Method and device for determining air transportation scheme

Abstract

The invention discloses a method and a device for determining an air transportation scheme, and relates to the technical field of computers. A specific embodiment of the method comprises the following steps: determining an available leg set, an alternative route set and a goods collection amount set; determining an air transportation scheme according to the available leg set, the alternative route set and the cargo collection amount set; wherein the air transportation scheme comprises the steps of selecting a middle leg set, a middle route set and a leg model set; the selected center leg set comprises a plurality of selected center legs; the selected route set comprises route segment routes corresponding to a plurality of selected route segments; the leg model set comprises models corresponding to a plurality of selected legs; and performing peak shifting optimization processing on the air transportation scheme to obtain an optimized transportation scheme. According to the embodiment, the generation efficiency of the air transportation scheme can be improved, and the generated air transportation scheme has a relatively good transportation effect.

Description

Technical Field

[0001] The present invention relates to the field of computer technology, and in particular to a method and device for determining an air transportation plan. Background Art

[0002] With the continuous expansion of logistics and transportation, in order to provide users with faster and better services, the use of aviation resources has become an inevitable choice. Aviation resources are expensive and scarce, so how to reasonably use aviation resources is an urgent problem to be solved.

[0003] In the prior art, business personnel usually rely on their experience and use spreadsheets and other tools to perform a large number of trial calculations and analyses to generate an air transport plan that uses aviation resources for logistics transportation. However, this method is inefficient and it is difficult to obtain an air transport plan with good transportation effects. Summary of the invention

[0004] In view of this, an embodiment of the present invention provides a method and device for determining an air transport plan, which can improve the efficiency of generating an air transport plan, and the generated air transport plan has a better transport effect.

[0005] In a first aspect, an embodiment of the present invention provides a method for determining an air transport solution, comprising:

[0006] Determine an available flight segment set, an alternative route set, and a cargo volume set; wherein the available flight segment set includes multiple available flight segments; the alternative route set includes alternative routes corresponding to multiple available flight segments; and the cargo volume set includes transported cargo corresponding to multiple alternative routes;

[0007] Determine an air transport plan according to the available flight segment set, the alternative route set and the cargo volume set; wherein the air transport plan includes: a selected flight segment set, a selected route set and a flight segment aircraft set; the selected flight segment set includes multiple selected flight segments; the selected route set includes flight segment routes corresponding to multiple selected flight segments; the flight segment aircraft set includes multiple aircraft models corresponding to multiple selected flight segments;

[0008] Carry out peak-shift optimization on the air transport plan to obtain the optimized transport plan.

[0009] Optionally, determining a set of available flight segments includes:

[0010] Obtain cross-regional sorting information within the target time period; the cross-regional sorting information includes: sorting starting point and sorting end point;

[0011] Determine multiple target flight segments based on the cross-region sorting information; wherein the target flight segments include: the flight segment starting point and the flight segment end point;

[0012] From multiple target flight segments, the flight segments that do not meet the opening criteria are deleted to generate a set of available flight segments.

[0013] Optionally, determining a set of candidate routes includes:

[0014] Determine multiple routing methods;

[0015] Get the current segment from the available segment collection;

[0016] For each routing mode, an alternative route corresponding to the current flight segment is generated in a routing mode; in response to the alternative route satisfying the timeliness requirement corresponding to the current flight segment, the alternative route is added to the alternative route set.

[0017] Optionally, an air transport solution is determined based on the available flight segment set, the alternative route set, and the cargo volume set, including:

[0018] Inputting the set of available flight segments, the set of alternative routes, the set of cargo volumes, the set of airports and the set of aircraft models into the planning model; wherein the planning model includes: cargo volume constraint conditions, transportation cost constraint conditions and airport balance conditions;

[0019] Determine the air transportation plan based on the output of the planning model.

[0020] Optionally, the air transport plan is optimized for peak hours to obtain an optimized transport plan, including:

[0021] Identify the first airport;

[0022] Determine a plurality of landing aircraft corresponding to the first airport according to the selected route set;

[0023] Determine the landing information of each landing aircraft for the first airport according to the runway set corresponding to the first airport, the planned landing time of each landing aircraft, and the use time of the runway of each landing aircraft; wherein the landing information includes: landing time and the runway used for landing;

[0024] For each landing aircraft, the planned landing time of the landing aircraft is adjusted according to the landing time corresponding to the landing aircraft.

[0025] Optionally, the air transport plan is optimized for peak hours to obtain an optimized transport plan, including:

[0026] Identify the second airport;

[0027] Determine a plurality of take-off aircraft corresponding to the second airport according to the selected route set;

[0028] Determine the takeoff information of each takeoff aircraft for the second airport according to the runway set corresponding to the second airport, the planned takeoff time of each takeoff aircraft, and the use time of the runway of each takeoff aircraft; wherein the takeoff information includes: takeoff time and the runway used for takeoff;

[0029] For each take-off aircraft, the planned take-off time of the take-off aircraft is adjusted according to the take-off time corresponding to the take-off aircraft.

[0030] Optionally, after performing peak-shift optimization processing on the air transport plan and obtaining the optimized transport plan, the following steps are further included:

[0031] Determine multiple key indicators corresponding to the optimized transportation plan;

[0032] Perform decision-making processes for optimizing transportation solutions based on multiple key indicators.

