Parking position distribution method and device

Abstract

The invention provides a gate position distribution method and device, and the method comprises the steps: obtaining flight data, resource data and gate position data, the resource data comprises dragging resource data, and the gate position data comprises the state data of each gate position; based on a pre-configured dragging rule, determining a dragging constraint and an optimization target corresponding to the flight data; based on a pre-configured parking space distribution rule, determining a parking space distribution constraint and an optimization target corresponding to the flight data; and based on the flight data, the resource data, the gate position data, the dragging constraint and optimization target corresponding to the flight data and the gate position allocation constraint and optimization target corresponding to the flight data, generating a flight dragging scheme and a gate position allocation scheme. According to the method and the device, the flight dragging and the aircraft position distribution are considered at the same time, the flight dragging scheme is automatically generated while the aircraft position distribution scheme is generated, a collaborative plan of the dragging scheme and the aircraft position distribution is realized, and various indexes of the aircraft position distribution in an airport are effectively improved.

Description

Technical Field

[0001] The present application relates to the field of computer technology, and in particular to a parking space allocation method and device. Background Art

[0002] The quality of parking stand allocation and flight towing schemes directly determines the operating efficiency and service quality of the airport. However, in the existing technology, parking stand allocation and flight towing are often designed independently. The impact of flight towing is not considered when allocating parking stands, and the parking stand allocation is not considered when towing flights. As a result, the operating efficiency and service quality of the airport need to be improved. Summary of the invention

[0003] The embodiments of the present application provide a parking stand allocation method and device, which realize the coordinated planning of the towing plan and the parking stand allocation, and effectively improve various indicators of the parking stand allocation in the airport.

[0004] In a first aspect, the present application provides a parking stand allocation method, including acquiring flight data, resource data and parking stand data, wherein the resource data includes towing resource data, and the parking stand data includes status data of each parking stand; based on pre-configured towing rules, determining the towing constraints and optimization targets corresponding to the flight data; based on pre-configured stand allocation rules, determining the stand allocation constraints and optimization targets corresponding to the flight data; based on the flight data, resource data, parking stand data, the towing constraints and optimization targets corresponding to the flight data, and the stand allocation constraints and optimization targets corresponding to the flight data, generating a flight towing plan and a stand allocation plan, wherein the flight towing plan indicates the towing plan corresponding to each flight in the flight data, and the stand allocation plan indicates each flight in the flight data.

[0005] This application takes into account both the flight towing and the stand allocation, and automatically generates the flight towing plan while generating the stand allocation plan, thereby realizing the coordinated planning of the towing plan and the stand allocation, and effectively improving various indicators of the stand allocation in the airport.

[0006] In one possible implementation, the preconfigured dragging rules are configured through a dragging rule engine. With the help of the dragging rule engine, users can configure restrictions and preference factors in the dragging process, such as dragging distance, dragging resource restrictions, dragging flights and slot preferences, etc., so that the system can take them into consideration in a unified manner during collaborative allocation.

[0007] In another possible implementation, the preconfigured towing rules include one or more of a mission type rule, an airline rule, a parking time rule, an aircraft model rule, a towing area rule, and a towing times per unit time rule.

[0008] Task type rules refer to the rules configured for the task type of a flight, such as prohibition rules, constraint rules and preference rules. If a flight of a certain task type is configured as a prohibition rule, it means that flights of this task type cannot participate in dragging; if a flight of a certain type is configured as a constraint rule, it means that flights of this task type need to follow the set conditions in the rule when dragging; if a flight of a certain type is configured as a preference rule, it means that flights of this task type tend to be dragged in the manner and area specified by the rule.

[0009] Airline rules refer to the rules set for specific airlines. For example, some airlines do not participate in towing, while some airlines give priority to towing.

[0010] Parking time rules refer to the rules set for the length of a flight's parking time. For example, flights whose parking time is below a certain threshold cannot be towed.

[0011] Model rules refer to the rules set for the models. For example, some models have no towing resources and cannot be towed, while some models have abundant towing resources and are given priority for towing.

[0012] The dragging area rules refer to the rules set for the flight area. For example, flights within a certain area can only be dragged to the designated area, and flights in some areas are not dragged.

[0013] The rule for the number of towing times per unit time refers to the rule set for the number of towing times per unit time of a flight. For example, the number of towing times per unit time is limited due to factors such as limited towing resources such as towing trucks, drivers, and support personnel, safety, and operational efficiency.

[0014] In another possible implementation, the pre-configured slot allocation rules are configured through the slot allocation rule engine. With the help of the slot allocation rule engine, users can configure the constraints to be considered in the slot allocation process, such as bridge approach rate requirements, balanced parking preferences, ground service resource constraints, etc. The system can consider them uniformly when coordinating slot allocation.

[0015] In another possible implementation, the preconfigured stand allocation rules include one or more of the constraints and preference classifications of stand allocation, flight locking rules, flight and stand parking constraints, taxi-in and taxi-out conflict rules, temporary stand parking constraints, proximity take-off and landing preferences, and balanced parking preferences.

[0016] In another possible implementation, a specific implementation of generating a flight towing plan and a stand allocation plan based on flight data, resource data, parking stand data, towing constraints and optimization targets corresponding to the flight data, and stand allocation constraints and optimization targets corresponding to the flight data is as follows: grouping flights in the flight data based on the stand allocation constraints and optimization targets and towing constraints to obtain a group of flights with no tendency to change stands, a group of towable flights, and other flight groups; generating a flight towing plan for the flights in the towable flight group based on the towing resource data, towing constraints, and optimization targets; and The information and previous slot allocation plan are checked to determine the conflicting flights in the previous slot allocation plan, and the slot allocation plan for the conflicting flights is adjusted based on the slot allocation constraints and optimization objectives; based on the slot allocation constraints and optimization objectives, slots are allocated to flights in other flight groups and short-stop flights in the flight towing plan; based on the towing constraints and optimization objectives and the slot allocation constraints and optimization objectives, slots are allocated to flights that have no slots allocated in the flight towing plan during a time period; for flights that have no slots allocated in the flight towing plan, the splicing is restored; based on the slot allocation constraints and optimization objectives, slots are allocated to the remaining flights that have no slots allocated.

[0017] Through collaborative allocation, the automatic generation of towing plans can be achieved. On the other hand, by considering the towing and stand allocation processes of flights at the same time, it is possible to maximize the use of jet bridge stands, improve the flight docking rate and jet bridge turnover rate, and more effectively allocate airport resources, including boarding bridges, tow trucks, support personnel and other resources. By allocating more reasonable stands, the coordination of the towing system and the stand allocation system can be ensured, ensuring the safety and efficiency of the towing process.

[0018] In another possible implementation, the parking stand allocation method provided in the present application also includes: generating a recommended towing plan for the designated flight based on the towing constraints and optimization objectives of the designated flight, the current available towing resources, the current stand allocation plan and the flight towing plan.

[0019] Optionally, a preset number of recommended dragging solutions may be generated for a specified flight, for example, 5 recommended dragging solutions may be generated for a specified flight for the user to select a suitable dragging solution for dragging.

[0020] In another possible implementation, the parking stand allocation method provided by the present application further includes: performing conflict detection based on towing constraints, stand allocation constraints, real-time flight data and towing resource data, and performing conflict warning based on the conflict detection results. For example, conflicts include insufficient towing resources, unavailable towing stands, flight slide-in and slide-out conflicts, etc., and conflict warnings are performed to prompt users to make adjustments in a timely manner, thereby improving the safety of system operation.

[0021] In another possible implementation, the parking stand allocation method provided by the present application also includes: comparing the indicators corresponding to the parking stand allocation plans before and after the execution of the flight towing plan, the indicators include first-category indicators and second-category indicators, the first-category indicators include one or more of the bridge docking rate indicators, the jet bridge turnover rate indicators and the resource utilization rate indicators, and the second-category indicators include the passenger bridge docking rate, so that users can easily view the impact of the towing plan on the allocation before and after execution.

[0022] In another possible implementation, the parking space allocation method provided by the present application further includes: displaying a resource load status, where the resource load status includes at least one of a real-time utilization rate of towing resources and a real-time utilization rate of parking space resources.

[0023] By displaying the real-time utilization of towing resources and aircraft resources, users can monitor and quickly adjust the towing plan and aircraft allocation plan for emergencies, and call the system to automatically generate adjustment plans.

