Airport aircraft ground taxi path generation and optimization method, system, device and medium

Abstract

The application discloses an airport aircraft ground taxiway generation and optimization method, system, device and medium, relates to the field of air traffic management technology, and comprises the following steps: acquiring relevant data; generating a take-off taxiway and a landing taxiway respectively by using a path search algorithm according to the acquired data; constructing an airport ground taxiway quantitative index system and a runway take-off and landing quantitative evaluation system according to the data of the take-off and landing taxiways of all runways; comparing and analyzing different airport layout schemes according to the quantitative index system and the quantitative evaluation method; comparing the changes of taxiway efficiency, smoothness and safety indexes under different schemes; and outputting optimization suggestions. The method generates take-off and landing taxiways through the acquired data, constructs an airport ground taxiway quantitative index system and a runway take-off and landing quantitative evaluation system, optimizes configurations for various scenes, realizes taxiway efficiency and safety control, and provides data support for airport planning and operation decision-making.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of air traffic management, in particular to an airport aircraft ground taxi path generation and optimization method, system, device and medium. BACKGROUND

[0002] In the airport operation system, the aircraft taxi distance specifically refers to the complete path covered by the aircraft when it is in the ground running stage from the near gate to the runway, and its core can be divided into two key scenarios: one is the take-off taxi distance, which refers to the path from the near gate to the runway end through the taxiway and the connecting road; the other is the landing taxi distance, which refers to the path from the fast taxi exit of the runway to the near gate. This distance index is directly related to the core operation efficiency of the airport and the passenger travel experience, and is an important basis for ground operation planning.

[0003] The aircraft taxi distance is highly related to the airport runway configuration and the layout of the terminal area:

[0004] For ordinary airports, a single runway or a single near-distance runway plus a single terminal area layout mode is mostly used, and the taxi path design is relatively simple. For large hub airports, a complex configuration of multiple sets of far-distance runways plus a composite terminal area is used. In order to achieve efficient scheduling and interconnection between different runways, 1-3 sets of vertical taxiways (referred to as "vertical taxi") are set, and their specific positions are determined according to the characteristics of the airport runway configuration, the functional layout of the terminal area, and the traffic volume of the flights that need to be dispatched through the vertical taxi, etc. The taxi path is very complex.

[0005] The airport ground taxi time is an important evaluation standard clearly defined by the Civil Aviation Administration, and its length is affected by multiple factors: including taxi distance, taxi speed difference, waiting and avoiding time, and deceleration and turning time, etc.

[0006] The airport taxi time has a significant impact on passenger experience: long taxi time makes passengers anxious, and has a negative impact on the reputation of airport services.

[0007] Although the ground taxi distance is a core index of airport planning, the current statistical and optimization technology has significant shortcomings:

[0008] 1. Single statistical dimension: only focusing on the farthest taxi distance, not systematically calculating the average taxi distance and weighted average taxi distance, and the definition is relatively vague, not separating the distance difference of take-off and landing scenarios and the main / secondary take-off and landing directions of the runway, resulting in that the statistical results cannot reflect the actual efficiency.

[0009] 2. High technical threshold, difficult to calculate: the calculation of the sliding distance needs to integrate the sliding path network, the layout of the terminal area, the aircraft model, the operation mode of the runway sliding system and other multi-dimensional data, involving a large number of path planning and parameter operation. Artificial calculation is difficult to cover all scenarios. The calculation period of a single scheme for a hub airport with more than 100 positions is more than 72 hours, and errors are prone to occur due to manual collection, which cannot support multi-configuration comparison and optimization.

[0010] 3. Incomplete quantitative index system: Currently, only the longest sliding distance is counted, and there is a lack of key evaluation indicators, which cannot support scientific comparison and selection of different planning schemes, resulting in that the decision is still driven by experience and subjective judgment. SUMMARY

[0011] The purpose of the present application is to provide an airport aircraft ground sliding path generation and optimization method, system, device and medium, which solves the technical problems existing in the prior art.

