Airport aircraft ground taxiing path generation and optimization method, system, equipment and medium

Abstract

The invention discloses an airport aircraft ground taxiing path generation and optimization method, system and device and a medium, and relates to the technical field of air traffic management, and the method comprises the steps: obtaining related data; respectively generating a take-off sliding path and a landing sliding path by adopting a way-finding algorithm according to the acquired data; according to the data of the take-off and landing sliding paths of all the runways, an airport ground sliding quantitative index system and a runway take-off and landing quantitative evaluation system are constructed, different airport layout schemes are compared and analyzed according to the quantitative index system and the quantitative evaluation method, changes of sliding efficiency, smoothness and safety indexes of the different schemes are compared, and the airport take-off and landing quantitative evaluation method is established. And outputting an optimization suggestion. According to the method, a take-off and landing sliding path is generated through acquired data, an airport ground sliding quantitative index system and a runway take-off and landing quantitative evaluation system are constructed, configuration optimization is carried out for various scenes, sliding efficiency and safety control are realized, and data support is provided for airport planning and operation decision making.

Description

Technical Field

[0001] This invention relates to the field of air traffic management technology, specifically to a method, system, equipment, and medium for generating and optimizing airport aircraft ground taxiing paths. Background Technology

[0002] In airport operations, aircraft taxiing distance specifically refers to the complete path an aircraft takes from its parking position near the terminal to and from the runway during ground operations. It can be broadly divided into two key scenarios: takeoff taxiing distance, which is the path from the parking position, through taxiways and connecting taxiways, to the end of the runway; and landing taxiing distance, which is the path from the runway fast exit to the parking position. This distance metric is directly related to the airport's core operational efficiency and passenger travel experience, and is a crucial foundation for ground operations planning.

[0003] Aircraft taxiing distance is highly correlated with airport runway configuration and terminal layout: For ordinary airports, most adopt a layout pattern of a single runway or a single set of close-proximity runways plus a single terminal area, and the taxiway design is relatively simple. For large hub airports, a complex configuration of multiple sets of long-proximity runways plus a complex terminal area is adopted. In order to achieve efficient scheduling and interconnection between different runways, 1-3 sets of vertical taxiways (referred to as "vertical taxiways") are set up. Their specific locations are determined in a coordinated manner based on factors such as the characteristics of the airport runway configuration, the functional layout of the terminal area, and the flow of flights that need to be scheduled through vertical taxiways. The taxiway path is very complex.

[0004] Airport ground taxiing time is an important assessment standard clearly defined by the Civil Aviation Administration of China. Its duration is affected by a combination of factors, including taxiing distance, differences in taxiing speed, waiting and avoidance time, and deceleration and turning time.

[0005] Airport taxiing time has a particularly significant impact on passenger experience: excessively long taxiing times can cause passenger anxiety and negatively affect the reputation of airport services.

[0006] Although ground taxiing distance is a core indicator for airport planning, current statistical and optimization techniques have significant shortcomings: 1. Limited statistical dimensions: The statistics focus only on the extreme value of the longest taxiing distance, without systematically calculating the average taxiing distance or the weighted average taxiing distance. Furthermore, the definitions are vague, and the distance differences between takeoff and landing scenarios and the main / secondary takeoff and landing directions of the runway are not separated, resulting in statistical results that cannot reflect actual efficiency.

[0007] 2. High technical threshold and difficult calculation: Taxi distance calculation requires the integration of multi-dimensional data such as taxiway network, terminal area configuration, aircraft type, and runway and taxiway system operation mode. It involves a large amount of path planning and parameter calculation. Manual calculation is difficult to cover the whole scenario. For hub airports with more than 100 stands, the calculation cycle for a single scheme exceeds 72 hours. Moreover, it is prone to errors due to manual data collection and cannot support multi-configuration comparison and optimization.