[0024] In a second aspect, the present application also provides a parking stand allocation device, which includes an acquisition module, a first determination module, a second determination module and a plan generation module, wherein the acquisition module is used to acquire flight data, resource data and parking stand data, the resource data includes towing resource data, and the parking stand data includes status data of each parking stand; the first determination module is used to determine the towing constraints and optimization targets corresponding to the flight data based on pre-configured towing rules; the second determination module is used to determine the stand allocation constraints and optimization targets corresponding to the flight data based on pre-configured stand allocation rules; the plan generation module is used to generate a flight towing plan and a stand allocation plan based on the flight data, resource data, parking stand data, the towing constraints and optimization targets corresponding to the flight data, and the stand allocation constraints and optimization targets corresponding to the flight data, the flight towing plan indicates the towing plan corresponding to each flight in the flight data, and the stand allocation plan indicates each flight in the flight data.

[0025] In one possible implementation, the preconfigured drag rules are configured through a drag rule engine.

[0026] In another possible implementation, the preconfigured towing rules include one or more of a mission type rule, an airline rule, a parking time rule, an aircraft model rule, a towing area rule, and a towing times per unit time rule.

[0027] Airline rules refer to the rules set for specific airlines. For example, some airlines do not participate in towing, while some airlines give priority to towing.

[0028] Parking time rules refer to the rules set for the length of a flight's parking time. For example, flights whose parking time is below a certain threshold cannot be towed.

[0029] Model rules refer to the rules set for the models. For example, some models have no towing resources and cannot be towed, while some models have abundant towing resources and are given priority for towing.

[0030] The dragging area rules refer to the rules set for the flight area. For example, flights within a certain area can only be dragged to the designated area, and flights in some areas are not dragged.

[0031] The rule for the number of towing times per unit time refers to the rule set for the number of towing times per unit time of a flight. For example, the number of towing times per unit time is limited due to factors such as limited towing resources such as towing trucks, drivers, and support personnel, safety, and operational efficiency.

[0032] In another possible implementation, the preconfigured slot allocation rule is configured through a slot allocation rule engine.

[0033] In another possible implementation, the preconfigured stand allocation rules include one or more of the constraints and preference classifications of stand allocation, flight locking rules, flight and stand parking constraints, taxi-in and taxi-out conflict rules, temporary stand parking constraints, proximity take-off and landing preferences, and balanced parking preferences.

[0034] In another possible implementation, the plan generation module is specifically used to: group the flights in the flight data based on the stand allocation constraints and optimization objectives, and the dragging constraints to obtain the flight groups with no tendency to change the stand, the draggable flight groups, and other flight groups; generate flight dragging plans for the flights in the draggable flight groups based on the dragging resource data, the dragging constraints, and the optimization objectives; check the real-time information of the flights in the flight groups with no tendency to change the stand and the previous stand allocation plans, determine the conflicting flights in the previous stand allocation plans, and adjust the stand allocation plans for the conflicting flights based on the stand allocation constraints and the optimization objectives; allocate stands to flights in other flight groups and short stopover flights in the flight dragging plan based on the stand allocation constraints and the optimization objectives; allocate stands to flights that have no stands allocated for a period of time in the flight dragging plan based on the dragging constraints and the optimization objectives and the stand allocation constraints and the optimization objectives; restore the splicing of the flights that have no stands allocated in the flight dragging plan; allocate stands to the remaining flights with no stands allocated based on the stand allocation constraints and the optimization objectives.

[0035] In another possible implementation, the parking stand allocation device provided by the present application also includes a recommendation module, which is used to generate a recommended towing plan for the designated flight based on the towing constraints and optimization objectives of the designated flight, the current available towing resources, the current stand allocation plan and the flight towing plan.

[0036] Optionally, the recommendation module may generate a preset number of recommended dragging solutions for a specified flight, for example, generating 5 recommended dragging solutions for a specified flight for the user to select a suitable dragging solution for dragging.

[0037] In another possible implementation, the parking stand allocation device provided by the present application further includes a conflict warning module, which is used to perform conflict detection based on towing constraints, stand allocation constraints, real-time flight data and towing resource data, and to perform conflict warning based on the conflict detection results. For example, conflicts include insufficient towing resources, unavailable towing stands, flight slide-in and slide-out conflicts, etc., and conflict warnings are performed to prompt users to make adjustments in a timely manner, thereby improving the safety of system operation.

[0038] In another possible implementation, the parking stand allocation device provided by the present application also includes an indicator comparison module, which is used to compare the indicators corresponding to the stand allocation plans before and after the execution of the flight towing plan, and the indicators include first-category indicators and second-category indicators. The first-category indicators include one or more of the bridge docking rate indicators, the jet bridge turnover rate indicators and the resource utilization rate indicators. The second-category indicators include the passenger bridge docking rate, which is convenient for users to view the impact of the towing plan before and after the execution on the allocation.

[0039] In another possible implementation, the parking space allocation device provided in the present application also includes a display module, which is specifically used to display the resource load status, and the resource load status includes at least one of the real-time utilization rate of the towing resources and the real-time utilization rate of the parking space resources.

[0040] In a third aspect, an embodiment of the present application provides a computing device, comprising a memory and a processor, wherein the memory stores instructions, and when the instructions are executed by the processor, the method described in the first aspect or any possible implementation of the first aspect is implemented.

[0041] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the method described in the first aspect or any possible implementation of the first aspect is implemented.

[0042] In a fifth aspect, an embodiment of the present application further provides a computer program or a computer program product, which includes instructions that, when executed, cause a computer to execute the method described in the first aspect or any possible implementation of the first aspect.

[0043] In a sixth aspect, an embodiment of the present application further provides a chip, comprising at least one processor and a communication interface, wherein the processor is used to execute the method described in the first aspect or any possible implementation manner of the first aspect.

[0044] It can be understood that the beneficial effects of the second to sixth aspects mentioned above can be found in the relevant description of the first aspect mentioned above, and for the sake of brevity, they will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Figure 1 A schematic diagram showing the generation of a flight towing plan and a stand allocation scheme in the related art is shown;

[0046] Figure 2 A schematic diagram of the system architecture of an aircraft slot allocation system to which an aircraft slot allocation method provided in an embodiment of the present application is applied;

[0047] Figure 3 A schematic diagram of the specific structure of a dragging rule engine and a slot allocation rule engine in the slot allocation system provided in an embodiment of the present application is shown;

[0048] Figure 4 A schematic diagram of a configuration page provided by a drag rule engine provided in an embodiment of the present application is shown;

[0049] Figure 5 A schematic diagram showing the structure of a collaborative allocation module in a slot allocation system provided in an embodiment of the present application is shown;

[0050] Figure 6 A schematic diagram showing the structure of a towing plan management module in a stand allocation system provided in an embodiment of the present application is shown;

[0051] Figure 7 A schematic diagram of a deployment architecture of a slot allocation system provided in an embodiment of the present application is shown;

[0052] Figure 8 A flowchart of a method for allocating seats provided in an embodiment of the present application;

[0053] Fig. 9 The software architecture and deployment diagram of the software for implementing the seat allocation method provided in the embodiment of the present application;

[0054] Fig.10 A schematic diagram of a Gantt chart operation page of an embodiment of the present application is shown;

[0055] Fig.11 A schematic diagram of the structure of a parking space allocation device provided in an embodiment of the present application;

[0056] Fig.12 A schematic diagram of the structure of a computing device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0057] The term "and / or" mentioned in this article is a kind of relationship that describes the association of associated objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. The symbol " / " in this article indicates that the associated objects are in an or relationship, for example, A / B means A or B.

[0058] The terms "first" and "second" etc. in the specification and claims herein are used to distinguish different objects, rather than to describe the specific order of objects. It should be understood that the terms used in this way can be interchangeable in appropriate circumstances, which is merely a way of distinguishing the objects of the same attributes when describing them in the embodiments of the present application. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, so that the process, method, system, product or equipment comprising a series of units need not be limited to those units, but may include other units that are not clearly listed or inherent to these processes, methods, systems, products or equipment.

[0059] In the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0060] In the description of the embodiments of the present application, unless otherwise specified, "multiple" means two or more than two. For example, multiple processing units refer to two or more processing units, etc.; multiple elements refer to two or more elements, etc.

[0061] The allocation of parking stands (also referred to as stands for short) is one of the core support resources of the airport for aircraft during boarding and disembarking, stopovers, and overnight stays. After landing, the aircraft is parked in different parking stands for support. The stand allocation process is often affected by many factors, such as the support capabilities of the stand itself, ground service hardware resources, human resources, and support costs. The quality of stand allocation directly affects the passenger experience, the airport's support costs, and support efficiency. In the long-term running-in process, each airport has formed different stand allocation scenarios based on its own hardware conditions and service models.

