instructions stored in the memory.

9. A non-transitory computer-readable storage medium, characterized in that, The non-transitory computer-readable storage medium is used to store a program or instructions that cause a computer to perform the steps of the method as described in any one of claims 1 to 4.

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