[0008] 3. Incomplete quantitative indicator system: Currently, only the longest skidding distance is counted, lacking key evaluation indicators, which cannot support the scientific comparison of different planning schemes, resulting in decision-making still being mainly driven by experience and subjective judgment. Summary of the Invention

[0009] The purpose of this invention is to provide a method, system, device and medium for generating and optimizing airport aircraft ground taxiing paths, which solves the technical problems existing in the prior art.

[0010] This invention is achieved through the following technical solution: In a first aspect, the first embodiment of the present invention provides a method for generating and optimizing airport aircraft ground taxiing paths, comprising: Acquire airport configuration parameters, runway primary / secondary direction rules, and near-gate and taxiway network data; Based on the acquired data, a preset pathfinding algorithm is used to generate takeoff and landing taxi paths respectively; Based on the data of takeoff and landing taxi paths for all runways, a quantitative index system for airport ground taxiing and a quantitative evaluation system for runway takeoff and landing are constructed. The indicators include: longest taxiing distance path, shortest taxiing distance path, average taxiing distance index, dividing taxiing distance intervals and calculating the proportion of each interval, key taxiing smoothness index, and key taxiing safety index. Based on the quantitative index system for airport ground taxiing and the quantitative evaluation method for runway takeoff and landing, a comparative analysis of different airport layout schemes is conducted. The changes in taxiing efficiency, smoothness, and safety indicators of different schemes are compared, and optimization suggestions are output.

[0011] Furthermore, the specific method for generating the takeoff taxiing path based on the preset pathfinding algorithm includes: Acquire near-stand data, runway finish line data, taxiway network, and runway orientation rules; Based on the planning of the aircraft taxiing from the gate along the taxiway to the destination, the optimal path is generated using a minimum pathfinding algorithm. The total path distance, number of turns, and number of potential conflict points are counted. The results for different takeoff directions of the runway are presented in the first statistical table according to the gate number. For each runway, a route is planned for the primary and secondary takeoff directions. Information and statistical results for each runway and direction are summarized to generate the first summary table.

[0012] Furthermore, the specific method for generating the landing taxiing path based on the preset pathfinding algorithm includes: Acquire runway start data, parking position data, taxiway network, and runway orientation rules; Based on the planning of the aircraft's departure from the runway and taxiway to the destination via the main taxiway, the optimal path is generated using a minimum pathfinding algorithm. Key indicators are statistically analyzed, including the total path distance, number of turns, and number of potential conflict points. The results for different landing directions of the runway are presented in the second statistical table according to the aircraft stand number. For each runway, a path is planned for the primary and secondary landing directions. Information and statistical results for each runway and direction are summarized to generate a second summary table.

[0013] Furthermore, the specific method for constructing the quantitative indicator system for airport ground taxiing includes: The average taxi distance and the weighted average taxi distance are calculated. The average taxi distance is calculated by dividing the sum of the distances of all taxi paths in the takeoff or landing direction of the runway by the total number of paths. The weighted average taxi distance is calculated by multiplying the distance of each taxi path by the sum of the average daily number of flights on the corresponding runway and dividing by the sum of the average daily number of flights on all paths.

[0014] Furthermore, the specific method for constructing the airport ground taxiing quantitative index system includes: based on the takeoff and landing taxiing path data of all runways, taking the number of turns as the core, setting the maximum number of turns, minimum number of turns, and average number of turns respectively to evaluate taxiing smoothness.

[0015] Furthermore, the specific method for constructing the airport ground taxiing quantitative indicator system includes: based on the takeoff and landing taxiing path data of all runways, taking the number of potential conflict points at taxiway intersections as the core, and setting the maximum number of potential conflict points at taxiway intersections, the minimum number of potential conflict points at taxiway intersections, and the average number of potential conflict points at taxiway intersections to assess taxiing safety.

[0016] Furthermore, the comparative analysis of different airport layout schemes based on the airport ground taxiing quantitative index system and runway takeoff and landing quantitative evaluation method specifically includes: Assess the impact of adding a new runway within the existing terminal area layout; Evaluate the advantages and disadvantages of different vertical taxiway configuration schemes in a dual-runway operation scenario; To assess the impact of different terminal area planning patterns and runway relative positions on ground taxiing efficiency.