[0012] The present application is realized by the following technical solutions:

[0013] In a first aspect, the present application provides an airport aircraft ground sliding path generation and optimization method, comprising:

[0014] Obtaining airport configuration parameters, runway main / secondary direction rules, and near-position and sliding path network data;

[0015] According to the data obtained, a preset path finding algorithm is used to generate take-off sliding path and landing sliding path respectively;

[0016] According to the data of the take-off sliding path and the landing sliding path of all runways, an airport ground sliding quantitative index system and a runway take-off and landing quantitative evaluation system are constructed, and the indexes include: longest sliding distance path, shortest sliding distance path, average sliding distance index, sliding distance interval division and sliding distance interval proportion statistics, key sliding fluency index and key sliding safety index;

[0017] According to the airport ground sliding quantitative index system and the runway take-off and landing quantitative evaluation method, different airport layout schemes are compared and analyzed, the changes of sliding efficiency, fluency and safety indexes under different schemes are compared, and optimization suggestions are output.

[0018] Further, the specific method of generating take-off sliding path based on the preset path finding algorithm comprises:

[0019] Obtaining near-position data, runway terminal data, sliding path network and runway direction rules;

[0020] According to the planning of the aircraft from the stand along the taxiway to the end, the optimal path is generated by using the minimum path finding algorithm, the total path distance, the number of turns and the number of potential conflict points are counted, the first statistical table is counted according to the stand number, and the results of different take-off directions of the runway are presented.

[0021] For each runway main and secondary take-off direction planning path, the information and statistical results of each runway and direction are summarized to generate a first summary table.

[0022] Further, the specific method for generating the landing taxi path based on the preset path finding algorithm comprises:

[0023] Obtaining runway start point data, stand data, taxiway network and runway direction rules;

[0024] According to the planning of the aircraft from the runway to the end of the main taxiway, the optimal path is generated by using the minimum path finding algorithm, the core indicators are counted, the core indicators include the total path distance, the number of turns and the number of potential conflict points, the second statistical table is counted according to the stand number, and the results of different landing directions of the runway are presented.

[0025] For each runway main and secondary landing direction planning path, the information and statistical results of each runway and direction are summarized to generate a second summary table.

[0026] Further, the specific method for constructing the airport ground taxi quantitative index system comprises:

[0027] The average taxi distance is calculated by dividing the total distance of all taxi paths in the take-off or landing direction of the runway by the total number of paths, and the weighted average taxi distance is calculated by multiplying the distance of each taxi path by the total number of daily average flights of the corresponding runway and dividing the sum by the total sum of the daily average flights of all paths.

[0028] Further, the specific method for constructing the airport ground taxi quantitative index system comprises: based on all runway take-off taxi path and landing taxi path data, taking the number of turns as the core, setting the maximum number of turns, the minimum number of turns and the average number of turns to evaluate the smoothness of taxi.

[0029] Further, the specific method for constructing the airport ground taxi quantitative index system comprises: based on all runway take-off taxi path and landing taxi path data, taking the number of potential conflict points of taxiway intersection as the core, setting the maximum number of potential conflict points of taxiway intersection, the minimum number of potential conflict points of taxiway intersection and the average number of potential conflict points of taxiway intersection to evaluate the safety of taxi.

[0030] Further, the comparison and analysis of different airport layout schemes according to the airport ground sliding quantitative index system and the runway take-off and landing quantitative evaluation method specifically includes:

[0031] The influence of the newly added runway under the existing terminal area layout is evaluated.

[0032] The advantages and disadvantages of different setting schemes of the vertical taxiway under the double runway operation scene are evaluated.

[0033] The influence of the relative position of different terminal planning modes and runways on the ground sliding efficiency is evaluated.

[0034] In the second aspect, another embodiment of the present application provides an airport aircraft ground sliding path generation and optimization system for realizing the airport aircraft ground sliding path generation and optimization method described in the first embodiment, and the system comprises an acquisition module, a path generation module, a system construction module and an optimization module.

[0035] The acquisition module is used to acquire the airport configuration parameters, the runway main / secondary direction rules and the near gate and taxiway network data.

[0036] The path generation module is used to generate the take-off sliding path and the landing sliding path respectively according to the acquired data by using a preset path searching algorithm.

[0037] The system construction module is used to construct the airport ground sliding quantitative index system and the runway take-off and landing quantitative evaluation method according to the data of the take-off sliding path and the landing sliding path of all runways, and the indexes include the longest sliding distance path, the shortest sliding distance path, the average sliding distance index, the division of the sliding distance interval and the statistics of the proportion, the key sliding fluency index and the key sliding safety index.

[0038] The optimization module is used to compare and analyze different airport layout schemes according to the airport ground sliding quantitative index system and the runway take-off and landing quantitative evaluation method, compare the changes of the sliding efficiency, the fluency and the safety index under different schemes, and output optimization suggestions.