[0033] In a second aspect, an embodiment of the present invention provides a device for determining an air transport plan, including:

[0034] The set determination module is used to determine the available flight segment set, the alternative route set and the cargo collection set; wherein the available flight segment set includes multiple available flight segments; the alternative route set includes alternative routes corresponding to multiple available flight segments; and the cargo collection set includes the transported cargo corresponding to multiple alternative routes;

[0035] The scheme determination module is used to determine the air transport scheme according to the available flight segment set, the alternative route set and the cargo volume set; wherein the air transport scheme includes: a selected flight segment set, a selected route set and a flight segment aircraft set; the selected flight segment set includes multiple selected flight segments; the selected route set includes flight segment routes corresponding to multiple selected flight segments; the flight segment aircraft set includes multiple aircraft models corresponding to the selected flight segments;

[0036] The optimization module is used to optimize the air transportation plan during peak hours to obtain an optimized transportation plan.

[0037] In a third aspect, an embodiment of the present invention provides an electronic device, including:

[0038] one or more processors;

[0039] The storage device is used to store one or more programs. When the one or more programs are executed by one or more processors, the one or more processors implement the method of any of the above embodiments.

[0040] In a fourth aspect, an embodiment of the present invention provides a computer-readable medium having a computer program stored thereon, and when the program is executed by a processor, the method of any of the above embodiments is implemented.

[0041] In a fifth aspect, an embodiment of the present invention provides a computer program product, including a computer program, which implements the method of any of the above embodiments when the computer program is executed by a processor.

[0042] An embodiment of the above invention has the following advantages or beneficial effects: an air transport plan is determined based on a set of available flight segments, a set of alternative routes and a set of cargo volumes. The air transport plan includes: a set of selected flight segments, a set of selected routes and a set of flight segment aircraft models; the selected flight segment set includes multiple selected flight segments; the flight segment aircraft model set includes multiple aircraft models corresponding to the selected flight segments. The air transport plan can be obtained using a planning model. The planning model includes multiple constraints, such as constraints on the cargo volume corresponding to the air transport plan, constraints on the transportation cost corresponding to the air transport plan, airport balance conditions, aircraft load constraints, etc. Therefore, the air transport plan can take into account multiple constraints such as cargo volume and transportation cost.

[0043] Furthermore, the air transport plan is subjected to peak-shift optimization processing to obtain an optimized transport plan. The peak-shift optimization processing is used to prevent runway conflicts between aircraft during landing or take-off. Therefore, compared with manually determining the air transport plan, the solution of the embodiment of the present invention can improve the efficiency of generating the air transport plan, and the generated air transport plan has a better transport effect.

[0044] The further effects of the above-mentioned non-conventional optional manner will be described below in conjunction with the specific implementation manner. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] The accompanying drawings are used to better understand the present invention and do not constitute an improper limitation of the present invention.

[0046] Figure 1 is a schematic diagram of a process of a method for determining an air transport plan provided by an embodiment of the present invention;

[0047] Figure 2 is a schematic diagram of a process of a method for generating an available flight segment set provided by an embodiment of the present invention;

[0048] Figure 3 It is a schematic diagram of two routing modes, namely, direct flight and hub flight, provided by an embodiment of the present invention;

[0049] Figure 4 It is a schematic diagram of a route-to-empty routing method provided by an embodiment of the present invention;

[0050] Figure 5 is a schematic diagram of a routing method of an idling road provided by an embodiment of the present invention;

[0051] Figure 6is a schematic diagram of a process of a method for determining an air transportation plan provided by another embodiment of the present invention;

[0052] Figure 7 is a schematic diagram of a process of a method for determining an air transport plan provided by yet another embodiment of the present invention;

[0053] Figure 8 is a schematic diagram of the architecture of a system for determining an air transport solution provided by an embodiment of the present invention;

[0054] Fig. 9 It is a schematic diagram of the structure of a device for determining an air transport plan provided by an embodiment of the present invention;

[0055] Fig.10 It is a schematic diagram of the structure of a computer system of a terminal device or a server suitable for implementing an embodiment of the present invention. DETAILED DESCRIPTION

[0056] The following is a description of exemplary embodiments of the present invention in conjunction with the accompanying drawings, including various details of the embodiments of the present invention to facilitate understanding, which should be considered as merely exemplary. Therefore, it should be recognized by those of ordinary skill in the art that various changes and modifications may be made to the embodiments described herein without departing from the scope and spirit of the present invention. Similarly, for clarity and conciseness, the description of well-known functions and structures is omitted in the following description.

[0057] It should be noted that the acquisition, storage, use, and processing of data in the technical solutions of the embodiments of the present invention are in compliance with the relevant provisions of national laws and regulations.

[0058] Figure 1 FIG. 1 is a schematic diagram of a process of determining an air transport plan provided by an embodiment of the present invention. Figure 1 As shown, the method includes:

[0059] Step 101: Determine a set of available flight segments, a set of alternative routes, and a set of cargo volumes.

[0060] The available segment set includes multiple available segments. Available segments are segments that require transportation planning. The available segment set can be determined in the following ways: obtaining cross-regional sorting information with time requirements in the target time period; wherein the cross-regional sorting information includes: sorting starting point and sorting end point; determining multiple target segments based on the cross-regional sorting information; wherein the target segments include: segment starting point and segment end point; from multiple target segments, deleting segments that do not meet the opening standards to generate an available segment set.