[0017] Secondly, another embodiment of the present invention provides an airport aircraft ground taxiing path generation and optimization system, used to implement the airport aircraft ground taxiing path generation and optimization method described in the first embodiment above. The system includes: an acquisition module, a path generation module, a system construction module, and an optimization module. The acquisition module is used to acquire airport configuration parameters, runway primary / secondary direction rules, and near-gate and taxiway network data. The path generation module is used to generate takeoff taxiing paths and landing taxiing paths respectively based on the acquired data and a preset pathfinding algorithm. The system construction module is used to construct a quantitative index system for airport ground taxiing and a quantitative evaluation method for runway takeoff and landing based on the takeoff and landing taxiing paths of all runways. The indexes include: longest taxiing distance path, shortest taxiing distance path, average taxiing distance index, dividing taxiing distance intervals and calculating their proportions, key taxiing smoothness index, and key taxiing safety index. The optimization module is used to compare and analyze different airport layout schemes based on the airport ground taxiing quantitative index system and runway takeoff and landing quantitative evaluation method, compare the changes in taxiing efficiency, smoothness and safety indicators of different schemes, and output optimization suggestions.

[0018] Thirdly, another embodiment of the present invention provides an electronic device comprising: a processor, an input device, an output device, and a memory, wherein the processor, the input device, the output device, and the memory are interconnected, the memory is used to store a computer program, the computer program includes program instructions, and the processor is configured to invoke the program instructions to execute the method described in the first embodiment above.

[0019] Fourthly, another embodiment of the present invention provides a computer-readable storage medium storing a computer program, the computer program including program instructions that, when executed by a processor, cause the processor to perform the method described in the first embodiment above.

[0020] Compared with the prior art, the present invention has the following advantages and beneficial effects: This invention provides a method, system, equipment, and medium for generating and optimizing airport aircraft ground taxiing paths. It generates takeoff and landing taxiing paths by acquiring data, and constructs a quantitative index system for airport ground taxiing and a quantitative evaluation system for runway takeoff and landing. It optimizes configurations for various scenarios, achieves taxiing efficiency and safety management, and provides data support for airport planning and operation decisions. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the exemplary embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of the present invention and should not be considered as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort. In the drawings: Figure 1 A flowchart of an airport aircraft ground taxiing path generation and optimization method provided in the first embodiment of the present invention; Figure 2 This is a structural block diagram of an airport aircraft ground taxiing path generation and optimization system provided in another embodiment of the present invention. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the embodiments and accompanying drawings. The illustrative embodiments and descriptions of the present invention are only used to explain the present invention and are not intended to limit the present invention.

[0023] like Figure 1 As shown, the first embodiment of the present invention provides a method for generating and optimizing airport aircraft ground taxiing paths, which includes the following steps: Acquire airport configuration parameters, runway primary / secondary direction rules, and near-gate and taxiway network data; Based on the acquired data, a preset pathfinding algorithm is used to generate takeoff and landing taxi paths respectively; Based on the data of takeoff and landing taxi paths for all runways, a quantitative index system for airport ground taxiing and a quantitative evaluation system for runway takeoff and landing are constructed. The indicators include: longest taxiing distance path, shortest taxiing distance path, average taxiing distance index, dividing taxiing distance intervals and calculating the proportion of each interval, key taxiing smoothness index, and key taxiing safety index. Based on the quantitative index system for airport ground taxiing and the quantitative evaluation method for runway takeoff and landing, a comparative analysis of different airport layout schemes is conducted. The changes in taxiing efficiency, smoothness, and safety indicators of different schemes are compared, and optimization suggestions are output.

[0024] In this embodiment, the specific method for generating a takeoff taxiing path based on a preset pathfinding algorithm includes: Acquire near-stand data, runway finish line data, taxiway network, and runway orientation rules; Based on the planning of the aircraft taxiing from the gate along the taxiway to the destination, the optimal path is generated using a minimum pathfinding algorithm. The total path distance, number of turns, and number of potential conflict points are counted. The results for different takeoff directions of the runway are presented in the first statistical table according to the gate number. For each runway, a route is planned for the primary and secondary takeoff directions. Information and statistical results for each runway and direction are summarized to generate the first summary table.