[0039] In the third aspect, another embodiment of the present application provides an electronic device, which comprises a processor, an input device, an output device and a memory, wherein the processor, the input device, the output device and the memory are connected with each other, the memory is used to store a computer program, the computer program comprises program instructions, the processor is configured to call the program instructions, and the method described in the first embodiment is executed.

[0040] In a fourth aspect, another embodiment of the present application provides a computer readable storage medium storing a computer program, the computer program comprising program instructions, which when executed by a processor, cause the processor to perform the method described in the first embodiment.

[0041] Compared with the prior art, the present application has the following advantages and beneficial effects:

[0042] The airport aircraft ground taxiway generation and optimization method, system, device and medium provided by the embodiment of the present application generate the take-off and landing taxiway through the obtained data, construct the airport ground taxiway quantitative index system and the runway take-off and landing quantitative evaluation system, optimize the configuration for various scenes, realize the taxiway efficiency and safety control, and provide data support for airport planning and operation decision-making. BRIEF DESCRIPTION OF DRAWINGS

[0043] In order to more clearly illustrate the technical solutions of the exemplary embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments. It should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can also be obtained without creative labor. In the drawings:

[0044] Figure 1 A flow chart of an airport aircraft ground taxiway generation and optimization method provided by the first embodiment of the present application;

[0045] Figure 2 A structural block diagram of an airport aircraft ground taxiway generation and optimization system provided by another embodiment of the present application. DETAILED DESCRIPTION

[0046] In order to make the purpose, technical solutions and advantages of the present application more clear and obvious, the following will further describe the present application in combination with embodiments and drawings. The exemplary embodiments of the present application and their descriptions are only used to explain the present application, and should not be regarded as a limitation on the present application.

[0047] As shown in Figure 1 An airport aircraft ground taxiway generation and optimization method provided by the first embodiment of the present application includes the following steps:

[0048] Obtaining airport configuration parameters, runway main / secondary direction rules and near-stand and taxiway network data;

[0049] Generating take-off and landing taxiway paths according to the obtained data using a preset path search algorithm;

[0050] According to the data of the take-off taxiway path and the landing taxiway path of all runways, an airport ground taxiway quantitative index system and a runway take-off and landing quantitative evaluation system are constructed, and the indexes include: the longest taxiway distance path, the shortest taxiway distance path, the average taxiway distance index, the taxiway distance interval division and the taxiway distance interval proportion statistics, the key taxiway fluency index and the key taxiway safety index;

[0051] According to the airport ground taxiway quantitative index system and the runway take-off and landing quantitative evaluation method, different airport layout schemes are compared and analyzed, the changes of taxiway efficiency, fluency and safety indexes under different schemes are compared, and optimization suggestions are output.

[0052] In the embodiment, the specific method for generating the take-off taxiway path based on the preset path finding algorithm includes:

[0053] The near gate data, the runway end data, the taxiway network and the runway direction rules are acquired;

[0054] According to the planning of the aircraft taxiing from the gate to the end along the taxiway, the minimum path finding algorithm is used to generate the optimal path, the total path distance, the number of turns and the number of potential conflict points are counted, and the first statistical table is generated according to the gate number, and the results of different take-off directions of the runway are presented;

[0055] For each runway main and secondary take-off direction planning path, the information and statistical results of each runway and direction are summarized to generate a first summary table.

[0056] Specifically, the take-off taxiway path is configured through the Rhino and Grasshopper software linkage and visual interface, the configuration parameters, direction rules and scene data are integrated, and the process is as follows:

[0057] The starting point is the gate-taksiway connection interface, the total number of near gates, E / C type aircraft characteristics and gate spatial layout are synchronously collected, and the near gate data is acquired. The end point is the main take-off end of the runway as the take-off waiting point, the aircraft waits for the take-off instruction of the tower and then slides into the runway to start the take-off taxi, and the runway end data is acquired. The positions and connection relationships of the main taxiway, the vertical taxiway and the gate taxiway are acquired; the one-way / double-way flow direction is defined. The taxiway network is the core carrier connecting the starting point and the end point, and the direction rule is the key to avoid conflicts and ensure orderly traffic. According to the planning of the aircraft taxiing from the gate to the end along the taxiway, the minimum path finding algorithm is used to generate the optimal path, the total path distance, the number of turns and the number of potential conflict points are counted, and the first statistical table is generated according to the gate number, and the results of different take-off directions of the runway are presented. The hub airport is often equipped with more than two runways, and the path of each runway main and secondary take-off direction needs to be planned, the information and statistical results of each runway and direction are summarized, and the first summary table is formed. The minimum path finding algorithm can use A* algorithm.

