Aircraft path planning method and device based on graph theory and electronic equipment

Abstract

The invention provides an aircraft path planning method and device based on a graph theory and electronic equipment. The method comprises the following steps: acquiring flight information of a specified model within a time period; establishing connection between each flight and the flights according to a flight connection principle to form a flight graph; determining a first flight in the period of time, finding out a subsequent flight with the shortest connection time with the first flight, and forming a backward connection queue with the first flight as the first; determining a termination flight in the period of time, finding out a previous flight with the shortest connection time with the termination flight, and forming a forward connection queue with the termination flight as the tail; establishing a flight dynamic link blackboard, and sequentially linking all flight sides with the backward connection queue or the forward connection queue according to a head-tail link principle; and taking out the flight sides which do not contain the first flight and the termination flight to dynamically link the flight sides with the linking queues on the linking blackboard according to the weights from small to large in sequence, and determining a flight string in which the first flight and the termination flight are linked together as aircraft path planning.

Description

Technical Field

[0001] The present application relates to the field of civil aviation aircraft path planning, and in particular to a method, device and electronic equipment for aircraft path planning based on graph theory. Background Art

[0002] In the field of civil aviation transportation, when formulating flight plans, airlines will coordinate and assign the type of aircraft for each flight based on historical passenger travel data and their own fleet. For each type of aircraft, the airline will plan the aircraft path when making capacity arrangements, and then take into account the aircraft maintenance plan and crew plan, so that each aircraft can be scheduled to fly as many flights as possible under the conditions stipulated by the Civil Aviation Administration. This can improve the airline's daily aircraft utilization rate and thus reduce the airline's costs. In a related technology, it is usually based on historical flight planning results, and the capacity coordinator arranges the capacity of incremental flights based on experience. This will result in unreasonable flight arrangements, and the cumulative effect will further reduce the daily utilization rate of aircraft, resulting in the airline's aircraft resources not being fully utilized. Summary of the invention

[0003] The embodiments of the present application provide an aircraft path planning method, device and electronic device based on graph theory, which performs aircraft path planning based on minimizing the connection time between flights to solve the problems of long flight connection time and short daily flight time of aircraft in the flight planning and operation stages in the related art.

[0004] In a first aspect, an embodiment of the present application provides an aircraft path planning method based on graph theory, including: obtaining flight information of a specified aircraft model within a time period, the flight information including the flight's departure airport, departure time, landing airport and landing time, and aircraft model; establishing a mutual connection relationship between each flight and the flight according to the flight connection principle to form a flight graph, wherein all the flights constitute a one-dimensional array of vertices in the flight graph, and the connection relationship constitutes a one-dimensional array of edges in the flight graph, and the weights (connection time) of the edges between two flights (vertices) are calculated; determining the first flight in the period, and finding the subsequent flight with the shortest connection time with the first flight to form the first flight. A backward connection queue headed by the flight; determine the terminating flight of the period, and find the preceding flight with the shortest connection time with the terminating flight, to form a forward connection queue with the terminating flight as the tail; establish a flight dynamic link blackboard, on which there are backward connection queues and forward connection queues, which are linked with the backward connection queue or the forward connection queue according to the head-to-tail linking principle; take out the flight edges that do not contain the starting flight and the terminating flight, and dynamically link them with the queues on the flight dynamic link blackboard in descending order according to the weight, and determine the flight string connecting the starting flight and the terminating flight as an aircraft path planning, and the number of aircraft path planning is the number of aircraft of the required model.

[0005] In a second aspect, an embodiment of the present application provides an apparatus for aircraft path planning, including: a flight acquisition unit, configured to acquire flight information of a specified aircraft type within a time period, wherein the flight information includes information such as the flight's departure airport, departure time, landing airport and landing time, and aircraft type; a flight map construction unit, configured to establish a mutual connection relationship between each flight and the flight according to the flight connection principle to form a flight map, wherein all the flights constitute a one-dimensional array of vertices in the flight map, and the connection relationship constitutes a one-dimensional array of edges in the flight map, and the weights (connection time) of the edges between two flights (vertices) are calculated; a first flight determination unit, configured to determine the first flight for the period of time, and find out the subsequent flight with the shortest connection time with the first flight, so as to form a first flight as the first flight. The first backward connection queue; the terminating flight determining unit is configured to determine the terminating flight of the period of time, and find out the preceding flight with the shortest connection time with the terminating flight, so as to form a forward connection queue with the terminating flight as the tail; the link blackboard establishing unit is configured to establish a flight dynamic link blackboard, on which there are backward connection queues and forward connection queues, which are linked with the backward connection queues or the forward connection queues according to the head-to-tail linking principle; the aircraft path planning unit is configured to take out the flight edges that do not contain the starting flight and the terminating flight, and dynamically link them with the queues on the flight dynamic link blackboard in descending order according to the weight, and determine the flight string connecting the starting flight and the terminating flight as an aircraft path planning, and the number of the aircraft path planning is the number of aircraft of the required model.