[0025] Specifically, the takeoff taxiing path integrates configuration parameters, orientation rules, and scene data through the linkage of Rhino and Grasshopper software and a visual configuration interface. The process is as follows: The starting point is the interface between the aircraft stand and the taxiway. Simultaneously, the total number of near-aircraft stands, characteristics of E / C class aircraft, and the spatial layout of the stands are collected to obtain near-aircraft stand data. The ending point is the main takeoff end of the runway, serving as a takeoff holding point for aircraft to taxi onto the runway after awaiting takeoff clearance from the control tower, obtaining runway ending point data. The positions and connections of the main taxiway, perpendicular taxiway, and aircraft stand taxiway are obtained; one-way / two-way flow directions are defined. The taxiway network is the core carrier connecting the starting point and the ending point, and directional rules are crucial for avoiding conflicts and ensuring orderly passage. Based on the aircraft's taxiing from the stand to the ending point, a pathfinding algorithm is used to generate the optimal path. The total path distance, number of turns, and number of potential conflict points are statistically analyzed. A first statistical table is generated by stand number, presenting the results for different takeoff directions of the runway. Hub airports typically have two or more runways, requiring path planning for the primary and secondary takeoff directions of each runway. The information and statistical results for each runway and direction are summarized to form a first summary table. The A* algorithm can be used for the pathfinding algorithm.

[0026] This method integrates multi-track adaptation, primary / secondary running directions, and takeoff and landing scenario separation. Through the linkage of Rhino and Grasshopper software, it uses a minimization pathfinding algorithm to generate the optimal taxiing path and simultaneously outputs core data such as path distance and number of turns, solving the problems of incomplete coverage and low efficiency of traditional manual calculation.

[0027] In another embodiment of the present invention, the specific method for generating a landing taxiing path based on a preset pathfinding algorithm includes: Acquire runway start data, parking position data, taxiway network, and runway orientation rules; Based on the planning of the aircraft's departure from the runway and taxiway to the destination via the main taxiway, the optimal path is generated using a minimum pathfinding algorithm. Key indicators are statistically analyzed, including the total path distance, number of turns, and number of potential conflict points. The results for different landing directions of the runway are presented in the second statistical table according to the aircraft stand number. For each runway, a path is planned for the primary and secondary landing directions. Information and statistical results for each runway and direction are summarized to generate a second summary table.

[0028] Specifically, the takeoff taxiing path integrates configuration parameters, orientation rules, and scene data through the linkage of Rhino and Grasshopper software and a visual configuration interface. The process is as follows: The runway terminus is the rapid exit point for aircraft landing, a crucial exit after landing and taxiing. The runway terminus is the E / C category near-gate positions. Data on the number of near-gate positions, E / C category aircraft types, and spatial layout is collected, as these directly impact passenger disembarkation convenience. The locations of the main taxiway, perpendicular taxiway, and gate taxiway are obtained, along with unidirectional / bidirectional flow. Aircraft taxi via the runway, exiting the taxiway and main taxiway to reach the terminus. An optimal path is generated using a minimum pathfinding algorithm, key indicators are statistically analyzed, and a second statistical table is generated by gate number. For multiple runways at a hub airport, primary and secondary landing directions are planned for each runway, and the information and statistical results are summarized to form a second summary table.

[0029] In another embodiment of the present invention, constructing a quantitative index system for airport ground taxiing includes: screening key taxiing path samples. Based on taxiing path data corresponding to all runways (including primary / secondary takeoff and landing directions), typical paths are located using a sorting method and an extreme value screening method. The path with the longest taxiing distance in each runway's takeoff / landing direction is screened, and the entire trajectory of the parking stand, taxiway, and runway is extracted. The number of path turns and the number of taxiway intersection conflict points are counted, and the rationality of path planning under extreme distances is analyzed, such as determining whether there is redundant detour. The optimization priority for long-distance taxiing is determined. The path with the shortest taxiing distance in each runway's takeoff / landing direction is screened, and the entire trajectory is extracted and the number of turns and conflict points are counted as optimal efficiency path reference samples, providing a basis for summarizing the characteristics of short-distance taxiing paths.