[0061] The target time period can be set according to the needs, such as the statistical day, the day after the statistical day, the morning after the statistical day, etc. The cross-region sorting information is that the sorting starting point and the sorting end point belong to different regions, such as the sorting starting point and the sorting end point belong to different cities, the sorting starting point and the sorting end point belong to different provinces and cities, etc.

[0062] For each cross-regional sorting information, an available segment can be generated. The sorting start point of the cross-regional sorting information is used as the segment start point of the available segment, and the sorting end point of the cross-regional sorting information is used as the segment end point of the available segment. Multiple cross-regional sorting records can also be combined into a sorting set. Each cross-regional sorting record includes: a sorting start point and a sorting end point. Cartesian product is performed on the sorting set and the sorting set to obtain multiple available segments.

[0063] The opening criteria can be set according to business needs. The opening criteria may include: the cargo capacity of the available flight segment is greater than the minimum cargo capacity, the landing time corresponding to the available flight segment is earlier than the latest landing time of the landing airport, etc. Delete the flight segments that do not meet the opening criteria to improve the system's computing efficiency.

[0064] Figure 2 FIG. 1 is a schematic diagram of a process of generating a method for generating a set of available flight segments provided by an embodiment of the present invention. Figure 2 As shown, the data that need to be considered are as follows: basic airport information, airport information with available aircraft, all-cargo flight time cost, ground handling fees, super hubs, regional hub information, the coverage relationship between hubs and airports, and the order volume demand between different airports.

[0065] According to the timeliness requirements for the aviation network the next day or the next morning, for each available segment, the landing time of the aircraft is calculated according to the given route take-off time. In the case of hub flight, any flow can be transferred through the super hub. Only when the starting point and the end point are in the same area, the regional hub is used for transfer. On this basis, the segments with landing times later than the latest landing time of the airport and those that do not meet the minimum opening standards are deleted, and finally a set of all available segments is generated.

[0066] The set of alternative routes includes alternative routes corresponding to multiple available flight segments. The same available flight segment may correspond to multiple alternative routes corresponding to different routing methods. Routing methods may include: direct flight, hub flight, land-to-air flight, air-to-land flight, etc. For example: the flight segment is AB, A is the starting point of the segment, and B is the end point of the segment. The alternative route corresponding to the direct flight is AB. The alternative route corresponding to the hub flight is: ACB, C is a super hub or a regional hub. The alternative route corresponding to the land-to-air flight is: ADB, D is a transit airport, AD is land transportation, and DB is air transportation. The alternative route corresponding to the air-to-land flight is: AEB, E is a transit airport, AE is air transportation, and EB is land transportation.

[0067] The cargo volume set includes the transported cargo volumes corresponding to multiple alternative routes. At least one available flight segment corresponding to the alternative route may be determined, and the sum of the transported cargo volumes corresponding to the at least one available flight segment corresponding to the alternative route is used as the transported cargo volume corresponding to the alternative route.

[0068] Step 102: Determine an air transport plan based on the available flight segment set, the alternative route set and the cargo volume set; wherein the air transport plan includes: a selected flight segment set, a selected route set and a flight segment aircraft type set.

[0069] The selected flight segment set includes multiple selected flight segments; the selected route set includes flight segment routes corresponding to multiple selected flight segments; and the flight segment aircraft model set includes multiple aircraft models corresponding to multiple selected flight segments.

[0070] The set of available flight segments, the set of alternative routes, and the set of cargo collection can be input into the planning model, and the air transport plan can be determined based on the output of the planning model. The planning model includes multiple constraints, such as the constraints on the cargo volume corresponding to the air transport plan, the constraints on the transportation cost corresponding to the air transport plan, the airport balance condition, the aircraft load constraint, etc. The airport balance condition is that for any aircraft model, the number of aircraft entering and leaving the same airport is the same. Therefore, the air transport plan can take into account multiple constraints such as the cargo volume and transportation cost.

[0071] Step 103: Perform peak-shift optimization processing on the air transport plan to obtain an optimized transport plan.

[0072] The air transport plan is optimized by staggered peak processing to obtain an optimized transport plan. Staggered peak processing is used to prevent runway conflicts between aircraft during landing or take-off. Runway conflicts are when multiple aircraft land on the same runway at the same time, or when multiple aircraft take off from the same runway at the same time.

[0073] In the scheme of the embodiment of the present invention, an air transport scheme is determined based on a set of available flight segments, a set of alternative routes and a set of cargo collection. The air transport scheme includes: a set of selected flight segments, a set of selected routes and a set of flight segment aircraft models; the selected flight segment set includes multiple selected flight segments; the flight segment aircraft model set includes multiple aircraft models corresponding to the selected flight segments. The air transport scheme can be obtained using a planning model. The air transport scheme can take into account various constraints such as the transport volume and transport cost. Furthermore, the air transport scheme is optimized for peak hours to obtain an optimized transport scheme. Compared with manually determining the air transport scheme, the scheme of the embodiment of the present invention can improve the efficiency of generating the air transport scheme, and the generated air transport scheme has a better transport effect.