[0006] In a third aspect, an embodiment of the present application provides an electronic device, including a memory, a processor, and a computer program stored in the memory, wherein the processor implements any of the above methods when executing the computer program.

[0007] Compared with the prior art, this application has the following advantages:

[0008] According to the embodiment of the present application, the airline flight network is regarded as a directed flight graph, a flight is regarded as a node of the flight graph, and the connection time between two flights of aircraft that transit at the airport is the edge of the flight graph. In this way, the flight network is constructed into a flight graph, and the aircraft path is determined by optimizing the edge of the flight graph and using the minimum spanning tree generated by the flight graph. The idea of ​​the Kruskal minimum spanning tree algorithm based on graph theory is used to construct each aircraft path planning to increase the flight hours of the aircraft. The connecting flight string constructed from the smallest to the largest on all flight edges is the aircraft path planning with the shortest total flight connection time, and is also one of the aircraft path planning solutions with the least number of aircraft required. All the advantages of the method of the present application are small calculation amount O(n^2), less calculation time, and the least number of aircraft obtained.

[0009] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] In the accompanying drawings, unless otherwise specified, the same reference numerals throughout the multiple drawings represent the same or similar parts or elements. These drawings are not necessarily drawn to scale. It should be understood that these drawings only depict some embodiments according to the present application and should not be regarded as limiting the scope of the present application.

[0011] Figure 1 is a flow chart showing an aircraft path planning method according to an embodiment of the present application;

[0012] Figure 2 is a structural block diagram showing an aircraft path planning device according to an embodiment of the present application; and

[0013] Figure 3 is a block diagram showing an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0014] In the following, only some exemplary embodiments are briefly described. As those skilled in the art will appreciate, the described embodiments may be modified in various ways without departing from the concept or scope of the present application. Therefore, the drawings and descriptions are considered to be exemplary in nature and not restrictive.

[0015] To facilitate understanding of the technical solutions of the embodiments of the present application, the following describes the related technologies of the embodiments of the present application. The following related technologies can be combined with the technical solutions of the embodiments of the present application as optional solutions, and they all belong to the protection scope of the embodiments of the present application.

[0016] Aircraft are the most valuable resources and assets of airlines. Currently, there are wide-body aircraft and narrow-body aircraft. Wide-body aircraft generally fly longer routes, such as international routes, with more than 10 hours of flight hours per day; narrow-body aircraft generally fly domestic routes, with less than 10 hours of flight hours per day. Since large airlines have nearly a thousand aircraft, the scale of aircraft path planning is large, and it is impossible to complete it effectively in a short time by hand with guaranteed quality and quantity. In order to reduce the complexity of the algorithm and improve the speed of the algorithm, the large-scale optimization problem of aircraft path planning is decomposed into three directions according to the shortest connection time target optimization. The first is to optimize backward from the first flight to form a backward connection queue; the second is to optimize forward from the terminal flight to form a forward connection queue; the third is to take out one by one according to the weight of the edge of the flight graph from small to large, link it with the above connection queue, and find all the flight strings that can connect the first flight and the terminal flight together to form one by one aircraft path planning. This patent application is for a branch company and a certain model to carry out one-day aircraft path planning work, the purpose is to make the connection time between flights as short as possible and improve the daily utilization rate of aircraft.