[0062] Parking stand allocation is often completed through an electronic system. In the dispatch room, the commander allocates parking stands for flights that are about to enter the airport based on the planned flight information and flight dynamic information. Since flight dynamic information changes frequently, it is easy for different flights to conflict with the use of the same stand. Therefore, the dispatcher will be on duty at the stand allocation system uninterruptedly to complete the stand allocation and adjustment according to the stand allocation rules. The adjusted results are sent to the airline and ground support department through electronic systems, telephones, broadcasts, messages, etc. The aircraft will enter the designated stand according to the results of the stand allocation. Each support department will enter the designated location according to the results of the stand allocation to provide support for the flight.

[0063] The parking stand allocation system is a software system used to manage airport parking stand resources. Through efficient algorithms and technical means, it allocates appropriate parking stands to arriving and departing flights at the airport to achieve the best use of airport parking stand resources. The results of parking stand allocation not only affect the passenger experience, but also, as the core production system of the airport, have a direct impact on the operation of other systems. For example, the shuttle bus allocation system: when a flight is assigned to a remote stand, the shuttle bus allocation system should allocate the corresponding shuttle bus and support resources for it; the baggage handling system: the location of the parking stand determines the distance and time of baggage transportation, which affects the load of the baggage handling system.

[0064] By effectively allocating appropriate parking spaces for flights and improving the docking rate of aircraft, it can not only reduce the time passengers have to wait outdoors and the inconvenience caused by weather changes, but also reduce the use of resources such as shuttle buses, luggage carts, and ground staff. There are many factors to consider when allocating parking spaces. For example, flight information is changeable: information such as flight schedules and aircraft types may change at any time; the airport layout is complex: the airport's runways, taxiways, and parking spaces are complexly distributed, and the aircraft's take-off and landing sequence, taxi routes, and taxi distances need to be considered; uncontrollable factors: weather conditions, route control, and other factors can cause temporary changes in flight schedules, and the parking space allocation plan needs to be adjusted dynamically; parking constraints and preferences: when allocating parking spaces, it is necessary to consider the aircraft model, airline, mission type, parking time, take-off and landing direction, etc., taking into account passenger experience and airport operating costs, and combining multiple goals to find the best solution; high real-time requirements: the rapid changes in flight schedules require the parking space allocation plan to respond quickly to ensure the safe and normal operation of flights; in summary, parking space allocation is a complex and challenging task.

[0065] Specific rules need to be followed when allocating parking stands, which can be called parking stand allocation rules. Dispatchers allocate parking stands. On the one hand, in order to improve support efficiency, for most passenger aircraft, parking at the jet bridge stands will improve the efficiency of passengers entering the terminal and boarding, while saving support resources (reducing the number of shuttle buses and support personnel); on the other hand, dispatchers must comply with safety rules, park specific flights in safe areas, avoid conflicts between stands, etc.; and dispatchers must comply with agreements reached between airports, airlines, ground service companies, etc. Here, the above constraints that restrict dispatchers from allocating stands are collectively referred to as stand allocation rules.

[0066] In order to maximize the docking rate, on the one hand, it is necessary to design a reasonable parking space allocation plan based on flight information. On the other hand, due to the limited number of boarding bridges at the airport, aircraft towing has become a common means to improve the docking rate. In the traditional docking method, only the parking spaces close to the boarding bridge can use the boarding bridge, while the parking spaces farther away can only use shuttle buses, resulting in a low reuse rate of boarding bridge positions. The aircraft towing system can tow the aircraft from the remote parking space to the boarding bridge position, thereby improving the docking rate of outbound flights; it can also tow the aircraft that has completed the inbound disembarkation service from the boarding bridge position to the remote parking space, thereby freeing up the jet bridge position to serve more inbound or outbound flights.

[0067] Since there are many factors to consider in the allocation of aircraft stands and the flight information is changeable, and it is also necessary to consider the optimal scheduling in the aircraft towing scenario, business personnel lack effective guidance to generate the aircraft stand allocation and aircraft towing plan with the best docking rate. When flight information changes or uncontrollable factors such as large-scale flight delays occur, it is difficult for business personnel to respond quickly and accurately.

[0068] There are many solutions in related technologies. For example, related technology solution 1, by obtaining overnight parking flights, determine whether the flight volume corresponding to the overnight parking flights is overloaded; if so, determine the target decompression flight among the overnight parking flights, and configure the corresponding target decompression aircraft position for the target decompression flight; divide the target decompression flight into sub-flight groups, and set the flight towing plan of the sub-flight group between the target decompression aircraft position and the target conventional aircraft position according to the preset towing constraint rules; according to all airport flights and the flight towing plan, build a target aircraft position allocation model under the guidance of preset optimization goals and preset aircraft position allocation rules; solve the target aircraft position allocation model and determine the target aircraft position allocation plan. The parking position allocation work of overnight parking flights can be realized efficiently and accurately.

[0069] The existing known technical solutions for large domestic airports mainly use the ORMS system and similar systems developed by the Second Civil Aviation Research Institute, as well as Huawei's existing automated stand allocation system. This system mainly includes the following functions

[0070] Manual allocation of seats generally includes the following functions:

[0071] 1) Flight data splicing: The number of inbound and outbound flights is spliced ​​into Gantt bars containing the time of entering and leaving the gate according to the information such as the aircraft number.

[0072] 2) Flight data management: including the flight’s departure location, destination, aircraft type, flight mission, domestic and international attributes, planned (estimated, actual) take-off and landing times, etc.

[0073] 3) Gantt chart: The dynamic information of the flight is displayed on the front-end page in the form of a Gantt chart, which also includes the dragging and cutting functions of the Gantt chart.

[0074] 4) Aircraft seat allocation result publishing function: publish the allocated aircraft seat allocation results to the surrounding systems.

[0075] The original system was able to manually allocate parking spaces by dragging Gantt bars according to established rules.

[0076] Automatic allocation of parking spaces generally includes the following functions: Batch automatic allocation: allocate parking spaces for flights within a certain time range. And adjust and fix conflicts between flights using parking spaces. Dynamic adjustment: For bridge-based flights that have been released at the boarding gate, make rolling allocation adjustments to maximize the matching of boarding gates and parking spaces.

[0077] The related technical solutions have the following technical problems:

[0078] 1. In terms of flight towing, the aircraft to be towed are still allocated manually, and there is no automated system. Figure 1 FIG. 1 shows a schematic diagram of the generation of a flight towing plan and a stand allocation scheme in the related art. Figure 1 As shown, the flight towing plan is manually formulated and cannot be automatically generated. It is necessary to manually select the towing flight, towing time, and towing target position. The towing plan can be arranged through 1.1, 1.2, 1.3 or 2.1, 2.2, 2.3 in the figure below. The main strategy is to manually specify the towing aircraft and allocate them after cutting the time period. Since there are many factors to consider in the towing process, manual planning places high demands on the ability of the salesperson.

[0079] 2. The towing plan is formulated first, and then the aircraft stand allocation plan is generated, which fails to achieve collaborative optimization. Since the subsequent aircraft stand allocation plan cannot be considered during the towing process, it is impossible to formulate the most reasonable towing plan based on the overall aircraft stand usage during the towing process;

[0080] 3. Without a towing plan management system, it is impossible to monitor the execution of the towing plan in real time and adjust the towing and aircraft allocation plan in time. It is necessary to manually monitor the dynamic information of flights in real time and pay attention to the use of towing resources, and it is impossible to quickly adjust to sudden conflicts.

[0081] In summary, parking stand allocation is a complex and challenging task, and its results directly affect the operation of other airport resource management systems, including shuttle bus allocation, baggage handling, etc. It is mainly based on flight arrival and departure time / city, aircraft type, mission type, airline, VIP and other information, combined with the airport's aircraft stand layout, runway / taxiway and parking stand distribution, and comprehensive real-time route control and other external factors to determine which aircraft is parked at which parking stand, while meeting the constraints and maximizing the airport's operating efficiency and service quality.

[0082] Driven by the need to maximize service quality and improve the docking rate, the flight towing solution needs to be considered together with the aircraft stand allocation. The traditional method of independently designing aircraft stand allocation and flight towing cannot maximize the utilization of aircraft stand resources and towing resources due to the lack of overall consideration. When faced with emergencies such as changes in flight information and weather changes, business personnel cannot respond quickly and adjust existing plans.