[0058] The method integrates multi-runway adaptation, main / secondary running direction, and take-off and landing scene separation, generates an optimal taxi path by Rhino and Grasshopper software linkage and using a minimum path search algorithm, synchronously outputs path distance, turning number and other core data, and solves the problems of incomplete coverage and low efficiency of traditional manual calculation.

[0059] In another embodiment of the application, a specific method for generating a landing taxi path based on a preset path search algorithm includes:

[0060] Obtaining runway start point data, parking space data, taxiway network and runway direction rules;

[0061] According to the planning of the aircraft leaving the taxiway through the runway and taxiing to the end point of the main taxiway, an optimal path is generated by using a minimum path search algorithm, and core indicators including total path distance, turning number and potential conflict point number are counted, and a second statistical table according to parking space number is presented to show the results of different landing directions of the runway;

[0062] For each runway main and secondary landing direction planning path, information and statistical results of each runway and direction are summarized to generate a second summary table.

[0063] Specifically, the take-off taxi path is configured through Rhino and Grasshopper software linkage and a visual configuration interface, and configuration parameters, direction rules and scene data are integrated, and the process is as follows:

[0064] The runway start point is the rapid exit of the landing direction runway, which is the key exit for the aircraft to drive out of the runway after landing and taxiing. The runway end point is the E / C type near parking space, and the number of near parking spaces, E / C type aircraft and spatial layout are collected, which directly affect the convenience of passengers getting off the aircraft. The positions of the main taxiway, vertical taxiway and parking space taxiway are obtained, and the one-way / two-way flow direction is obtained. The aircraft leaves the taxiway through the runway, and taxi to the end point of the main taxiway. An optimal path is generated by using a minimum path search algorithm, core indicators are counted, and a second statistical table is generated according to the parking space number. For multiple runways of a hub airport, the main and secondary landing direction paths of each runway are planned one by one, and the information and statistical results are summarized to form a second summary table.

[0065] In another embodiment of the application, the method for constructing the airport ground taxiing quantitative index system comprises: screening key taxiing path samples. Based on the taxiing path data corresponding to all runways (including main / secondary takeoff and landing directions), typical paths are located by sorting method and extreme value screening method. The path with the longest taxiing distance in each runway takeoff / landing direction is screened, and the full-process trajectory of the parking stand, taxiway and runway is extracted. The number of path turning times and the number of taxiway intersection conflict points are counted, and the rationality of path planning under extreme distance is analyzed, such as: whether there is redundant detour. The optimization priority of long-distance taxiing is located. The path with the shortest taxiing distance in each runway takeoff / landing direction is screened, and the full-process trajectory is extracted and the number of turning times and the number of conflict points are counted, which are used as reference samples for optimal efficiency path and provide basis for feature summary of short-distance taxiing path.

[0066] The specific method for constructing the airport ground taxiing quantitative index system further comprises: calculating the average taxiing distance and the weighted average taxiing distance. The average taxiing distance is calculated by dividing the total sum of the distances of all taxiing paths in the takeoff or landing direction of a runway or all runways of the airport by the total number of paths. The weighted average taxiing distance is calculated by multiplying the distance of each taxiing path by the total sum of the daily average flights of the corresponding runway, and then dividing the result by the total sum of the daily average flights of all paths. The average taxiing distance reflects the overall benchmark level of taxiing distance for the runway or the entire airport. The lower the value, the higher the overall taxiing efficiency. The weighted average taxiing distance is consistent with the actual takeoff and landing taxiing scenario, and reflects the influence of multi-runway layout and operation rules on taxiing distance.

[0067] In another embodiment of the application, the specific method for constructing the airport ground taxiing quantitative index system further comprises: based on the takeoff taxiing path and landing taxiing path data of all runways, taking the number of turning times as the core, setting the maximum number of turning times, the minimum number of turning times and the average number of turning times to evaluate the taxiing fluency, respectively. The number of turning times refers to the number of times the taxiing direction changes in the path.