[0017] An embodiment of the present application provides an airplane path planning method 100 based on graph theory. In the embodiment of the present application, airplane path planning represents all flights operated by a specified aircraft model. Aircraft path planning requires satisfying the time-space relationship, that is, the departure airport of the first flight and the arrival airport of the last flight are both a series of flights at the airline's headquarters and base airport, and the departure airport of the subsequent flight in the airplane path planning is the same as the arrival airport of the previous flight, and the departure time of the subsequent flight must be after the landing of the previous flight. The airplane path planning method 100 can be executed on a computer device, especially on an airline's computer device, and of course can also be executed in the cloud through cloud computing. Regardless of which computer entity is executed, it can be shared among all airlines by uploading and sharing, or the airplane path planning method can be shared among authorized airlines, so as to better construct airplane path planning, improve aircraft utilization, and minimize airline operating costs. The following will refer to Figure 1 The aircraft path planning method 100 of the present application is described. Figure 1 FIG. 1 is a flow chart showing an aircraft path planning method according to an embodiment of the present application. Figure 1 As shown, the aircraft path planning method 100 may include the following steps S101 to S106. Steps S101 to S106 will be described below in conjunction with a specific embodiment.

[0018] First, enter step S101. In step S101, obtain flight information of a specified aircraft type within a time period, the flight information includes the flight's departure airport, departure time, landing airport and landing time, and aircraft type;

[0019] Furthermore, 66 flights of the 32W model on June 5, 2023 are obtained, and the flight information includes the departure airport, departure time, landing airport and landing time, as well as aircraft model information.

[0020] In one embodiment, the flight schedule is shown in Table 1 below. The flight information table may include information such as execution date, flight number, aircraft type, departure airport, departure time, arrival airport, landing time, flight number, etc. of multiple flights.

[0021]

[0022]

[0023]

[0024] In one embodiment, the time period is based on days, such as flights on Monday. It can also be based on weeks or months, or a time specified by the user. For the same aircraft model, each row of the flight information table is a specific flight information.

[0025] An airline can have multiple aircraft types, such as Boeing, Airbus and COMAC. Table 1 is the flight information table of a certain airline's sub-model 32W on Monday. The airline's headquarters is at WUH, with 15 aircraft stationed at the HUB airport. Another HUB airport is PEK, with 1 aircraft staying overnight. The airline needs to use no more than 16 A320 aircraft (sub-model 32W) to perform 66 flights and achieve a flight plan completion rate of 100%.

[0026] Next, enter step S102. In step S102, each flight is connected to the flight according to the flight connection principle to form a flight graph, all flights constitute a one-dimensional array of vertices in the flight graph, the connection relationship constitutes a one-dimensional array of edges in the flight graph, and the weight (connection time) of the edge between two flights (vertices) is calculated;

[0027] In one embodiment, the flight graph G (V, E) includes a flight vertex V and an edge E between two connecting flights. G includes two one-dimensional arrays V and E. V stores information about flight vertices, and E stores information about connecting flight edges. The flight spatiotemporal network is described as a flight graph. The flights within the predetermined time period are regarded as vertices of the flight graph, and the flight connection time is regarded as an edge of the flight graph. Thus, the flight network of a certain aircraft model of an airline is converted into a directed flight graph, and then the directed flight graph is converted into an edge set array, and the format is defined as an array form [previous flight, next flight, connecting time].

[0028] In one embodiment, the flight connection principle is that the landing airport of the current flight is the same as the departure airport of the next flight, and the connection time is not less than the minimum turnaround time (MCT) specified by the Civil Aviation Administration. The minimum turnaround time (MCT) specified by the Civil Aviation Administration is shown in Table 2. The internationally specified absolute minimum turnaround time for the A320 model is 45 minutes.

[0029] In one embodiment, the actual average flight connection time based on historical statistics can be set as the specified minimum stopover time. Sometimes, busy airports often cause flight delays due to insufficient ground support. In order to reduce predictable flight delays, the actual average flight connection time can be set as the specified stopover time. The actual average flight connection time can be calculated based on historical data. The minimum stopover time stipulated in my country is longer than the international standard stopover time.

[0030] Table 2

[0031]

[0032] The following will refer to Table 1 to explain how to determine the flights on a designated Monday. All flights are numbered by natural numbers. Flight 1, CA8289, takes off from PEK and lands at SWA at 09:30. It connects with the other 65 flights in turn. Flight 2, CA1267, cannot connect from PEK to XNN. Only CA8290, which is numbered 24, connects with it. The take-off time is 12:10 and the connection time is 2:40 hours. The flight graph nodes are CA8289 and CA8290. The one-dimensional edge array is [1,24,160]. Similarly, for flight 2, at airport XNN, only flight 19 can connect with it. The connection time is 50 minutes. The flight edge array is [2,19 ,50]; For flight 24, that is, CA8290 landed in WUH, the landing time is 14:05, there are many flights connecting with it that take off from WUH, numbered 35, 40, 42, 44, 48, 49, 50, 51, 52, 53, 54, 56, and the flight edges that connect with each other are [24,35,55], [24,40,145], [24,42,170], [24,44,200], ..., [24,56,385]), similarly, exhaust all flights that connect with each other and find out all the flight edges that will not exceed 66*66 edge set arrays. The computational complexity of this algorithm is O(n^2).