[0083] In view of this, the embodiment of the present application provides a method and device for allocating aircraft stands. When generating an aircraft stand allocation plan, not only can various constraints that need to be considered during allocation be considered, including but not limited to aircraft type, mission type, airline, etc., but multiple goals such as nearby take-off and landing, docking rate, etc. can also be taken into account to output the best plan. When improving the docking rate, a towing plan can be automatically generated according to the constraints of the input towing plan, thereby processing complex aircraft stand allocation and towing plan constraints, maximizing the use of resources, finding the best solution, and quickly adjusting the allocation plan when external conditions change.

[0084] In order to facilitate understanding of the seat allocation method and device provided in the embodiments of the present application, some technical terms involved in the embodiments of the present application are briefly explained below.

[0085] Stand: Also known as a stand. In an airport scenario, it refers to the designated location where an aircraft is parked after landing. This location generally has a clear orientation and size restrictions in all directions, and is usually clearly marked on the apron in the form of lines.

[0086] Airport covered bridge: Also known as boarding bridge, air bridge, or jet bridge. A facility that extends from the terminal to the aircraft door, allowing passengers to board the aircraft on foot or enter the terminal from the aircraft. The aircraft positions that can use the covered bridge are called bridge positions, also known as "close positions".

[0087] Bridge rate: refers to the proportion of aircraft parked at jet bridges (passages connecting aircraft and terminals, allowing passengers to walk directly from the terminal to the aircraft door without taking a shuttle bus) at the airport. The bridge rate is an important service quality indicator. A higher bridge rate means that more flights can allow passengers to board and disembark conveniently through the boarding bridge, reducing the time passengers spend waiting outdoors and the inconvenience that may be caused by weather changes, and can also reduce the use of support resources such as shuttle buses. Usually, the number of jet bridges at an airport is limited. When it cannot meet the needs of all flights, some flights can only use remote parking positions, and passengers need to take a shuttle bus to enter the terminal.

[0088] Parking stand allocation: refers to the process of allocating appropriate parking stands for arriving and departing flights at the airport. This process involves multiple considerations, including aircraft size, flight mission type, airline, flight schedule, parking stand availability, etc. The goal of parking stand allocation is usually to maximize the airport's operating efficiency and service quality. Improving the docking rate is one of the common ways to improve operating efficiency and service experience.

[0089] Aircraft towing (aircraft towing): refers to the process of moving an aircraft from one location to another using a ground vehicle (usually called a trailer or tractor). This operation is very common at airports and is used to move an aircraft from one parking position to another, or from a parking position to a maintenance area, or from a gate to a runway, etc. After the plane lands, passengers enter the terminal through the jet bridge, and then the plane is towed to a non-jet bridge position. The jet bridge is vacated for other aircraft to use. When it is time to leave the airport, the aircraft is towed to the jet bridge with a trailer so that passengers can enter the aircraft from the terminal through the jet bridge.

[0090] The specific implementation of a seat allocation method and device provided in an embodiment of the present application is described in detail below in conjunction with the drawings and embodiments.

[0091] Figure 2 Schematic diagram of the system architecture of a stand allocation system that applies a stand allocation method provided in an embodiment of the present application. Figure 2 As shown, Figure 2 1.1-1.3 indicate the implementation architecture of the relevant technical solution, and 2.1-2.4 and the drag plan management are the implementation architecture of the solution provided by the application embodiment.

[0092] 2.1: Get real-time flight data, resource data and parking space data. The system obtains flight data for a period of time in the future by connecting to the data bus or the customer's business system. The flight data includes flight schedules, aircraft models, mission types, take-off and landing cities, VIP information, mission types, airlines, ground services and other data required for towing plans and parking space allocation; resource data includes towing resource data, which includes, for example, the towing resource information data currently available at the airport. Towing resources refer to the ground vehicles (such as trailers or tractors) and drivers used to perform towing tasks at the airport. The currently available towing resources refer to the number of ground vehicles and drivers currently available for towing tasks. For example, the currently available towing resources at an airport are 8 ground vehicles and 8 drivers. That is to say, there are currently 8 ground vehicles and 8 drivers available for towing tasks. At this time, the number of available towing resources can be called 8, and the towing tasks of 8 flights can be performed simultaneously.

[0093] Optionally, the parking stand data includes parking stand status data, and the parking stand status includes occupied, unoccupied, maintained, etc., indicating the current status of the parking stand.

[0094] 2.2: Configure dragging rules. Users configure the constraints and goals (i.e. optimization goals) of dragging flights through the dragging rule engine. Constraints include: minimum time between the first and last segments of the drag, draggable flight airlines, available dragging resources, etc.; goals include, for example, minimizing the use of dragging resources, etc.

[0095] 2.3: Configure the slot allocation rules. Users configure the slot allocation constraints and goals (i.e., optimization goals) through the slot allocation rule engine. Constraints include, for example, aircraft type parking constraints, cargo aircraft parking constraints, temporary slot parking constraints, etc. Optimization goals include, for example, the preference for different flights to park at different slots and minimizing the docking rate, etc.

[0096] 2.4: Drag and slot collaborative allocation: Based on the drag and allocation rules configured by the user, the flight drag plan and slot allocation plan are automatically output considering the dynamic flight and resource information.

[0097] 2.5: Towing plan management. Based on the real-time monitoring of flight information and towing resources, it provides the functions of towing plan recommendation, conflict warning, comparison of indicators before and after towing, and resource load display. This allows users to adjust the towing plan according to real-time information to ensure the safety of system operation.

[0098] The embodiment of the present application provides users with tools for flexibly configuring drag and allocation constraints and targets by designing a drag rule engine and a seat allocation rule engine, which can be configured for various scenarios. Each rule corresponds to a type of constraint and target in the allocation, which can be turned on or off according to the scenario.

[0099] The specific implementation of each module of the aircraft slot allocation system is introduced in detail below.

[0100] Figure 3 The specific structural diagram of the dragging rule engine and the stand allocation rule engine in the stand allocation system provided by the embodiment of the present application is shown. Figure 3 As shown, the dragging rule engine includes selecting a task type item, selecting an airline item, selecting a parking time item, selecting an aircraft model item, selecting a dragging area item, and selecting the number of drags per unit time item.

[0101] Among them, the task type selection item is used to configure the task type rules. The task type rules refer to the rules configured for the flight task type, such as prohibition rules, constraint rules and preference rules. If a flight of a certain task type is configured as a prohibition rule, it means that flights of this task type cannot participate in dragging; if a flight of a certain type is configured as a constraint rule, it means that flights of this task type need to follow the set conditions in the rule when dragging; if a flight of a certain type is configured as a preference rule, it means that flights of this task type tend to be dragged in the manner and area specified by the rule.

[0102] Select the airline item to configure airline rules. Airline rules refer to the rules set for specific airlines, such as some airlines do not participate in dragging, and some airlines have priority in dragging. For example, in this item, configure the airline rules of each airline, such as configuring the rule for airline A to not participate in dragging, and configuring the rule for airline B to have priority in dragging, etc.

[0103] The parking time selection item is used to configure the parking time rule. The parking time rule refers to the rules set for the length of the flight's parking time. For example, flights with a parking time below a certain threshold cannot be towed. For example, if 30 minutes is entered in the parking time selection item, the configured parking time rule is that if the flight's parking time is less than 30 minutes, the flight cannot be towed.

[0104] The aircraft model selection item is used to configure the aircraft model rules. The aircraft model rules refer to the rules set for the aircraft model. For example, some aircraft models cannot be towed because they have no towing resources, while some aircraft models have abundant towing resources and are given priority to towing. For example, if an airport has abundant towing resources for aircraft model a, then aircraft model a is configured to be towed first by selecting the aircraft model item. If aircraft model b lacks towing resources, then aircraft model a is configured to be non-towable by selecting the aircraft model item.

[0105] Select the Drag Area item to configure the drag area rules. Drag area rules refer to the rules set for the flight area. For example, flights within a certain area can only be dragged to the specified area, and flights in some areas are not included in the dragging.

[0106] Select the Drag Times per Unit Time item to configure the Drag Times per Unit Time rule. The Drag Times per Unit Time rule refers to the rule set for the Drag Times per Unit Time of a flight. For example, the Drag Times per Unit Time is limited due to factors such as limited Drag Resources such as Drag Trucks, Drivers, and Support Personnel, safety, and operational efficiency. For example, by selecting the Drag Times per Unit Time item and configuring the Drag Times per Unit Time to be M, it means that the upper limit of the Drag Tasks that can be executed per unit time is M times, and the number of Drag Tasks executed per unit time cannot exceed M times.