[0030] Specific methods for constructing a quantitative indicator system for airport ground taxiing include: calculating the average taxiing distance and the weighted average taxiing distance. The average taxiing distance is calculated by dividing the sum of all taxiing path distances in the takeoff or landing direction for a specific runway or all runways in the entire airport by the total number of paths. The weighted average taxiing distance is calculated by multiplying the distance of each taxiing path by the sum of the average daily flight volume for the corresponding runway and dividing by the sum of the average daily flight volume for all paths. The average taxiing distance reflects the overall benchmark level of taxiing distance for that runway or the entire airport; the lower the value, the higher the overall taxiing efficiency. The weighted average taxiing distance closely reflects actual takeoff and landing taxiing scenarios and reflects the impact of multi-runway layout and operating rules on taxiing distance.

[0031] In another embodiment of the present invention, the specific method for constructing a quantitative index system for airport ground taxiing further includes: based on the takeoff and landing taxiing path data of all runways, and taking the number of turns as the core, setting a maximum number of turns, a minimum number of turns, and an average number of turns to evaluate taxiing smoothness. The number of turns refers to the number of times the taxiing direction changes during the path.

[0032] The maximum number of turns in all taxiing paths is selected to identify the corresponding runway, takeoff / landing direction, and path. If a high-flying flight has the highest number of turns on its corresponding path, it should be prioritized for optimization to pinpoint the bottleneck in taxiing smoothness. The minimum number of turns in all taxiing paths is selected, and the corresponding path is used as the optimal smooth path sample to provide design reference for optimizing other paths. The average number of turns is calculated by dividing the sum of the number of turns on all paths in the takeoff / landing direction for a specific runway or all runways in the entire airport by the total number of paths. This reflects the overall smoothness of the taxiing path; a lower value indicates a simpler path design, reducing the time spent on directional adjustments during flight taxiing and lowering the risk of delays.

[0033] In another embodiment of the present invention, the specific method for constructing a quantitative index system for airport ground taxiing includes: based on the takeoff and landing taxiing path data of all runways, and taking the number of potential conflict points at taxiway intersections as the core, setting a maximum number of potential conflict points, a minimum number of potential conflict points, and an average number of potential conflict points at taxiway intersections to assess taxiing safety. A conflict point refers to a location in the path that intersects with other taxiways and where there is a need to avoid them.

[0034] The maximum number of conflict points across all taxiways is selected to identify the corresponding intersection type. These paths have high safety management complexity and require priority to reduce conflict risk by adding diversion taxiways and optimizing signal control timing. The minimum number of conflict points across all taxiways is selected to provide a basis for designing low-conflict paths and reduce operational avoidance waiting time. The total number of conflict points on all takeoff / landing paths for a runway or all runways at the entire airport, divided by the total number of paths, indicates a lower path safety risk and reduces the coordination burden on ground control personnel.

[0035] By constructing a quantitative evaluation system for runway takeoffs and landings, a multi-dimensional indicator linkage is used to replace the evaluation of a single indicator, forming a closed-loop assessment covering efficiency, smoothness, and safety. Specifically, this includes: The average taxiing distance, weighted average taxiing distance, longest taxiing distance, and shortest taxiing distance comprehensively reflect takeoff and landing taxiing efficiency, which not only clarifies the overall benchmark but also identifies extreme cases and relates to the matching degree between runway layout and flight operation frequency. Supplement distance structure information with the path proportion of each gliding distance interval, and combine the cases of the longest and shortest gliding paths to determine the concentration of short-distance paths and the optimization needs of long-distance paths; The smoothness of gliding is evaluated separately by the average number of turns, the maximum number of turns, and the minimum number of turns, focusing on the simplicity of the path design and providing optimization directions for reducing gliding time. Taxiing safety is assessed separately by the average number of potential conflict points at taxiway intersections, the number of potential conflict points at the most taxiway intersections, and the number of potential conflict points at the least taxiway intersections, focusing on risk management of path intersections and providing data support for reducing safety hazards.