[0033] Next, the process proceeds to step S103. In step S103, the first flight of the period is determined, and the subsequent flight with the shortest connection time with the first flight is found to form a backward connection queue headed by the first flight;

[0034] Furthermore, determining the first flight within a period of time includes: obtaining the landing time of the earliest inbound flight that arrives at the base airport within the predetermined time period; determining the first flight time point threshold according to the landing time of the earliest inbound flight, wherein the time length between the first flight time point threshold and the landing time of the earliest inbound flight is the minimum stopover time; and determining the flight whose take-off time is earlier than the first flight time point threshold as the first flight.

[0035] After the first flight is determined, the breadth search method is used to find the flights connecting with the first flight according to the flight connection principle, and the flight with the shortest connection time is determined as the subsequent connecting flight of the first flight, and a backward connection queue with the first flight as the first element is constructed.

[0036] The following will refer to Table 1 to explain the determination of the first flight within the specified time period. The specified time period is set to one day, and then the first flight of the HUB airport within one day is obtained. Taking the flights in Table 1 as an example, WUH airport is a HUB airport, and it is necessary to determine the first flight of WUH within one day. First, it is necessary to obtain the earliest inbound flight 18 of WUH airport within one day. The arrival time of this flight CA8262 is 12:50, and then it is necessary to determine the first flight time threshold according to the landing time of the earliest inbound flight. The time length between the first flight time threshold and the landing time of the earliest inbound flight is the minimum stopover time, which can be set by the Civil Aviation Administration according to the characteristics of the airport, aircraft model, and actual support capabilities. When the minimum stopover time at WUH airport is 1 hour, the time after 1 hour of the landing time of the earliest inbound flight (i.e. 12:50) is 13:50, that is, the time point threshold of the first flight is 13:50. Finally, the flight whose take-off time is earlier than the first flight time threshold (13:50) is determined as the first flight. Similarly, at PEK airport, the first flight time threshold is 11:30 (PEK's minimum transit time is 65 minutes). Therefore, at WUH and PEK airports, multiple first flights can be determined within a day, and the first flight number list O = [1-13, 15, 28] has a total of 15 first flights.

[0037] Furthermore, for the first flight 1, only flight 24 can be connected, and the backward connection queue is<O1,24> For the first flight 2, only flight 19 can connect, and the backward connection queue is<O2,19> ; For flight 3, priority is given to connecting with flight 14 with the same flight number, and the backward connection queue is<O3,14> For flight 5, the flights that can connect with it are flights 18, 47, 55, and 62. The flight with the shortest connection time is flight 18, which has a connection time of 65 minutes. Therefore, the backward connection queue is<O5,18> Similarly, for flight 28, the backward connection queue<O28,38> In this way, the 15 first flights form 15 backward connection queues. The detailed backward connection queues are shown in Table 3.

[0038] Next, the process proceeds to step S104. In step S104, the terminating flight within the period of time is determined, and the preceding flight with the shortest connection time with the terminating flight is found to form a forward connection queue with the terminating flight as the tail;

[0039] Furthermore, determining the terminating flight within a period of time includes: obtaining the take-off time of the latest outbound flight from the base airport within the predetermined time period; determining a terminating flight time point threshold according to the take-off time of the latest outbound flight, wherein the time length between the terminating flight time point threshold and the take-off time of the latest outbound flight is the minimum stopover time; and determining a flight whose landing time is later than the terminating flight time point threshold as a terminating flight.

[0040] After the terminating flight is determined, the preceding flight connecting with the terminating flight is found according to the flight connection principle and the breadth search method is used to determine the flight with the shortest connection time as the preceding connecting flight of the terminating flight, and a forward connecting queue with the terminating flight as the tail element is constructed.