[0074] In one embodiment of the present invention, determining a set of alternative routes includes: determining multiple routing methods; obtaining a current segment from a set of available segments; generating, for each routing method, an alternative route corresponding to the current segment in a routing method; and adding the alternative route to the set of alternative routes in response to the alternative route satisfying a timeliness requirement corresponding to the current segment.

[0075] Based on the available flight segments obtained in the previous step, the alternative routes corresponding to the available flight segments are generated according to the four routing methods: direct flight, hub flight, route-to-airport, and air-to-route.

[0076] Figure 3 FIG. 1 is a schematic diagram of two routing modes, direct flight and hub flight, provided by an embodiment of the present invention. Figure 3 As shown in the figure, direct flight means flying directly from the starting point to the destination. Hub flight means that the cargo first flies from the starting point to the hub (super hub, regional hub), and then flies to the destination airport through the hub.

[0077] Figure 4 FIG. 1 is a schematic diagram of a route-to-empty routing method provided by an embodiment of the present invention. Figure 4 As shown, road-to-air means that the cargo first arrives at the departure airport via land transport, and then arrives at the destination airport via air transport.

[0078] Figure 5 FIG. 1 is a schematic diagram of a routing method of an idle path provided by an embodiment of the present invention. Figure 5 As shown in the figure, the empty route means that the goods first use the air route to the transit airport, and then go to the destination airport by land transportation. The two modes of empty route and road-to-empty route are mainly used when the distance between the two airports in the route is close enough to be transported by land, such as Tianjin to Beijing, Guangzhou to Shenzhen.

[0079] According to these routing methods, multiple alternative routes corresponding to the available flight segments can be generated. The generated alternative routes need to be further judged whether they can meet the timeliness requirements of the available flight segments, and only the alternative routes that can meet the timeliness requirements of the available flight segments are retained.

[0080] Figure 6 FIG. 1 is a schematic diagram of a process of determining an air transport plan provided by another embodiment of the present invention. Figure 6 As shown, the method includes:

[0081] Step 601: Determine a set of available flight segments, a set of alternative routes, and a set of cargo volumes.

[0082] The available flight segment set includes multiple available flight segments; the alternative route set includes alternative routes corresponding to multiple available flight segments; and the cargo volume set includes transported cargo corresponding to multiple alternative routes.

[0083] Step 602: Input the available flight segment set, the alternative route set, the cargo volume set, the airport set and the aircraft model set into the planning model; wherein the planning model includes: transportation volume constraint conditions, transportation cost constraint conditions and airport balance conditions.

[0084] The planning model may include multiple constraints. Such as transport volume constraints, transport cost constraints, airport balance conditions, aircraft overloading conditions, transport constraints, opening standards and coverage constraints. The airport balance condition is that for any aircraft type, the number of aircraft entering and leaving the same airport is the same. The transport constraint is that the cargo volume between any pair of airports is either all transported by all-cargo aircraft or none of them is transported by all-cargo aircraft. The opening standard is that the ratio of the cargo volume on the flight segment to the total loading capacity of the aircraft on the route is greater than the preset ratio. The coverage constraint is that the cargo volume covered by the model exceeds the minimum single volume coverage requirement.

[0085] Step 603: Determine the air transportation plan based on the output of the planning model.

[0086] The selected flight segment set includes multiple selected flight segments; the selected route set includes flight segment routes corresponding to multiple selected flight segments; and the flight segment aircraft model set includes multiple aircraft models corresponding to multiple selected flight segments.

[0087] Step 604: Perform peak-shift optimization processing on the air transport plan to obtain an optimized transport plan.

[0088] In the solution of the embodiment of the present invention, an air transport plan is obtained through a planning model. By setting multiple constraints in the planning model, an air transport plan that meets various business requirements can be flexibly obtained, so that the final optimized transport plan has a transport effect that better meets business requirements.

[0089] In one embodiment of the present invention, the objectives of the planning model are divided into two: maximizing the number of orders that can be transported and minimizing the transportation cost. Maximizing the number of orders that can be transported can ensure that more cargo orders can be covered and provide air express services to more regions. The transportation cost includes: the cost of ground transfer and the flight cost of all-cargo aircraft. Among them, the ground transfer cost = the cost of a single transfer per piece * the number of orders to be transferred. The flight cost of an all-cargo aircraft = the flight time of different aircraft models * the flight cost per unit time.

[0090] In the process of solving the planning model, the maximum covered cargo order quantity can be solved without considering the cost. The maximum cargo order quantity obtained is used to add the minimum covered order quantity constraint to the planning model, and then the global optimal network structure with the minimum cost as the constraint is given by using the transportation cost constraint and all other constraints, and the air transportation plan is obtained.

[0091] By solving the planning model, the selected segments and the aircraft types used in the selected segments can be selected from all available segments. At the same time, the planning model can obtain the flow of any cargo volume, and the basic framework of the entire aviation network is determined. However, the runways at the airport are limited, so it is impossible for all aircraft to take off and land at the same time. In order to meet the demand for aircraft to take off and land as quickly as possible, the aviation transportation plan needs to be optimized to avoid peak hours so that aircraft can travel during off-peak hours.

[0092] In one embodiment of the present invention, an air transport plan is optimized for peak hours to obtain an optimized transport plan, including: determining a first airport; determining a plurality of landing aircraft corresponding to the first airport according to a selected route set; determining landing information of each landing aircraft for the first airport according to a runway set corresponding to the first airport, a planned landing time of each landing aircraft, and a runway usage time of each landing aircraft; wherein the landing information includes: landing time and runway used for landing; for each landing aircraft, adjusting the planned landing time of the landing aircraft according to the landing time corresponding to the landing aircraft.