[0068] The maximum number of turning times in all taxiing paths is screened, and the corresponding runway, takeoff / landing direction and path are determined. If the path corresponding to the high-frequency flight has the maximum number of turning times, it needs to be optimized first, and the short board of taxiing fluency is located. The path with the minimum number of turning times in all taxiing paths is selected as the optimal fluency path sample, which provides a design reference for the optimization of other paths. The average number of turning times is calculated by dividing the total sum of the number of turning times of all paths in the takeoff / landing direction of a runway or all runways of the airport by the total number of paths. It reflects the smoothness of the overall taxiing path. The lower the value, the more concise the path design, which can reduce the time-consuming of direction adjustment during flight taxiing and reduce the risk of delay.

[0069] In another embodiment of the application, the specific method for constructing the airport ground taxiway ground taxiing quantitative index system comprises: based on all runway take-off taxiing path and landing taxiing path data, taking the number of taxiway intersection potential conflict points as the core, respectively setting the maximum number of taxiway intersection potential conflict points, the minimum number of taxiway intersection potential conflict points, and the average number of taxiway intersection potential conflict points to evaluate the taxiing safety. The conflict point refers to the point in the path that needs to intersect with other taxiways and has avoidance demand.

[0070] The maximum value of the number of conflict points in all taxiing paths is screened, and the corresponding intersection type is determined; such path safety control complexity is high, and the conflict risk needs to be reduced by adding a shunt taxiway and optimizing the signal lamp control timing. The minimum value of the number of conflict points in all taxiing paths is screened to provide a basis for low-conflict path design and reduce the waiting time for avoidance in operation. The sum of the number of conflict points in all paths in the take-off / landing direction of a runway or all runways in the airport is divided by the total number of paths, and the lower the value, the lower the path safety risk, which can reduce the coordination pressure of ground control personnel.

[0071] By constructing a runway take-off and landing quantitative evaluation system, multi-dimensional index linkage is used to replace single index evaluation, forming a closed-loop evaluation covering efficiency, smoothness, and safety, which specifically includes:

[0072] The average taxiing distance, weighted average taxiing distance, longest taxiing distance, and shortest taxiing distance are used to comprehensively reflect the take-off and landing taxiing efficiency, which not only clearly defines the overall benchmark but also positions the extreme case and correlates the matching degree of runway layout and flight operation frequency;

[0073] The path proportion in each taxiing distance interval is used to supplement the distance structure information, combined with the longest taxiing path and shortest taxiing path cases, to judge the concentration of short-distance paths and the optimization demand of long-distance paths;

[0074] The average number of turns, the maximum number of turns, and the minimum number of turns are used to separately evaluate the taxiing smoothness, focusing on the simplicity of path design and providing optimization direction for reducing taxiing time;

[0075] The average number of taxiway intersection potential conflict points, the maximum number of taxiway intersection potential conflict points, and the minimum number of taxiway intersection potential conflict points are used to separately evaluate the taxiing safety, focusing on the risk control of path intersection and providing data support for reducing safety hazards.

[0076] The four types of dimensional indexes interact with each other to ensure the uniformity of the evaluation standard and provide comprehensive basis for runway use allocation, taxiway network optimization, and take-off and landing process adjustment, which meets the actual operation needs of the airport.

[0077] The method breaks through the limitation of single farthest taxiing distance statistics by constructing a multi-dimensional taxiing quantification index system, and constructs a quantification index system covering three dimensions of efficiency, fluency and safety. All indexes have an accuracy of 0.1 meters, and can comprehensively reflect the actual operation state of the taxiing system, and provide data support for scientific evaluation.

[0078] In another embodiment of the application, the comparison and analysis of different airport layout schemes according to the airport ground taxiing quantification index system and the runway take-off and landing quantification evaluation method specifically includes:

[0079] evaluating the influence of the newly added runway under the existing terminal area layout;

[0080] evaluating the advantages and disadvantages of different setting schemes of the vertical taxiway under the double runway operation scene;

[0081] evaluating the influence of different terminal area planning modes and the relative position of the runway on the ground taxiing efficiency.

[0082] When evaluating the influence of the newly added runway under the existing terminal area layout, the existing configuration of the runway and the terminal area is taken as the reference condition, the coupling influence of the newly built runway on the whole field taxiing system is focused on, the synergy and potential problems of the newly added runway and the existing operation system are analyzed, the influence of different schemes on the taxiing distance and the number of vertical taxiing paths is compared based on the existing configuration of the runway, the terminal area is taken as the core variable, different terminal area modes are evaluated, and the ground taxiing efficiency is evaluated, for example, the ground taxiing efficiency of the schemes of multiple terminal buildings, different relative positions of the terminal area and the runway, the main building, different relative positions of the terminal area and the runway, the satellite hall, different relative positions of the terminal area and the runway, and the centralized large terminal building, different relative positions of the terminal area and the runway.