[0041] The following will refer to Table 1 to explain the determination of the termination flights within the specified time period. Get the termination flights of HUB airports (WUH and PEK) on June 5, 2023. Taking the flights in Table 1 as an example, WUH airport is a HUB airport, and it is necessary to determine the termination flights of WUH within one day. First, it is necessary to obtain the latest outbound flight 56 ​​of WUH airport in one day. The departure time of flight CA8213 at WUH is 20:30. Then, it is necessary to determine the termination flight time threshold according to the departure time of the latest outbound flight. The length of time between the termination flight time threshold and the departure time of the latest outbound flight is the minimum stopover time. When the minimum stopover at WUH airport is 1 hour, the departure time of the latest outbound flight (i.e. 20:30) is 1 hour in advance to 19:30, that is, the termination flight time point threshold is 19:30. Finally, the flight whose landing time is later than the termination flight time threshold (19:30) is determined as the termination flight. Similarly, at PEK airport, the terminal flight time threshold is 20:30 (PEK's minimum stopover time is 65 minutes). Therefore, at WUH and PEK airports, multiple terminal flights can be determined within a day, and the terminal flight number list X = [45, 47, 55-66] has a total of 14 terminal flights.

[0042] Furthermore, for terminating flight 45, flight 34 with the same flight number CA8272 is given priority for connection, and the backward connection queue is <34,45X>; for terminating flight 47, there are two preceding flights that can connect, flight 5 and flight 35, among which flight 35 has the shortest connection time with it, 70 minutes; so the forward connection queue is <35,47X>; similarly, for flight 66, the backward connection queue is <54,66X>, so that 14 terminating flights construct 14 forward connection queues. The detailed forward connection queues of the terminating flights are shown in Table 3.

[0043] Table 3

[0044] serial number Backward connection queue Forward connection queue 1 <1,24， 35,47> 2 <2,19 34,45> 3 <3,14 42,55> 4 <4,22 46,59> 5 <5,18 43,56> 6 <6,20 44,58> 7 <7,16 40,57> 8 <8,17 50,60> 9 <9,21 49,62> 10 <10,27 48,61> 11 <11,30 51,63> 12 <12,23 52,64> 13 <13,26 53,65> 14 <15,32 54,66> 15 <28,38 16

[0045] Next, enter step S105. In step S105, a flight dynamic link blackboard is established, and all flight edges are dynamically linked with the backward connection queue or the forward connection queue according to the head-to-tail link principle;

[0046] According to the embodiment of the present application, by determining the flight with the shortest connection time and the connection time greater than the specified time as the subsequent connecting flight, the connecting flight with the shortest connection time is selected. By constructing a connecting flight string starting from the first flight and the last flight being the terminating flight, it is determined as the aircraft path planning. Based on the idea of ​​Kruskal algorithm in graph theory, each aircraft path planning is optimized, and the connected flight information set and the unconnected flight information set are updated according to the flights in the constructed aircraft path planning, and the steps of constructing the aircraft path planning are iteratively executed, thereby optimizing the entire aircraft path planning, which can not only meet the compliance of the aircraft flight, but also improve the daily utilization rate of the aircraft.

[0047] Put the 15 backward connection queues connected with the 15 first flights and the 14 forward connection queues connected with the 14 terminating flights into the flight dynamic link blackboard, forming at least 15 flight strings with the 15 backward connection queues as the first and the 14 forward connection queues as the last, with the flights to be connected in the middle. The detailed connection relationship is shown in Table 3.

[0048] Among the 66 flights in Table 1, excluding the first 15 flights O = [1-13, 15, 28] and the final 14 flights X = [45, 47, 55-66], the connected flight information set is [1-13, 15, 28, 45, 47, 55-66], and the remaining 37 flights are the non-connected flight information set.

[0049] Next, enter step S106. In step S106, the flight edges that do not include the first flight and the last flight are taken out and dynamically linked with the queues on the flight dynamic link blackboard in descending order of weight, and the flight string connecting the first flight and the last flight is determined as an aircraft path planning. The number of aircraft path planning is the number of aircraft of the required model.

[0050] The 37 non-connected flights are sorted according to the size of the connecting flight edge, where the connecting time is not less than 45 minutes. The results are shown in Table 4, where the edge is defined as [previous flight, next flight, connecting time (minutes)].

[0051] Table 4

[0052]

[0053] Take out the edges in Table 4 one by one from small to large and put them into the link blackboard. First, take out the flight edge [17,31,45], put it into the blackboard, and dynamically link it with the queue on the blackboard. According to the head-to-tail link principle, link it with the backward connection queue (number 8) and update it to the corresponding queue. Similarly, take out the flight edge continuously until the flight string connecting the starting flight and the ending flight is determined as an aircraft path planning. After all flights have been connected, there are a total of 15 flight strings for the aircraft path planning, which requires 15 32W aircraft, as shown in Table 5.