[0093] The first airport may be a super hub airport, a regional hub airport or any airport. The runway set corresponding to the first airport, the feasible time set of each runway, the planned landing time of each landing aircraft, and the runway usage time of each landing aircraft may be input into the flight segment take-off and landing time optimization model. According to the flight segment take-off and landing time optimization model, the landing information of each landing aircraft for the first airport is determined.

[0094] According to the landing time corresponding to the landing aircraft, the planned landing time of the landing aircraft is adjusted. Specifically, if the time difference between the landing time corresponding to the landing aircraft and the planned landing time is less than a first threshold, the landing time corresponding to the landing aircraft is determined as the planned landing time of the landing aircraft. If the time difference between the landing time corresponding to the landing aircraft and the planned landing time is not less than the first threshold, a warning message of a runway conflict between the landing aircraft and the first airport is generated.

[0095] The flight segment take-off and landing schedule optimization model may include multiple constraints. Constraints may include: the landing aircraft uses one runway for landing, the landing aircraft chooses a feasible time to land, and the runways cannot conflict. The runway cannot conflict, which means that if an aircraft on any runway is in use, the next aircraft will not be able to use the runway. The objective function corresponding to the flight segment take-off and landing schedule optimization model is used to minimize the time difference between the aircraft landing time and the planned landing time, or minimize the time difference between the cargo-weighted aircraft landing time and the planned landing time.

[0096] In one embodiment of the present invention, an air transport plan is optimized for peak hours to obtain an optimized transport plan, including: determining a second airport; determining a plurality of take-off aircraft corresponding to the second airport according to a selected route set; determining take-off information of each take-off aircraft for the second airport according to a runway set corresponding to the second airport, a planned take-off time of each take-off aircraft, and a runway usage time of each take-off aircraft; wherein the take-off information includes: take-off time and runway used for take-off; for each take-off aircraft, adjusting the planned take-off time of the take-off aircraft according to the take-off time corresponding to the take-off aircraft.

[0097] The second airport can be a super hub airport, a regional hub airport or any airport. The runway set corresponding to the second airport, the feasible time set of each runway, the planned take-off time of each take-off aircraft, and the runway usage time of each take-off aircraft can be input into the flight segment take-off and landing time optimization model. According to the flight segment take-off and landing time optimization model, the take-off information of each take-off aircraft for the second airport is determined.

[0098] According to the take-off time corresponding to the take-off aircraft, the planned take-off time of the take-off aircraft is adjusted. Specifically, if the time difference between the take-off time corresponding to the take-off aircraft and the planned take-off time is less than a second threshold, the take-off time corresponding to the take-off aircraft is determined as the planned take-off time of the take-off aircraft. If the time difference between the take-off time corresponding to the take-off aircraft and the planned take-off time is not less than the second threshold, a warning message of a runway conflict between the take-off aircraft and the second airport is generated.

[0099] The flight segment take-off and landing schedule optimization model may include multiple constraints. Constraints may include: the take-off aircraft uses one runway for take-off, the take-off aircraft selects a feasible time to take off, and the runways cannot conflict. The runway cannot conflict, which means that if one aircraft on any runway is in use, the next aircraft will not be able to use the runway. The objective function corresponding to the flight segment take-off and landing schedule optimization model is used to minimize the time difference between the aircraft take-off time and the planned take-off time, or minimize the time difference between the cargo-weighted aircraft take-off time and the planned take-off time.

[0100] Figure 7 FIG. 1 is a schematic diagram of a process of determining an air transport plan provided by another embodiment of the present invention. Figure 7 As shown, the method includes:

[0101] Step 701: Determine an available segment set, an alternative route set and a cargo volume set. The available segment set includes multiple available segments; the alternative route set includes alternative routes corresponding to multiple available segments; and the cargo volume set includes the transported cargo corresponding to multiple alternative routes.

[0102] Step 702: Determine an air transport plan based on the available flight segment set, the alternative route set and the cargo volume set; wherein the air transport plan includes: a selected flight segment set, a selected route set and a flight segment aircraft type set.

[0103] The selected flight segment set includes multiple selected flight segments; the selected route set includes flight segment routes corresponding to multiple selected flight segments; and the flight segment aircraft model set includes multiple aircraft models corresponding to multiple selected flight segments.

[0104] Step 703: Perform peak-shift optimization processing on the air transport plan to obtain an optimized transport plan.

[0105] Step 704: Determine a plurality of key indicators corresponding to the optimized transportation solution.

[0106] Key indicators may include: number of flight segments, number of aircraft of different transfer types, statistics on the number of pieces of different transfer types, statistics on the number of pieces of different transfer types, statistics on hub processing volume, cost analysis, and time efficiency analysis.

[0107] The number of flight segments is the number of flight segments that will eventually be opened. The number of aircraft flights of different transfer types includes the number of aircraft flights used for direct flights and hub flights. The statistics of the number of pieces of cargo that can be transported by direct flights and hub flights. The statistics of hub processing volume are the number of pieces that need to be processed by the hub. The cost analysis is a display of the various costs spent on building the network. The timeliness analysis is the proportion of orders that are completed the next day and the next morning.