[0036] The four dimensions of indicators are interconnected to ensure unified evaluation standards, providing a comprehensive basis for runway usage and allocation, taxiway network optimization, and takeoff and landing process adjustments, thus meeting the actual operational needs of the airport.

[0037] This method overcomes the limitations of relying solely on maximum gliding distance statistics by constructing a multi-dimensional quantitative index system for gliding. The system encompasses three dimensions: efficiency, smoothness, and safety. All indicators are accurate to 0.1 meters, comprehensively reflecting the actual operating status of the gliding system and providing data support for scientific evaluation.

[0038] In another embodiment of the present invention, the comparative analysis of different airport layout schemes based on the airport ground taxiing quantitative index system and runway takeoff and landing quantitative evaluation method specifically includes: Assess the impact of adding a new runway within the existing terminal area layout; Evaluate the advantages and disadvantages of different vertical taxiway configuration schemes in a dual-runway operation scenario; To assess the impact of different terminal area planning patterns and runway relative positions on ground taxiing efficiency.

[0039] When assessing the impact of adding a new runway within the existing terminal area layout, the existing runway and terminal area configuration serve as the baseline. The focus is on the coupled impact of the new runway on the overall taxiing system, analyzing the synergy and potential problems between the new runway and the existing operational system. Based on the established runway layout, the impact of different options on taxiing distance and the number of vertical taxiways is compared, considering factors such as whether or not to add perpendicular taxiways and different vertical taxiway positions. Using the runway configuration as a foundation and the terminal area as the core variable, ground taxiing efficiency is evaluated for different terminal area models, such as: the relative positions of multiple terminals and different terminal areas with runways, the main terminal and different terminal areas with runways, satellite terminals and different terminal areas with runways, and centralized large terminals and different terminal areas with runways.

[0040] This method uses the airport ground taxiing quantitative index system as a benchmark, compares the changes in taxiing efficiency, smoothness, and safety indicators under different schemes, identifies system coordination issues and optimization priorities, and achieves an upgrade from single-scheme calculation to scientific comparison of multiple schemes, supporting airport planning decisions.

[0041] This invention provides a method for generating and optimizing airport aircraft ground taxiing paths. It generates takeoff and landing taxiing paths by acquiring data, and constructs a quantitative index system for airport ground taxiing and a quantitative evaluation system for runway takeoff and landing. It optimizes configurations for various scenarios to achieve taxiing efficiency and safety management, and provides data support for airport planning and operation decisions.

[0042] like Figure 2 As shown, another embodiment of the present invention provides an airport aircraft ground taxiing path generation and optimization system, which includes: an acquisition module, a path generation module, a system construction module, and an optimization module; The acquisition module is used to acquire airport configuration parameters, runway primary / secondary direction rules, and near-gate and taxiway network data. The path generation module is used to generate takeoff taxiing paths and landing taxiing paths respectively based on the acquired data and a preset pathfinding algorithm. The system construction module is used to construct a quantitative index system for airport ground taxiing and a quantitative evaluation method for runway takeoff and landing based on the takeoff and landing taxiing paths of all runways. The indexes include: longest taxiing distance path, shortest taxiing distance path, average taxiing distance index, dividing taxiing distance intervals and calculating their proportions, key taxiing smoothness index, and key taxiing safety index. The optimization module is used to compare and analyze different airport layout schemes based on the airport ground taxiing quantitative index system and runway takeoff and landing quantitative evaluation method, compare the changes in taxiing efficiency, smoothness and safety indicators of different schemes, and output optimization suggestions.

[0043] The execution process of each module can be carried out according to the steps of the airport aircraft ground taxiing path generation and optimization method provided in the first embodiment, and will not be described in detail in this embodiment.