[0054] Table 5

[0055]

[0056] After all aircraft routes are determined, the airline can start scheduling aircraft. The airline's maintenance department can arrange suitable aircraft to fly each flight series based on the aircraft route planning list, the scheduled inspection and maintenance plan of each aircraft, routes and airport restrictions, etc., thereby improving aircraft utilization.

[0057] Corresponding to the application scenario and method of the method provided in an embodiment of the present application, an embodiment of the present application also provides an aircraft path planning device, which is deployed on a computer device.

[0058] The following will refer to Figure 2 The aircraft path planning device of the present application is described. Figure 2 1 is a block diagram showing a structure of an aircraft path planning device according to an embodiment of the present application. Figure 2 As shown, the aircraft path planning device 200 may include: a flight acquisition unit 201, a flight map construction unit 202, a first flight determination unit 203, a terminal flight determination unit 204, a link blackboard establishment unit 205 and an aircraft path planning unit 206.

[0059] The flight acquisition unit 201 is configured to acquire flight information of a specified aircraft type within a time period, wherein the flight information includes information such as the departure airport, departure time, landing airport and landing time, and aircraft type of the flight.

[0060] The flight acquisition unit 201 may be a component in a computer device, through which the computer device acquires all flight information from the flight schedule prepared by the airline.

[0061] The flight map construction unit 202 is configured to establish a mutual connection relationship between each flight and the flight according to the flight connection principle to form a flight map, wherein all the flights constitute a one-dimensional array of vertices in the flight map, and the connection relationship constitutes a one-dimensional array of edges in the flight map, and calculates the weight (connection time) of the edge between two flights (vertices).

[0062] The flight chart construction unit 202 may be a component in a computer device, through which the computer device constructs a flight chart to form an edge set array. Flights are stored in the flight chart vertex array, flight connection times are stored in the flight chart edge array, and the edge weight is the flight connection time.

[0063] The first flight determining unit 203 is configured to determine the first flight in the period of time, and find out the subsequent flight with the shortest connection time with the first flight, so as to form a backward connection queue headed by the first flight.

[0064] The first flight determining unit 203 may be a component in a computer device, and the computer device forms a backward connection queue headed by the first flight through the component.

[0065] The terminating flight determining unit 204 is configured to determine the terminating flight within the period of time, and find out the preceding flight with the shortest connection time with the terminating flight, so as to form a forward connection queue with the terminating flight as the tail.

[0066] The terminating flight determining unit 204 may be a component in a computer device, and the computer device forms a forward connection queue with the terminating flight as the tail through the component.

[0067] The link blackboard establishing unit 205 is configured to establish a flight dynamic link blackboard, on which there are a backward connection queue and a forward connection queue, which are dynamically linked with the backward connection queue or the forward connection queue according to the head-to-tail link principle.

[0068] The link blackboard establishing unit 205 may be a component in a computer device, through which the computer device dynamically links with a backward connection queue or a forward connection queue according to a head-to-tail connection principle.

[0069] The aircraft path planning unit 206 is configured to extract the flight edges that do not include the starting flight and the terminating flight and dynamically link them with the queues on the flight dynamic link blackboard in ascending order of weight, and determine the flight string connecting the starting flight and the terminating flight as an aircraft path planning. The number of aircraft path planning is the number of aircraft of the model required.

[0070] The aircraft path planning unit 206 may be a component in a computer device, and the computer device connects the starting flight and the ending flight together through this component. This flight sequence is an aircraft path.

[0071] In one embodiment, the flight map construction unit 202 forms the edge set array including two one-dimensional arrays, one storing flight (vertex) information and the other storing flight edge (connection time) information. The flight time-space network is described as a flight map, the flights within the preset time period are regarded as the vertices of the flight map, and the flight connection time at the airport is regarded as the edge of the flight map, so as to convert the flight network of a certain aircraft type of the airline into a directed flight map, and then convert the directed flight map into an edge set array, and the format of each element of the one-dimensional edge array is defined as an array form [previous flight, subsequent flight, connection time]. The first flight determination unit 203 uses a forward width search method to form a backward connection queue with the shortest connection time headed by the first flight, and the terminating flight determination unit 204 uses a reverse width search method to form a forward connection queue with the shortest connection time and the terminating flight as the tail. The aircraft path planning unit 206 dynamically links with the queues on the flight dynamic link blackboard in descending order according to the flight edge weights, and determines the flight string connected with the first flight and the terminating flight as an aircraft path planning, and the number of aircraft path planning is the number of aircraft of the required aircraft type.