[0108] Step 705: Execute decision processing for optimizing the transportation solution according to multiple key indicators.

[0109] In the solution of the embodiment of the present invention, after the optimized transportation plan is obtained, multiple key indicators corresponding to the optimized transportation plan are determined. According to the multiple key indicators, a decision process for the optimized transportation plan is performed. The decision process may include: executing the optimized transportation plan, abandoning the optimized transportation plan, modifying the optimized transportation plan, and regenerating the optimized transportation plan. Through multiple key indicators, technicians can intuitively evaluate the execution effect of the optimized transportation plan and make reasonable decision processes.

[0110] Figure 8 FIG. 1 is a schematic diagram of the architecture of a system for determining an air transport plan provided by an embodiment of the present invention. Figure 8 As shown, a method for determining an air transport solution is provided based on the determination system, and the method includes:

[0111] Step S1: First, process the basic data, integrate and process the scattered data, and establish the corresponding basic class correspondence. The basic data may include: airport basic information, available aircraft airport information, all-cargo aircraft flight time cost, ground handling fees, super hubs, regional hub information, hub and airport coverage relationship, and cargo order quantity demand between different airports.

[0112] Step S2: Generate a set of available flight segments, a set of alternative routes, a set of cargo volumes, etc. according to the timeliness requirement of the aviation network for the next day or the next morning.

[0113] Step S3: Construct a mixed integer programming model to solve the planning problem.

[0114] Step S4: Based on the solution of the planning model, a preliminary air transport plan is obtained. The air transport plan includes: aircraft type arrangement on different routes, etc.

[0115] Step S5: construct an aircraft take-off and landing scheduling model for a single airport, stagger the aircraft take-off and landing times, and ensure that the timeliness requirements can be met on the limited runway.

[0116] Step S6: fine-tune the take-off and landing times of the flight segments according to the take-off and landing scheduling model to obtain the final optimized transportation plan. The optimized transportation plan includes: the selected flight segment and the aircraft model and planned runway corresponding to the selected flight segment.

[0117] Step S7: Determine multiple key indicators corresponding to the optimized transportation plan, analyze the key indicators of the result network, and help business personnel make better decisions.

[0118] In response to large-scale air transport problems, the solution of the embodiment of the present invention provides an aviation network planning method that comprehensively considers timeliness and cost, and verifies the key indicators of the model. The embodiment of the present invention also designs a planning model to solve the problem and proposes a method for generating available flight segments and alternative routes. In addition, an optimization model for optimizing the take-off and landing times of flight segments is proposed. After the initial construction of the aviation network is completed, key airports can be optimized for peak hours to ensure that the airport runway resources are fully utilized without runway use conflicts.

[0119] Fig. 9 FIG. 1 is a schematic diagram of a structure of a device for determining an air transport plan provided by an embodiment of the present invention. Fig. 9 As shown, the device comprises:

[0120] The set determination module 901 is used to determine an available segment set, an alternative route set and a cargo volume set; wherein the available segment set includes multiple available segments; the alternative route set includes alternative routes corresponding to multiple available segments; and the cargo volume set includes the transported cargo corresponding to multiple alternative routes;

[0121] The scheme determination module 902 is used to determine the air transport scheme according to the available flight segment set, the alternative route set and the cargo volume set; wherein the air transport scheme includes: a selected flight segment set, a selected route set and a flight segment aircraft set; the selected flight segment set includes multiple selected flight segments; the selected route set includes flight segment routes corresponding to multiple selected flight segments; the flight segment aircraft set includes multiple aircraft models corresponding to multiple selected flight segments;

[0122] The optimization module 903 is used to perform peak-shift optimization processing on the air transportation plan to obtain an optimized transportation plan.

[0123] Optionally, the set determination module 901 is specifically configured to:

[0124] Obtain cross-regional sorting information within the target time period; the cross-regional sorting information includes: sorting starting point and sorting end point;

[0125] Determine multiple target flight segments based on the cross-region sorting information; wherein the target flight segments include: the flight segment starting point and the flight segment end point;

[0126] From multiple target flight segments, the flight segments that do not meet the opening criteria are deleted to generate a set of available flight segments.

[0127] Optionally, the set determination module 901 is specifically configured to:

[0128] Determine multiple routing methods;

[0129] Get the current segment from the available segment collection;

[0130] For each routing mode, an alternative route corresponding to the current flight segment is generated in a routing mode; in response to the alternative route satisfying the timeliness requirement corresponding to the current flight segment, the alternative route is added to the alternative route set.

[0131] Optionally, the solution determination module 902 is specifically configured to:

[0132] Inputting the set of available flight segments, the set of alternative routes, the set of cargo volumes, the set of airports and the set of aircraft models into the planning model; wherein the planning model includes: cargo volume constraint conditions, transportation cost constraint conditions and airport balance conditions;

[0133] Determine the air transportation plan based on the output of the planning model.

[0134] Optionally, the optimization module 903 is specifically used for:

[0135] Identify the first airport;

[0136] Determine a plurality of landing aircraft corresponding to the first airport according to the selected route set;

[0137] Determine the landing information of each landing aircraft for the first airport according to the runway set corresponding to the first airport, the planned landing time of each landing aircraft, and the use time of the runway of each landing aircraft; wherein the landing information includes: landing time and the runway used for landing;

[0138] For each landing aircraft, the planned landing time of the landing aircraft is adjusted according to the landing time corresponding to the landing aircraft.