[0107] Figure 4 A schematic diagram of a configuration page provided by the drag rule engine provided in an embodiment of the present application is shown.

[0108] In the embodiment of the present application, with the help of the dragging rule engine, users can configure restrictions and preference factors in the dragging process, such as dragging distance, dragging resource restrictions, dragging flights and aircraft positions preferences, etc., so that the system can take them into consideration in a unified manner during collaborative allocation.

[0109] The dragging rule engine provided by the implementation of this application covers the general experience and management regulations of dispatchers during dragging, which can reduce the workload of dispatchers. It is also the basis for the product to be quickly upgraded through configuration when the dragging rules are adjusted.

[0110] Continue to see Figure 3 ,The drag rule engine includes selecting constraints and preference classification items for aircraft stand allocation, configuring ,locked flight rule items, configuring flight-aircraft stand parking constraint items, configuring ,slide-in / slide-out constraint items, configuring temporary aircraft stand parking constraint items, configuring ,the nearest take-off and landing preference, and configuring ,balanced parking preference.

[0111] Among them, the constraint and preference classification items of the slot allocation are selected to configure the constraint and preference classification of the slot allocation. Optionally, the constraints and goals (i.e., preferences) of the slot allocation can be divided into 8 categories, namely, slot matching (configuring flight-slot conflicts and preferences), slot relationship (configuring conflicts and preferences between two sets of flight-slot pairs), locking logic (configuring preferences for flight plan changes), adjustment rules (configuring constraints and preferences for flight slot adjustments), number of adjustments (configuring the number of flight slot adjustments), balanced parking (configuring parking balance preferences in different areas), nearby takeoff and landing (configuring constraints or preferences for slot areas in different take-off and landing directions), and counting calculation (configuring the number of constraints on the number of flights of a specified type parked in a certain area).

[0112] The configuration lock flight rule item is used to configure the lock flight rule. The lock flight rule is used to group different flights. Flights in different groups have different preferences for changes in the aircraft slot plan. In other words, flights are grouped based on their preferences for changes in the aircraft slot plan.

[0113] The Configure Flight-Parking Constraints item is used to configure flight and parking constraints. Flight and parking constraints are used to constrain the parking spaces for flights, for example, prohibiting flights of a specified type from parking in a specified parking space.

[0114] Configuring the slide-in and slide-out constraints is used to configure the slide-in and slide-out conflict rules. The slide-in and slide-out conflict rules are used to stipulate the time conflicts of slide-in and slide-out of multiple flights at a specific parking position. For example, the slide-in time of flight A at parking position c211 is 8:00 and the slide-out time is 12:00. If the slide-in time of flight B at parking position c211 is between 8:00 and 12:00, there is a conflict.

[0115] The Configure Temporary Aircraft Stand Parking Constraints item is used to configure temporary aircraft stand parking constraints. Temporary aircraft stand parking constraints are used to specify the use time and flight range of temporary aircraft stands.

[0116] Configure the nearest take-off and landing preference is used to configure the nearest take-off and landing preference. The nearest take-off and landing preference is used to specify the parking position preference for flights on a specific route.

[0117] Configure balanced parking preference to configure balanced parking preference, which is used to guide the preference of the proportion of parking spaces between different areas.

[0118] In the embodiment of the present application, with the help of the aircraft slot allocation rule engine, users can configure the constraints to be considered in the aircraft slot allocation process, such as bridge approach rate requirements, balanced parking preferences, ground service resource constraints, etc., and the system can consider them uniformly when coordinating aircraft slot allocation.

[0119] Figure 5 The structure diagram of the collaborative allocation module in the seat allocation system provided in the embodiment of the present application is shown. Figure 5 As shown, the collaborative allocation module includes a data parsing unit, a flight grouping unit, a flight pre-towing unit, a locked flight conflict adjustment unit, a short stop flight allocation unit, an allocated towing flight remaining segment allocation unit, an unallocated towing flight recovery splicing unit and a remaining flight allocation unit. Through the processing of these units in the collaborative allocation module, the flight towing plan and the aircraft stand allocation plan are output.

[0120] The data parsing unit is used to parse external input data, including flight, resource data, parking stand data, user-configured dragging constraints and targets, and stand allocation constraints and targets, to obtain flight information, available dragging resource information, available parking stand information, configured dragging constraints and targets, configured stand allocation constraints and targets, and other information.

[0121] The flight grouping unit is used to group flights based on the stand allocation constraints and the target and towing flight constraints, and divide the flights into flights with no tendency to change the stand and flights with arbitrary changes in the stand, and then divide the flights in the arbitrary change group into towable flights and other flights. In other words, according to the stand allocation constraints and the target and towing flight constraints, this batch of flights to be processed is divided into three groups, namely, the flight group with no tendency to change the stand, the towable flight group and the other flight group.

[0122] The flight pre-drag unit is used to process the flights in the towable flight group, for example, to generate a flight towing plan for the flights in the towable flight group based on towing resource data, towing constraints and optimization objectives.

[0123] The locked flight conflict adjustment unit is used to check the flights in the flight group whose parking spaces are not inclined to change and the previous parking space allocation plans (for example, the parking space allocation plan generated at the last moment, because the time of the flights in the flight group whose parking spaces are not inclined to change may change, which may cause the parking space allocation plan generated at the last moment to conflict), determine the conflicting flights in the previous parking space allocation plan, and adjust the parking space allocation plan of the conflicting flights based on the parking space allocation constraints and optimization objectives. That is to say, the parking spaces of the flights that violate the parking space allocation constraints are adjusted according to the parking space allocation rules (number of adjustments, adjustment rules, balanced parking, nearby take-off and landing, etc.).

[0124] The short stopover flight allocation unit is used to allocate parking spaces for flights in other flight groups and short stopover flights (the time difference between entering and leaving the parking space is shorter than a certain threshold) in the flight towing plan, taking into account the parking space allocation constraints and multi-objective preferences configured by the user.

[0125] The remaining segment allocation unit of the assigned towing flight is used to allocate seats for flights that have no allocated seats in the flight towing plan based on the towing constraints and optimization objectives and the seat allocation constraints and optimization objectives. That is, if some segments of the pre-towing flight (i.e., the flight in the towing plan) have allocated seats, while other segments have no allocated seats, then the flight segments that have no allocated seats will be allocated seats according to the towing rules and the seat allocation rules.

[0126] The unallocated towing flight recovery splicing unit is used to recover the splicing of the pre-towing flight with unallocated parking space, that is, to restore the entry and exit time of the original flight without towing.

[0127] The remaining flight allocation unit is used to allocate seats to all currently unallocated flights according to the seat allocation rules.

[0128] The embodiment of the present application can realize the automatic generation of the towing plan through collaborative allocation. On the other hand, by considering the towing and stand allocation process of the flight at the same time, the use of the jet bridge stands can be maximized, the flight docking rate and jet bridge turnover rate can be improved, and airport resources, including boarding bridges, tow trucks, support personnel and other resources, can be more effectively allocated. By allocating more reasonable stands, the coordination of the towing system and the stand allocation system can be ensured, and the safety and efficiency of the towing process can be guaranteed.

[0129] Figure 6 The structure diagram of the towing plan management module in the aircraft position allocation system provided in the embodiment of the present application is shown. Figure 6 As shown in the figure, the towing plan management module includes a scheme recommendation unit, a conflict warning unit, an index comparison unit and a resource load unit. Among them, the scheme recommendation unit is used to recommend optional towing schemes to users, and each towing scheme includes information such as towing flights, towing time, towing positions, and towing resources used; the conflict warning unit is used to issue a warning when the flight time changes or other information changes, which makes the current towing plan unfeasible, such as towing resource conflicts, towing and allocation plan conflicts, etc.; the index comparison unit shows the comparison of the docking rate index assigned by the system before and after the towing plan is used; the resource load unit shows the usage statistics of towing resources at each time when the current towing plan is adopted.

[0130] The user can specify a specific flight through the solution recommendation unit, and the solution recommendation unit generates several dragging solutions for the specified flight. For example, if the user enters flight B1431 through the interactive interface, the solution recommendation unit generates 5 feasible dragging solutions for flight B1431 based on the dragging constraints and optimization goals of flight B1431, the current available dragging resources, the current aircraft slot allocation plan and the flight dragging plan for the user to choose.