[0044] The airport aircraft ground taxiway path generation and optimization system and the airport aircraft ground taxiway path generation and optimization method provided in this embodiment of the invention are based on the same inventive concept and have the same beneficial effects, and will not be described again here.

[0045] Another embodiment of the present invention provides an electronic device, which includes a processor, an input device, an output device, and a memory. The processor, the input device, the output device, and the memory are interconnected. The memory is used to store a computer program, which includes program instructions. The processor is configured to call the program instructions to execute the method described in the first embodiment above.

[0046] It should be understood that, in the embodiments of the present invention, the processor may be a Central Processing Unit (CPU), but it may also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), 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.

[0047] Input devices may include touchpads, microphones, etc., and output devices may include displays (LCDs, etc.), speakers, etc.

[0048] The memory may include read-only memory and random access memory, and provides instructions and data to the processor. A portion of the memory may also include non-volatile random access memory. For example, the memory may also store information about the device type.

[0049] In specific implementations, the processor, input device, and output device described in the embodiments of the present invention can execute the implementation of the method embodiments described in the embodiments of the present invention, or they can execute the implementation of the system embodiments described in the embodiments of the present invention, which will not be repeated here.

[0050] The present invention also provides an embodiment of a computer-readable storage medium storing a computer program, the computer program including program instructions, which, when executed by a processor, cause the processor to perform the method described in the first embodiment above.

[0051] The computer-readable storage medium can be an internal storage unit of the terminal described in the foregoing embodiments, such as the terminal's hard drive or memory. The computer-readable storage medium can also be an external storage device of the terminal, such as a plug-in hard drive, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card equipped on the terminal. Furthermore, the computer-readable storage medium can include both internal storage units and external storage devices of the terminal. The computer-readable storage medium is used to store the computer program and other programs and data required by the terminal. The computer-readable storage medium can also be used to temporarily store data that has been output or will be output.

[0052] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0053] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the terminals and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0054] In the several embodiments provided in this application, it should be understood that the disclosed systems and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices or units, or may be electrical, mechanical or other forms of connection.

[0055] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention, and they should all be covered within the scope of the claims and specification of the present invention.

Claims

1. A method for generating and optimizing airport aircraft ground taxiing paths, characterized in that, include: Acquire airport configuration parameters, runway primary / secondary direction rules, and near-gate and taxiway network data; Based on the acquired data, a preset pathfinding algorithm is used to generate takeoff and landing taxi paths respectively; Based on the data of takeoff and landing taxi paths for all runways, a quantitative index system for airport ground taxiing and a quantitative evaluation system for runway takeoff and landing are constructed. The indicators include: longest taxiing distance path, shortest taxiing distance path, average taxiing distance index, dividing taxiing distance intervals and calculating the proportion of each interval, key taxiing smoothness index, and key taxiing safety index. Based on the quantitative index system for airport ground taxiing and the quantitative evaluation method for runway takeoff and landing, a comparative analysis of different airport layout schemes is conducted. The changes in taxiing efficiency, smoothness, and safety indicators of different schemes are compared, and optimization suggestions are output.

2. The airport aircraft ground taxiing path generation and optimization method as described in claim 1, characterized in that, The specific method for generating takeoff and landing taxi paths using a preset pathfinding algorithm based on the acquired data includes: Acquire near-stand data, runway finish line data, taxiway network, and runway orientation rules; Based on the planning of the aircraft taxiing from the gate along the taxiway to the destination, the optimal path is generated using a minimum pathfinding algorithm. The total path distance, number of turns, and number of potential conflict points are counted. The results for different takeoff directions of the runway are presented in the first statistical table according to the gate number. For each runway, a route is planned for the primary and secondary takeoff directions. Information and statistical results for each runway and direction are summarized to generate the first summary table.