[0139] Optionally, the optimization module 903 is specifically used for:

[0140] Identify the second airport;

[0141] Determine a plurality of take-off aircraft corresponding to the second airport according to the selected route set;

[0142] Determine the takeoff information of each takeoff aircraft for the second airport according to the runway set corresponding to the second airport, the planned takeoff time of each takeoff aircraft, and the use time of the runway of each takeoff aircraft; wherein the takeoff information includes: takeoff time and the runway used for takeoff;

[0143] For each take-off aircraft, the planned take-off time of the take-off aircraft is adjusted according to the take-off time corresponding to the take-off aircraft.

[0144] Optionally, it also includes:

[0145] Decision processing module, used to determine multiple key indicators corresponding to the optimized transportation plan;

[0146] Perform decision-making processes for optimizing transportation solutions based on multiple key indicators.

[0147] An embodiment of the present invention provides an electronic device, including:

[0148] one or more processors;

[0149] The storage device is used to store one or more programs. When the one or more programs are executed by one or more processors, the one or more processors implement the method of any of the above embodiments.

[0150] An embodiment of the present invention provides a computer program product, including a computer program. When the computer program is executed by a processor, the method of any of the above embodiments is implemented.

[0151] Reference below Fig.10 , which shows a schematic diagram of the structure of a computer system 1000 of a terminal device suitable for implementing an embodiment of the present invention. Fig.10 The terminal device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present invention.

[0152] like Fig.10 As shown, the computer system 1000 includes a central processing unit (CPU) 1001, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage part 1008 into a random access memory (RAM) 1003. In the RAM 1003, various programs and data required for the operation of the system 1000 are also stored. The CPU 1001, the ROM 1002, and the RAM 1003 are connected to each other through a bus 1004. An input / output (I / O) interface 1005 is also connected to the bus 1004.

[0153] The following components are connected to the I / O interface 1005: an input section 1006 including a keyboard, a mouse, etc.; an output section 1007 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 1008 including a hard disk, etc.; and a communication section 1009 including a network interface card such as a LAN card, a modem, etc. The communication section 1009 performs communication processing via a network such as the Internet. A drive 1010 is also connected to the I / O interface 1005 as needed. A removable medium 1011, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 1010 as needed, so that a computer program read therefrom is installed into the storage section 1008 as needed.

[0154] In particular, according to the embodiments disclosed in the present invention, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present invention include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program contains program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part 1009, and / or installed from the removable medium 1011. When the computer program is executed by the central processing unit (CPU) 1001, the above-mentioned functions defined in the system of the present invention are executed.

[0155] It should be noted that the computer-readable medium shown in the present invention may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, 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 disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present invention, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, device or device. In the present invention, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, which carries a computer-readable program code. This propagated data signal may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, which may send, propagate or transmit a program for use by or in conjunction with an instruction execution system, apparatus or device. The program code contained on the computer-readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wire, optical cable, RF, etc., or any suitable combination of the above.

[0156] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present invention. In this regard, each box in the flow chart or block diagram can represent a module, a program segment, or a part of a code, and the above-mentioned module, program segment, or a part of a code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flow chart, and the combination of the boxes in the block diagram or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0157] The modules involved in the embodiments of the present invention may be implemented by software or hardware. The modules described may also be set in a processor, for example, they may be described as: a set determination module, a scheme determination module, and an optimization module. The names of these modules do not, in some cases, constitute limitations on the modules themselves. For example, the set determination module may also be described as a "module for determining a set of available segments, a set of alternative routes, and a set of cargo volumes."

[0158] As another aspect, the present invention further provides a computer-readable medium, which may be included in the device described in the above embodiment; or may exist independently without being assembled into the device. The above computer-readable medium carries one or more programs, and when the above one or more programs are executed by a device, the device includes:

[0159] Determine an available flight segment set, an alternative route set, and a cargo volume set; wherein the available flight segment set includes multiple available flight segments; the alternative route set includes alternative routes corresponding to multiple available flight segments; and the cargo volume set includes transported cargo corresponding to multiple alternative routes;

[0160] Determine an air transport plan according to the available flight segment set, the alternative route set and the cargo volume set; wherein the air transport plan includes: a selected flight segment set, a selected route set and a flight segment aircraft set; the selected flight segment set includes multiple selected flight segments; the selected route set includes flight segment routes corresponding to multiple selected flight segments; the flight segment aircraft set includes multiple aircraft models corresponding to multiple selected flight segments;

[0161] Carry out peak-shift optimization on the air transport plan to obtain the optimized transport plan.

[0162] According to the technical solution of the embodiment of the present invention, an air transport plan is determined based on a set of available flight segments, a set of alternative routes and a set of cargo volumes. The air transport plan includes: a set of selected flight segments, a set of selected routes and a set of flight segment aircraft models; the selected flight segment set includes multiple selected flight segments; the flight segment aircraft model set includes multiple aircraft models corresponding to the selected flight segments. The air transport plan can be obtained using a planning model. The planning model includes multiple constraints, such as constraints on the cargo volume corresponding to the air transport plan, constraints on the transportation cost corresponding to the air transport plan, airport balance conditions, aircraft load constraints, etc. Therefore, the air transport plan can take into account multiple constraints such as the cargo volume and transportation cost.