[0131] The conflict warning unit performs conflict detection based on the user-configured towing constraints, aircraft stand allocation constraints, real-time flight data and towing resource data (i.e. currently available towing resources). It issues conflict warnings for conflicts that occur, such as insufficient towing resources, unavailable towing aircraft stands, and flight slide-in and slide-out conflicts, and prompts users to make adjustments in a timely manner, thereby improving the safety of system operation.

[0132] The indicator comparison unit compares and displays the indicators corresponding to the aircraft stand allocation plans before and after the execution of the flight towing plan. The indicators include indicators reflecting the airport operation efficiency and indicators reflecting service satisfaction. The indicators reflecting the airport operation efficiency include one or more of the bridge docking rate index, the jet bridge turnover rate index and the resource utilization rate index. The indicators reflecting service satisfaction include the passenger bridge docking rate, which is convenient for users to view the impact of the towing plan on the aircraft stand allocation before and after the execution.

[0133] The resource load unit displays the current resource load status, which includes at least one of the real-time utilization of towing resources and the real-time utilization of aircraft resources. It is used to display the real-time utilization of towing resources and aircraft resources to users, so that users can monitor and quickly adjust the towing plan and aircraft allocation plan for emergencies, and call the system to automatically generate adjustment plans.

[0134] Understandably, Figures 2 to 6 The system structure diagram or the structure diagram inside the module shown is a diagram for facilitating understanding of a possible implementation of the present solution and does not constitute a limitation on the present application. For example, the configuration dragging rules may include more or fewer rules.

[0135] The aircraft stand allocation system provided in the embodiment of the present application can realize the coordinated generation of the towing scheme and the aircraft stand allocation scheme, while the existing aircraft stand allocation systems are all non-automatic towing, and the towing and aircraft stand allocation are carried out separately. The aircraft stand allocation system provided in the embodiment of the present application realizes the automated collaborative generation of the towing scheme and the aircraft stand allocation scheme, and improves the indicators such as the bridge docking rate and the bridge stand turnover rate. From the situation verified by actual data, compared with the general aircraft stand allocation system without automatic towing, the bridge docking rate is improved. Compared with manual towing and allocation, the bridge docking rate is increased from 82% to 85%. And the aircraft stand allocation system provided in the embodiment of the present application considers the arrival and departure of flights when generating the towing scheme, and can provide solutions for batch and real-time automatic towing of flights and flight towing adjustment. If only the departure is considered, then the departure towing scheme can only be given after the aircraft lands at the airport, or the departure towing scheme can be given after the arrival parking position of the aircraft is confirmed.

[0136] Figure 7 A schematic diagram of a deployment architecture of a stand allocation system provided in an embodiment of the present application is shown. Figure 7As shown in the figure, the external system is connected through the data bus. The external system includes the integration system, FIMS system, CDM system and other systems. Among them, the integration system is used to obtain the basic data of the aircraft type, size, distribution, facilities and other basic data of the aircraft stand as well as the aircraft stand maintenance data; the FIMS system is used to obtain flight dynamics, ETA and other data; the CDM system is used to obtain process time data such as wheel block withdrawal, aircraft taxiing in and out; other systems are used to obtain runway distribution, node guarantee time (estimated flight status) and other data. The intelligent aircraft stand allocation system obtains all data through the data bus and then converts the format and displays it on the front end. The user configures the constraints and goals that need to be followed by automated dragging and allocation, such as the aircraft stand allocation rules and dragging rules, through the interface of the intelligent allocation system, and generates flight dragging and aircraft stand allocation results through the collaborative allocation module. In this process, the existing conflicts will be adjusted at the same time. In the dragging plan management module, the comparison of indicators before and after dragging, the conflicts existing in the current plan, the load rate of resources and other results will be calculated and returned to the application system for display to customers.

[0137] The embodiment of the present application also provides a method for allocating aircraft seats, which is used to implement the various functions of the aircraft seat allocation system described above in the embodiment of the present application.

[0138] Figure 8 The flowchart of a method for allocating aircraft stands provided in the embodiment of the present application is shown below. The method can be executed by any device, equipment, platform or equipment cluster with computing capabilities. The embodiment of the present application does not specifically limit the specific computing device for executing the method, and a suitable computing device can be selected for execution as needed. For example, it can be executed on a server to provide aircraft stand allocation services to airport users. Figure 8 As shown, the data acquisition method provided in the embodiment of the present application at least includes steps S801 to S804.

[0139] In step S801, flight data, resource data and parking space data are obtained.

[0140] In the embodiment of the present application, the flight data is the flight data for a period of time in the future, and the flight data includes flight time, aircraft model, mission type, take-off and landing cities, VIP information, mission type, airline, ground service and other data required for towing plan and stand allocation. Optionally, the flight data includes the flight data of a batch of flights, such as flight 1, flight 2, ..., flight N. The stand allocation system provided in the embodiment of the present application allocates stands and towing plans for the acquired batch of flights.

[0141] Resource data includes towing resource data. The towing resource data includes, for example, information data on the towing resources currently available at the airport. Towing resources refer to ground vehicles (such as trailers or tractors) and drivers used to perform towing tasks at the airport. Currently available towing resources refer to the number of ground vehicles and drivers currently available to perform towing tasks, and other available resources. For example, the currently available towing resources at an airport are 8 ground vehicles and 8 drivers. That is to say, there are currently 8 ground vehicles and 8 drivers available to perform towing tasks. At this time, the number of available towing resources can be called 8, and towing tasks for 8 flights can be performed simultaneously.

[0142] The parking stand data includes parking stand status data, and the parking stand status includes occupied, unoccupied, maintained, etc. to indicate the current state of the parking stand. Optionally, the parking stand data also includes basic data such as the model, size, distribution, facilities, etc. of the stand and stand maintenance data.

[0143] Flight data, resource data and parking space data can be obtained from external systems through a data bus. For example, parking space data can be obtained through an integrated system, flight dynamics, ETA and other data can be obtained through a FIMS system, and process time data such as wheel block withdrawal, aircraft taxiing in and out can be obtained through a CDM system; runway distribution, node support time (estimated flight status) and other data can be obtained through other systems.

[0144] In step S802, based on the pre-configured dragging rules, the dragging constraints and optimization targets corresponding to the flight data are determined.

[0145] In the embodiment of the present application, the dragging rules can be configured through the dragging rule engine, and the dragging rules include dragging constraints and optimization targets. The specific implementation of configuring the dragging rules through the dragging rule engine is described in detail above for the dragging rule engine part, and will not be repeated here for the sake of brevity.

[0146] The acquired flight data is input into the dragging rule engine, and the dragging rules corresponding to each flight in the flight data are output. For example, for flight a in the flight data, the task type of flight a is task type 1, and the task type is configured as a prohibited class. Then the task type rule corresponding to flight a is: cannot participate in dragging. For another example, the task type of flight b is task type 3, and the task type is configured as a constraint class. Then the task type rule corresponding to flight b is: can be dragged if the constraints are met. The airline to which flight b belongs is airline B, and airline B is configured as priority dragging. Then the airline rule corresponding to flight b is priority dragging. Similar rules are used to determine other rules for flights.

[0147] In step S803, based on the pre-configured slot allocation rules, the slot allocation constraints and optimization targets corresponding to the flight data are determined.

[0148] In the embodiment of the present application, the seat allocation rules can be configured through the seat allocation rule engine, and the seat allocation rules include seat allocation constraints and optimization objectives. The specific implementation of configuring the seat allocation rules through the seat rule engine is described in detail above for the seat allocation rule engine part, and will not be repeated here for the sake of brevity.

[0149] The acquired flight data is input into the stand allocation rule engine, and the stand allocation rules corresponding to each flight in the flight data are output.

[0150] In step S804, a flight towing plan and a parking stand allocation plan are generated based on the flight data, resource data, parking stand data, towing constraints and optimization targets corresponding to the flight data, and parking stand allocation constraints and optimization targets corresponding to the flight data.