3. The airport aircraft ground taxiing path generation and optimization method as described in claim 2, characterized in that, The specific method for generating takeoff and landing taxi paths using a preset pathfinding algorithm based on the acquired data includes: Acquire runway start data, parking position data, taxiway network, and runway orientation rules; Based on the planning of the aircraft's departure from the runway and taxiway to the destination via the main taxiway, the optimal path is generated using a minimum pathfinding algorithm. Key indicators are statistically analyzed, including the total path distance, number of turns, and number of potential conflict points. The results for different landing directions of the runway are presented in the second statistical table according to the aircraft stand number. For each runway, a path is planned for the primary and secondary landing directions. Information and statistical results for each runway and direction are summarized to generate a second summary table.

4. The method for generating and optimizing airport aircraft ground taxiing paths as described in claim 1, characterized in that, The specific methods for constructing a quantitative indicator system for airport ground taxiing include: The average taxi distance and the weighted average taxi distance are calculated. The average taxi distance is calculated by dividing the sum of the distances of all taxi paths in the takeoff or landing direction of the runway by the total number of paths. The weighted average taxi distance is calculated by multiplying the distance of each taxi path by the sum of the average daily number of flights on the corresponding runway and dividing by the sum of the average daily number of flights on all paths.

5. The method for generating and optimizing airport aircraft ground taxiing paths as described in claim 1, characterized in that, The specific method for constructing a quantitative index system for airport ground taxiing includes: based on the takeoff and landing taxiing path data of all runways, taking the number of turns as the core, and setting the maximum number of turns, minimum number of turns, and average number of turns respectively to evaluate taxiing smoothness.

6. The method for generating and optimizing airport aircraft ground taxiing paths as described in claim 1, characterized in that, The specific method for constructing a quantitative indicator system for airport ground taxiing includes: based on the takeoff and landing taxiing path data of all runways, taking the number of potential conflict points at taxiway intersections as the core, and setting the maximum number of potential conflict points at taxiway intersections, the minimum number of potential conflict points at taxiway intersections, and the average number of potential conflict points at taxiway intersections to assess taxiing safety.

7. The airport aircraft ground taxiing path generation and optimization method as described in claim 6, characterized in that, The comparative analysis of different airport layout schemes based on the airport ground taxiing quantitative index system and runway takeoff and landing quantitative evaluation method specifically includes: Assess the impact of adding a new runway within the existing terminal area layout; Evaluate the advantages and disadvantages of different vertical taxiway configuration schemes in a dual-runway operation scenario; To assess the impact of different terminal area planning patterns and runway relative positions on ground taxiing efficiency.

8. A system for generating and optimizing ground taxiing paths for aircraft at an airport, characterized in that, The system is used to implement the airport aircraft ground taxiing path generation and optimization method as described in any one of claims 1-7, the system comprising: an acquisition module, a path generation module, a system construction module, and an optimization module; The acquisition module is used to acquire airport configuration parameters, runway primary / secondary direction rules, and near-gate and taxiway network data. The path generation module is used to generate takeoff taxiing paths and landing taxiing paths respectively based on the acquired data and a preset pathfinding algorithm. The system construction module is used to construct a quantitative index system for airport ground taxiing and a quantitative evaluation method for runway takeoff and landing based on the takeoff and landing taxiing paths of all runways. The indexes include: longest taxiing distance path, shortest taxiing distance path, average taxiing distance index, dividing taxiing distance intervals and calculating their proportions, key taxiing smoothness index, and key taxiing safety index. The optimization module is used to compare and analyze different airport layout schemes based on the airport ground taxiing quantitative index system and runway takeoff and landing quantitative evaluation method, compare the changes in taxiing efficiency, smoothness and safety indicators of different schemes, and output optimization suggestions.

9. An electronic device, comprising: The system includes a processor, an input device, an output device, and a memory, all interconnected, wherein the memory stores a computer program comprising program instructions, and the processor is configured to invoke the program instructions to execute the airport aircraft ground taxiway path generation and optimization method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, the computer program including program instructions, which, when executed by a processor, cause the processor to perform the airport aircraft ground taxiway generation and optimization method as described in any one of claims 1-7.

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