[0163] Furthermore, the air transport plan is subjected to peak-shift optimization processing to obtain an optimized transport plan. The peak-shift optimization processing is used to prevent runway conflicts between aircraft during landing or take-off. Compared with manually determining the air transport plan, the solution of the embodiment of the present invention can improve the generation efficiency of the air transport plan and has a better transport effect.

[0164] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may occur depending on design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A method for determining an air transport plan, characterized in that: include: Determine an available flight segment set, an alternative route set, and a cargo volume set; wherein the available flight segment set includes multiple available flight segments; the alternative route set includes multiple alternative routes corresponding to the available flight segments; and the cargo volume set includes multiple transport volumes corresponding to the alternative routes; An air transport plan is determined according to the available flight segment set, the alternative route set and the cargo volume set; wherein the air transport plan includes: a selected flight segment set, a selected route set and a flight segment aircraft model set; the selected flight segment set includes a plurality of selected flight segments; the selected route set includes a plurality of flight segment routes corresponding to the selected flight segments; the flight segment aircraft model set includes a plurality of aircraft models corresponding to the selected flight segments; The air transport plan is optimized for peak hours to obtain an optimized transport plan.

2. The method according to claim 1, characterized in that Determine the set of available flight segments, including: Obtaining cross-regional sorting information with timeliness requirements in a target period; wherein the cross-regional sorting information includes: a sorting starting point and a sorting end point; Determine a plurality of target flight segments according to the cross-region sorting information; wherein the target flight segments include: a flight segment start point and a flight segment end point; The flight segments that do not meet the opening criteria are deleted from the multiple target flight segments to generate the available flight segment set.

3. The method according to claim 1, characterized in that Determine a set of candidate routes, including: Determine multiple routing methods; Obtaining a current flight segment from the set of available flight segments; For each of the routing modes, an alternative route corresponding to the current flight segment is generated in the routing mode; in response to the alternative route satisfying the timeliness requirement corresponding to the current flight segment, the alternative route is added to the set of alternative routes.

4. The method according to claim 1, characterized in that: The step of determining an air transport solution according to the set of available flight segments, the set of alternative routes and the set of cargo volumes includes: Inputting the available flight segment set, the alternative route set, the cargo volume set, the airport set and the aircraft model set into a planning model; wherein the planning model includes: a transport volume constraint condition, a transport cost constraint condition and an airport balance condition; The air transportation plan is determined according to the output of the planning model.

5. The method according to claim 1, characterized in that The step of performing peak-shift optimization processing on the air transport plan to obtain an optimized transport plan includes: Identify the first airport; Determining a plurality of landing aircraft corresponding to the first airport according to the selected route set; Determine the landing information of each landing aircraft for the first airport according to the runway set corresponding to the first airport, the planned landing time of each landing aircraft, and the use time of the runway of each landing aircraft; wherein the landing information includes: landing time and runway used for landing; For each landing aircraft, the planned landing time of the landing aircraft is adjusted according to the landing time corresponding to the landing aircraft.

6. The method according to claim 1, characterized in that The step of performing peak-shift optimization processing on the air transport plan to obtain an optimized transport plan includes: Identify the second airport; Determining a plurality of take-off aircraft corresponding to the second airport according to the selected route set; Determine the takeoff information of each of the takeoff aircraft for the second airport according to the runway set corresponding to the second airport, the planned takeoff time of each of the takeoff aircraft, and the duration of use of the runway by each of the takeoff aircraft; wherein the takeoff information includes: takeoff time and runway used for takeoff; For each of the take-off aircraft, the planned take-off time of the take-off aircraft is adjusted according to the take-off time corresponding to the take-off aircraft.

7. The method according to claim 1, characterized in that After performing peak-shift optimization processing on the air transport plan to obtain an optimized transport plan, the method further includes: Determine a plurality of key indicators corresponding to the optimized transportation plan; A decision process for the optimized transportation solution is performed according to the multiple key indicators.

8. A device for determining an air transport plan, characterized in that: include: A set determination module, used to determine an available flight segment set, an alternative route set and a cargo volume set; wherein the available flight segment set includes multiple available flight segments; the alternative route set includes multiple alternative routes corresponding to the available flight segments; the cargo volume set includes multiple transport volumes corresponding to the alternative routes; A scheme determination module is used to determine an air transport scheme according to the available flight segment set, the alternative route set and the cargo volume set; wherein the air transport scheme includes: a selected flight segment set, a selected route set and a flight segment aircraft model set; the selected flight segment set includes a plurality of selected flight segments; the selected route set includes a plurality of flight segment routes corresponding to the selected flight segments; the flight segment aircraft model set includes a plurality of aircraft models corresponding to the selected flight segments; The optimization module is used to perform peak-shift optimization processing on the air transportation plan to obtain an optimized transportation plan.

9. An electronic device, characterized in that: include: one or more processors; a storage device for storing one or more programs, When the one or more programs are executed by the one or more processors, the one or more processors implement the method according to any one of claims 1 to 7.

10. A computer readable medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

11. A computer program product, comprising a computer program, which, when executed by a processor, implements the method according to any one of claims 1 to 7.

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