[0151] In an embodiment of the present application, after the flight data, resource data, parking space data, drag constraints and optimization targets corresponding to the flight data, and the stand allocation constraints and optimization targets corresponding to the flight data are obtained through the above steps, a flight dragging plan and a stand allocation plan are generated based on the flight data, resource data, parking space data, drag constraints and optimization targets corresponding to the flight data, and the stand allocation constraints and optimization targets corresponding to the flight data. Exemplarily, the flights in the flight data are grouped based on the stand allocation constraints and optimization targets and the drag constraints to obtain a group of flights with no tendency to change stands, a group of draggable flights, and other flight groups; a flight dragging plan is generated for the flights in the group of draggable flights based on the drag resource data, the drag constraints, and the optimization targets; the real-time information of the flights in the group of flights with no tendency to change stands and the previous stand allocation plans are checked to determine the conflicting flights in the previous stand allocation plan, and the stand allocation plans for the conflicting flights are adjusted based on the stand allocation constraints and optimization targets; Based on the slot allocation constraints and optimization objectives, slots are allocated to flights in other flight groups and short-stop flights in the flight towing plan; based on the towing constraints and optimization objectives and the slot allocation constraints and optimization objectives, slots are allocated to flights that have no slots allocated in the flight towing plan during a time period; for flights that have no slots allocated in the flight towing plan, the splicing is restored; based on the slot allocation constraints and optimization objectives, slots are allocated to the remaining flights that have no slots allocated. In this way, the towing plan and slot allocation for all flights are completed, and the towing plan and slot allocation plan for each flight in the flight data are generated.

[0152] Step S804 passes Figure 5The collaborative allocation module shown in the figure is implemented, and the data parsing unit, flight grouping unit, flight pre-drag unit, locked flight conflict adjustment unit, short stop flight allocation unit, allocated towing flight remaining segment allocation unit, unallocated towing flight recovery splicing unit and remaining flight allocation unit in the collaborative allocation module are processed to realize automatic generation of the stand allocation plan and towing plan for all flights in the acquired flight data. The specific implementation process of each unit of the collaborative allocation module is detailed in the description of the collaborative allocation module above, and for the sake of brevity, it will not be repeated here.

[0153] The aircraft stand allocation method provided in the embodiment of the present application can be deployed in the aircraft stand allocation system of the airport in the form of software, so as to allocate aircraft stands for flights at the airport every day and provide a towing plan for the entry and exit of flights. The deployment of the entire software includes three parts, namely data access, operation management and intelligent computing.

[0154] Fig. 9 The software architecture and deployment diagram of the software for implementing the seat allocation method provided in the embodiment of the present application are as follows: The embodiment of the present application introduces the seat allocation software provided in the embodiment of the present application from two aspects: software deployment and software operation.

[0155] Software Deployment

[0156] Optionally, the software can be deployed on a remote server.

[0157] The software accesses data through network services and saves it to local data. The data includes static data of the airport, including parking position information, taxiway information, aircraft model information supported by the position, boarding gate information, and jet bridge information.

[0158] The software interacts with the intelligent algorithm service through a network interface, and the intelligent seat allocation algorithm is deployed in a microservice manner.

[0159] Software Operation:

[0160] The software assigns dispatchers to the used positions through network services, provides operation pages, and presents them in the form of Gantt charts (see Fig.10 ), manually complete the aircraft allocation plan by dragging the Gantt bar, and complete the aircraft towing plan by splitting and dragging the Gantt bar.

[0161] The administrator configures the seat allocation rules on the front end and stores them in the database through the software.

[0162] When the dispatcher triggers the automatic drag and allocation button during dispatch, the software reads the rules in the database, combines flight information, aircraft slot information and other data, summarizes them into network communication content, and sends the content to the intelligent algorithm service through network services as an algorithm request.

[0163] After the intelligent algorithm service receives the algorithm request, it calculates the flight dragging and allocation results, passes them to the software as a response through the network service, displays them on the front end and stores them in the database.

[0164] The commander checks the corresponding towing and aircraft allocation results through the front end and makes manual confirmation and adjustments.

[0165] Based on the same concept as the above-mentioned parking stand allocation method embodiment, the present application embodiment also provides a parking stand allocation device 1100, which can be deployed on a server or terminal device to realize the coordinated plan of the towing plan and the stand allocation, and effectively improve various indicators of the stand allocation in the airport. The parking stand allocation device 1100 includes a method for realizing Figure 8 The units or modules of each step in the parking space allocation method shown.

[0166] Fig.11 This is a schematic diagram of the structure of a parking space allocation device provided in an embodiment of the present application. Fig.11 As shown, the parking stand allocation device 1100 includes an acquisition module 1101, a first determination module 1102, a second determination module 1103 and a solution generation module 1104, wherein the acquisition module 1101 is used to acquire flight data, resource data and parking stand data, the resource data includes drag resource data, and the parking stand data includes status data of each parking stand; the first determination module 1102 is used to determine the drag constraints and optimization targets corresponding to the flight data based on pre-configured drag rules; the second determination module 1103 is used to determine the stand allocation constraints and optimization targets corresponding to the flight data based on pre-configured stand allocation rules; the solution generation module 1104 is used to generate a flight drag scheme and a stand allocation scheme based on the flight data, resource data, parking stand data, the drag constraints and optimization targets corresponding to the flight data, and the stand allocation constraints and optimization targets corresponding to the flight data, the flight drag scheme indicates the drag scheme corresponding to each flight in the flight data, and the stand allocation scheme indicates each flight in the flight data.

[0167] In one possible implementation, the preconfigured drag rules are configured through a drag rule engine.

[0168] In another possible implementation, the preconfigured towing rules include one or more of a mission type rule, an airline rule, a parking time rule, an aircraft model rule, a towing area rule, and a towing times per unit time rule.

[0169] Airline rules refer to the rules set for specific airlines. For example, some airlines do not participate in towing, while some airlines give priority to towing.

[0170] Parking time rules refer to the rules set for the length of a flight's parking time. For example, flights whose parking time is below a certain threshold cannot be towed.

[0171] Model rules refer to the rules set for the models. For example, some models have no towing resources and cannot be towed, while some models have abundant towing resources and are given priority for towing.

[0172] The dragging area rules refer to the rules set for the flight area. For example, flights within a certain area can only be dragged to the designated area, and flights in some areas are not dragged.

[0173] The rule for the number of towing times per unit time refers to the rule set for the number of towing times per unit time of a flight. For example, the number of towing times per unit time is limited due to factors such as limited towing resources such as towing trucks, drivers, and support personnel, safety, and operational efficiency.

[0174] In another possible implementation, the preconfigured slot allocation rule is configured through a slot allocation rule engine.

[0175] In another possible implementation, the preconfigured stand allocation rules include one or more of the constraints and preference classifications of stand allocation, flight locking rules, flight and stand parking constraints, taxi-in and taxi-out conflict rules, temporary stand parking constraints, proximity take-off and landing preferences, and balanced parking preferences.

[0176] In another possible implementation, the solution generation module 1104 is specifically used for: grouping flights in the flight data based on the stand allocation constraints and optimization targets, and the dragging constraints to obtain the flight groups with no tendency to change the stand, the draggable flight groups, and other flight groups; generating flight dragging solutions for the flights in the draggable flight groups based on the dragging resource data, the dragging constraints, and the optimization targets; checking the real-time information of the flights in the flight groups with no tendency to change the stand and the previous stand allocation solutions, determining the conflicting flights in the previous stand allocation solutions, and adjusting the stand allocation solutions for the conflicting flights based on the stand allocation constraints and the optimization targets; allocating stands to flights in other flight groups and short stopover flights in the flight dragging solution based on the stand allocation constraints and the optimization targets; allocating stands to flights that have no stands allocated for a period of time in the flight dragging solution based on the dragging constraints and the optimization targets and the stand allocation constraints and the optimization targets; restoring the splicing of the flights that have no stands allocated in the flight dragging solution; allocating stands to the remaining flights that have no stands allocated based on the stand allocation constraints and the optimization targets.

[0177] In another possible implementation, the parking stand allocation device 1100 provided in the present application also includes a recommendation module 1105, which is used to generate a recommended towing plan for the designated flight based on the towing constraints and optimization objectives of the designated flight, the current available towing resources, the current stand allocation plan and the flight towing plan.

[0178] Optionally, the recommendation module 1105 may generate a preset number of recommended dragging solutions for a designated flight, for example, generating 5 recommended dragging solutions for a designated flight for the user to select a suitable dragging solution for dragging.

[0179] In another possible implementation, the parking stand allocation device 1100 provided by the present application further includes a conflict warning module 1106, which is used to perform conflict detection based on towing constraints, stand allocation constraints, real-time flight data and towing resource data, and to perform conflict warning based on the conflict detection result. For example, conflicts include insufficient towing resources, unavailable towing stands, flight slide-in and slide-out conflicts, etc., and conflict warnings are performed to prompt users to make adjustments in a timely manner, thereby improving the safety of system operation.

[0180] In another possible implementation, the parking stand allocation device 1100 provided in the present application also includes an indicator comparison module 1107, which is used to compare the indicators corresponding to the stand allocation plans before and after the execution of the flight towing plan. The indicators include first-category indicators and second-category indicators. The first-category indicators include one or more of the bridge docking rate indicators, the jet bridge turnover rate indicators and the resource utilization rate indicators. The second-category indicators include the passenger bridge docking rate, which is convenient for users to view the impact of the towing plan on the allocation before and after the execution.