[0072] In one embodiment, the flight connection principle is that the landing airport of the current flight is the same as the departure airport of the next flight, and the connection time is not less than the minimum stopover time specified by the airline, or is greater than the minimum stopover time (MCT) specified by the Civil Aviation Administration.

[0073] In one embodiment, the minimum turnaround time (MCT) is the minimum guaranteed time required for an aircraft to turn around at airports of different levels for different aircraft types as stipulated by the Civil Aviation Administration.

[0074] The functions of each module in each device in the embodiments of the present application can be found in the corresponding description in the above method, and have corresponding beneficial effects, which will not be repeated here.

[0075] Figure 3 FIG. 3 is a block diagram of an electronic device 300 for implementing an embodiment of the present application. Figure 3 As shown, the electronic device includes: a memory 301 and a processor 302. The memory 301 stores a computer program that can be run on the processor 302. When the processor 302 executes the computer program, the method in the above embodiment is implemented. The number of the memory 301 and the processor 302 can be one or more.

[0076] The electronic device also includes:

[0077] The communication interface 303 is used to communicate with external devices and perform data exchange transmission.

[0078] If the memory 301, the processor 302 and the communication interface 303 are implemented independently, the memory 301, the processor 302 and the communication interface 303 can be connected to each other through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 3 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0079] Optionally, in a specific implementation, if the memory 301, the processor 302 and the communication interface 303 are integrated on a chip, the memory 301, the processor 302 and the communication interface 303 can communicate with each other through an internal interface.

[0080] An embodiment of the present application also provides a chip, which includes a processor for calling and executing instructions stored in the memory from the memory, so that a communication device equipped with the chip executes the method provided by the embodiment of the present application.

[0081] An embodiment of the present application also provides a chip, including: an input interface, an output interface, a processor and a memory, wherein the input interface, the output interface, the processor and the memory are connected via an internal connection path, and the processor is used to execute the code in the memory. When the code is executed, the processor is used to execute the method provided in the embodiment of the application.

[0082] It should be understood that the processor may be a central processing unit (CPU), or 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. It is worth noting that the processor may be a processor supporting the Advanced RISC Machines (ARM) architecture.

[0083] Further, optionally, the above-mentioned memory may include a read-only memory and a random access memory. The memory may be a volatile memory or a non-volatile memory, or may include both volatile and non-volatile memory. Among them, the non-volatile memory may include a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may include a random access memory (RAM), which is used as an external cache. By way of exemplary but not limiting description, many forms of RAM are available. For example, static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDRSDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM) and direct memory bus random access memory (DR RAM).

[0084] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function according to the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium.

[0085] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine different embodiments or examples described in this specification and the features of different embodiments or examples, unless they are contradictory.

[0086] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0087] Any process or method described in the flow chart or otherwise described herein can be understood as a module, fragment or portion of a code representing one or more executable instructions for implementing the steps of a specific logical function or process. And the scope of the preferred embodiment of the present application includes other implementations, in which the functions may not be performed in the order shown or discussed, including in a substantially simultaneous manner or in a reverse order according to the functions involved.

[0088] The logic and / or steps described in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, which can be specifically implemented in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or used in combination with these instruction execution systems, devices or apparatuses.

[0089] It should be understood that the various parts of the present application can be implemented with hardware, software, firmware or a combination thereof. In the above embodiments, multiple steps or methods can be implemented with software or firmware stored in a memory and executed by a suitable instruction execution system. All or part of the steps of the above embodiment method can be completed by instructing the relevant hardware through a program, which can be stored in a computer-readable storage medium, and when the program is executed, it includes one of the steps of the method embodiment or a combination thereof.