[0181] In another possible implementation, the parking space allocation device 1100 provided in the present application further includes a display module 1108, which is specifically used to display a resource load status, where the resource load status includes at least one of a real-time utilization rate of drag resources and a real-time utilization rate of parking space resources.

[0182] The parking stand allocation device 1100 according to the embodiment of the present application may correspond to the method described in the embodiment of the present application, and the above and other operations and / or functions of each module in the parking stand allocation device 1100 are respectively to implement Figure 8 For the sake of brevity, the corresponding processes of each method in are not repeated here.

[0183] The present application also provides a computing device, including at least one processor, a memory and a communication interface, wherein the processor is used to execute Figure 8 The method described.

[0184] Fig.12A schematic diagram of the structure of a computing device provided in an embodiment of the present application.

[0185] like Fig.12 As shown, the computing device 1200 includes at least one processor 1201, a memory 1202 and a communication interface 1203. The processor 1201, the memory 1202 and the communication interface 1203 are connected in communication, and the communication connection can be realized by wired means (such as a bus) or by wireless means. The communication interface 1203 is used to send and / or receive data sent by other devices; the memory 1202 stores computer instructions, and the processor 1201 executes the computer instructions and executes the method in the aforementioned method embodiment to realize the coordinated plan of the towing scheme and the aircraft stand allocation, and effectively improve the various indicators of the aircraft stand allocation in the airport.

[0186] It should be understood that in the embodiment of the present application, the processor 1201 may be a central processing unit CPU, and the processor 601 may also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0187] The memory 1202 may include a read-only memory and a random access memory, and provide instructions and data to the processor 1201. The memory 602 may also include a non-volatile random access memory. Optionally, the random access memory may be, for example, a high bandwidth memory (HBM).

[0188] The memory 1202 may be a volatile memory or a nonvolatile memory, or may include both volatile and nonvolatile memories. Among them, the nonvolatile memory may be a read-only memory (ROM), a programmable ROM (PROM), an erasable programmable ROM (EPROM), an electrically erasable programmable ROM (EEPROM), or a flash memory. The volatile memory may be a random access memory (RAM), which is used as an external cache. By way of example and not limitation, many forms of RAM are available, such as static RAM (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link DRAM (SLDRAM), and direct rambus RAM (DR RAM).

[0189] It should be understood that the computing device 1200 according to the embodiment of the present application can execute the implementation of the embodiment of the present application. Figure 8 The method shown, the detailed description of the implementation of this method can be found above, for the sake of brevity, it will not be repeated here.

[0190] An embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon. When the computer instructions are executed by a processor, the above-mentioned method is implemented.

[0191] An embodiment of the present application provides a chip, which includes at least one processor and an interface, wherein the at least one processor determines program instructions or data through the interface; the at least one processor is used to execute the program instructions to implement the method mentioned above.

[0192] An embodiment of the present application provides a computer program or a computer program product, wherein the computer program or the computer program product comprises instructions, and when the instructions are executed, the computer is caused to execute the above-mentioned method.

[0193] Those of ordinary skill in the art should further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to function. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those of ordinary skill in the art may use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0194] The steps of the method or algorithm described in conjunction with the embodiments disclosed herein may be implemented as a software module executed by hardware, a processor, or a combination of the two. The software module may be placed in a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0195] The specific implementation methods described above further illustrate the purpose, technical solutions and beneficial effects of the present application in detail. It should be understood that the above description is only the specific implementation method of the present application and is not intended to limit the scope of protection of the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A parking stand allocation method, characterized in that: include: Acquire flight data, resource data and parking stand data, wherein the resource data includes towing resource data, and the parking stand data includes status data of each parking stand; Determine the dragging constraints and optimization objectives corresponding to the flight data based on pre-configured dragging rules; Based on the pre-configured slot allocation rules, determine the slot allocation constraints and optimization objectives corresponding to the flight data; Based on the flight data, the resource data, the parking stand data, the towing constraints and optimization targets corresponding to the flight data, and the parking stand allocation constraints and optimization targets corresponding to the flight data, a flight towing plan and an parking stand allocation plan are generated, wherein the flight towing plan indicates the towing plan corresponding to each flight in the flight data, and the parking stand allocation plan indicates each flight in the flight data.

2. The method according to claim 1, characterized in that The preconfigured drag rules are configured through a drag rule engine.

3. The method according to claim 1 or 2, characterized in that: The preconfigured towing rules include one or more of mission type rules, airline rules, parking time rules, aircraft model rules, towing area rules, and the number of towing times per unit time.

4. The method according to any one of claims 1 to 3, characterized in that: The pre-configured seat allocation rules are configured through a seat allocation rule engine.

5. The method according to any one of claims 1 to 4, characterized in that: The pre-configured stand allocation rules include one or more of the constraints and preference classifications of stand allocation, flight locking rules, flight and stand parking constraints, taxi-in and taxi-out conflict rules, temporary stand parking constraints, nearby take-off and landing preferences, and balanced parking preferences.

6. The method according to claim 5, characterized in that The generating of a flight towing scheme and a parking stand allocation scheme based on the flight data, the resource data, the parking stand data, the towing constraints and optimization targets corresponding to the flight data, and the parking stand allocation constraints and optimization targets corresponding to the flight data includes: Grouping the flights in the flight data based on the stand allocation constraint and optimization target and the drag constraint to obtain a group of flights that are not prone to stand changes, a group of draggable flights, and other flight groups; generating the flight towing solution for the flights in the towable flight group based on the towing resource data, the towing constraints and the optimization goal; Checking the real-time information of the flights in the group of flights that are not inclined to change the stands and the previous stand allocation plan, determining the conflicting flights in the previous stand allocation plan, and adjusting the stand allocation plan of the conflicting flights based on the stand allocation constraints and the optimization goal; Based on the slot allocation constraints and the optimization goal, allocate slots for the flights in the other flight groups and the short stopover flights in the flight towing scheme; Based on the towing constraint and optimization target and the slot allocation constraint and optimization target, allocate slots for flights that have no slots allocated in the flight towing plan during a time period; For the flights that have not been assigned parking spaces in the flight towing plan, resuming the splicing; Based on the slot allocation constraints and the optimization goal, slots are allocated to the remaining flights that have not been allocated slots.

7. The method according to any one of claims 1 to 6, characterized in that: Also includes: Based on the towing constraints and optimization objectives of the designated flight, the currently available towing resources, the current slot allocation plan and the flight towing plan, a recommended towing plan is generated for the designated flight.

8. The method according to any one of claims 1 to 7, characterized in that: Also includes: Perform conflict detection based on the towing constraint, the stand allocation constraint, the real-time flight data and the towing resource data; Based on the conflict detection result, a conflict warning is performed.

9. The method according to any one of claims 1 to 8, characterized in that: Also includes: The indicators corresponding to the aircraft stand allocation plans before and after the execution of the flight towing plan are compared, and the indicators include first-category indicators and second-category indicators. The first-category indicators include one or more of the bridge docking rate indicators, the jet bridge turnover rate indicators and the resource utilization rate indicators. The second-category indicators include the passenger bridge docking rate.

10. The method according to any one of claims 1 to 9, further comprising: The resource load status is displayed, where the resource load status includes at least one of the real-time utilization rate of the dragging resource and the real-time utilization rate of the slot resource.

11. A parking stand allocation device, characterized in that: include: An acquisition module, used to acquire flight data, resource data and parking space data, wherein the resource data includes drag resource data, and the parking space data includes status data of each parking space; A first determination module, configured to determine the dragging constraints and optimization objectives corresponding to the flight data based on pre-configured dragging rules; A second determination module, configured to determine the slot allocation constraints and optimization objectives corresponding to the flight data based on a pre-configured slot allocation rule; A plan generation module is used to generate a flight towing plan and an aircraft stand allocation plan based on the flight data, the resource data, the parking stand data, the towing constraints and optimization targets corresponding to the flight data, and the aircraft stand allocation constraints and optimization targets corresponding to the flight data, wherein the flight towing plan indicates the towing plan corresponding to each flight in the flight data, and the aircraft stand allocation plan indicates each flight in the flight data.

12. A computing device comprising a memory and a processor, characterized in that: Instructions are stored in the memory, and when the instructions are executed by the processor, the method according to any one of claims 1 to 10 is implemented.

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

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