[0090] The above is only an exemplary embodiment of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of various changes or substitutions within the technical scope recorded in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. An aircraft path planning method based on graph theory, characterized in that: The following steps are involved: Obtain flight information of a specified aircraft type within a time period, including the flight's departure airport, departure time, landing airport and landing time, and aircraft type; Establishing a mutual connection relationship between each flight and the flight according to the flight connection principle to form a flight graph, wherein all the flights constitute a one-dimensional array of vertices in the flight graph, the connection relationship constitutes a one-dimensional array of edges in the flight graph, and the weight (connection time) of the edge between two flights (vertices) is calculated; Determine the first flight in the period of time, and find the subsequent flight with the shortest connection time with the first flight, so as to form a backward connection queue headed by the first flight; Determine the terminating flight of the period, and find the preceding flight with the shortest connection time with the terminating flight, so as to form a forward connection queue with the terminating flight as the tail; Establish a flight dynamic link blackboard, and all flights are dynamically linked with the backward connection queue or forward connection queue according to the principle of head-to-tail linking; The flight edges that do not include the starting flight and the terminating flight are taken out and dynamically linked with the queues on the flight dynamic link blackboard in descending order of weight, and the flight string connecting the starting flight and the terminating flight is determined as an aircraft path planning. The number of aircraft path planning is the number of aircraft of the model required.

2. The method according to claim 1, wherein: The period of time may be a day, or a week, a month, a quarter, half a year, or a year.

3. The method according to claim 1, wherein: The head-to-tail linking principle is that the first flight in the flight side is the same as the last flight in the backward connecting queue, or the last flight in the flight side is the same as the first flight in the forward connecting queue.

4. The method according to claim 1, wherein: The flight connection principles include: The landing airport of the current flight is the same as the departure airport of the next flight, and the departure time of the next flight must be greater than the landing time of the current flight; The connecting time must not be less than the minimum stopover time specified by the airline, or greater than the minimum stopover time (MCT) specified by the Civil Aviation Administration.

5. The method according to claim 3, wherein: The flight connection principles include giving priority to mandatory connecting flights designated by the airline or flights with the same flight number.

6. The method according to claim 1, wherein: The first flight is a flight that departs from the airport before the earliest arriving flight. Determining the first flight includes: Obtain the landing time of the earliest incoming flight arriving at the base airport within the scheduled time period; Determining the first flight time point threshold according to the landing time of the earliest inbound flight, wherein the time length between the first flight time point threshold and the landing time of the earliest inbound flight is the minimum stopover time; and A flight whose departure time is earlier than the first flight time point threshold is determined as the first flight.

7. The method according to claim 1, wherein: The terminating flight is a flight that has no subsequent connecting flight. Determining the terminating flight includes: Obtaining the departure time of the latest outbound flight from the base airport within the scheduled time period; Determining a flight termination time point threshold according to the departure time of the latest outbound flight, wherein the time length between the flight termination time point threshold and the departure time of the latest outbound flight is the minimum stopover time; and A flight whose landing time is later than the flight termination time point threshold is determined as a termination flight.

8. The method according to claims 1-7, wherein: The connection time is the time length between the departure time of the subsequent connecting flight and the arrival time of the previous flight.

9. An aircraft path planning device, comprising: A flight acquisition unit configured to acquire flight information of a specified aircraft type within a time period, wherein the flight information includes information such as the departure airport, departure time, landing airport and landing time, and aircraft type of the flight; A flight map construction unit is configured to establish a mutual connection relationship between each flight and the flight according to the flight connection principle to form a flight map, wherein all the flights constitute a one-dimensional array of vertices in the flight map, the connection relationship constitutes a one-dimensional array of edges in the flight map, and calculates the weight (connection time) of the edge between two flights (vertices); A first flight determination unit is configured to determine the first flight in the period of time, and find out the subsequent flight with the shortest connection time with the first flight, so as to form a backward connection queue headed by the first flight; a terminating flight determining unit configured to determine the terminating flight within the period of time and find the preceding flight with the shortest connection time with the terminating flight to form a forward connection queue with the terminating flight as the tail; The link blackboard establishment unit is configured to establish a flight dynamic link blackboard, and all flight edges are dynamically linked with the backward connection queue or the forward connection queue according to the head-to-tail link principle; The aircraft path planning unit is configured to extract the flight edges that do not include the starting flight and the ending flight and dynamically link them with the queues on the flight dynamic link blackboard in descending order of weight, and determine the flight string connecting the starting flight and the ending flight as an aircraft path planning. The number of aircraft path planning is the number of aircraft of the model required.

10. An electronic device comprising a memory, a processor and a computer program stored in the memory, wherein the processor implements the method according to any one of claims 1 to 8 when executing the computer program.

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