[0083] The method takes the airport ground taxiing quantification index system as the reference, compares the changes of taxiing efficiency, fluency and safety indexes under different schemes, locates the system synergy problems and optimization priorities, realizes the upgrading from single scheme calculation to multi-scheme scientific comparison and selection, and supports airport planning decision.

[0084] The airport aircraft ground taxiing path generation and optimization method provided in the embodiment of the application generates take-off and landing taxiing paths through the obtained data, constructs an airport ground taxiing quantification index system and a runway take-off and landing quantification evaluation system, optimizes the configuration for various scenes, realizes taxiing efficiency and safety control, and provides data support for airport planning and operation decision.

[0085] As shown in Figure 2 The airport aircraft ground taxiing path generation and optimization system provided in another embodiment of the application includes an acquisition module, a path generation module, a system construction module and an optimization module.

[0086] The acquisition module is configured to acquire airport configuration parameters, runway main / secondary direction rules, and near-stand position and taxiway network data.

[0087] The path generation module is configured to generate a takeoff taxi path and a landing taxi path respectively according to the acquired data and a preset path search algorithm.

[0088] The system construction module is configured to construct an airport ground taxi quantitative index system and a runway takeoff and landing quantitative evaluation method according to data of the takeoff taxi paths and the landing taxi paths of all runways, and the indexes include a longest taxi distance path, a shortest taxi distance path, an average taxi distance index, a taxi distance interval division and a proportion statistics, a key taxi fluency index, and a key taxi safety index.

[0089] The optimization module is configured to compare and analyze different airport layout schemes according to the airport ground taxi quantitative index system and the runway takeoff and landing quantitative evaluation method, compare changes in taxi efficiency, fluency, and safety indexes under different schemes, and output optimization suggestions.

[0090] The execution process of each module can be performed according to the flow steps of the airport aircraft ground taxi path generation and optimization method provided in the first embodiment, and will not be described again in this embodiment.

[0091] The airport aircraft ground taxi path generation and optimization system and the airport aircraft ground taxi path generation and optimization method provided in the embodiments of the present application have the same inventive concept and beneficial effects, and will not be described again here.

[0092] Another embodiment of the present application 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 connected to each other, the memory is configured to store a computer program, the computer program includes program instructions, the processor is configured to invoke the program instructions, and execute the method described in the first embodiment.

[0093] It should be understood that, in the embodiments of the present application, the processor can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor.

[0094] The input device can include a touchpad, a microphone, etc., and the output device can include a display (LCD, etc.), a speaker, etc.

[0095] The memory can include read-only memory and random access memory, and provide the processor with instructions and data. Part of the memory can also include non-volatile random access memory. For example, the memory can also store device type information.

[0096] In a specific implementation, the processor, the input device, and the output device described in the embodiments of the present application can implement the implementation of the method embodiments described in the embodiments of the present application, and can also implement the implementation of the system embodiments described in the embodiments of the present application, which will not be described here.

[0097] The present application also provides an embodiment of a computer readable storage medium, which stores a computer program. The computer program includes program instructions, which, when executed by a processor, cause the processor to execute the method described in the first embodiment.

[0098] The computer readable storage medium can be an internal storage unit of the terminal, such as a hard disk or a memory of the terminal. The computer readable storage medium can also be an external storage device of the terminal, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. Further, the computer readable storage medium can include both the internal storage unit and the external storage device 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.

[0099] Those skilled in the art can clearly understand that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be realized in electronic hardware, computer software or a combination of both. In order to clearly illustrate the interchangeability of hardware and software, the components and steps of each example have been described in the foregoing description in a general manner. Whether the functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. A person skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0100] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the terminal and the units described above can refer to the corresponding processes in the foregoing method embodiments, which will not be repeated here.

[0101] In several embodiments provided in the present application, it should be understood that the disclosed system and method can be implemented in other ways. For example, the above-described device embodiments are only schematic, for example, the division of the units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interfaces, devices or units, and can also be electrical, mechanical or other forms of connection.

[0102] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application, and they should all be covered in the scope of the claims and the description of the present application.

Claims

1. A method for generating and optimizing airport aircraft ground taxiing paths, characterized in that, include: Acquire airport configuration parameters, runway primary / secondary orientation 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 airport ground taxiing quantitative index system and runway takeoff and landing quantitative evaluation method, we compare and analyze different airport layout schemes, compare the changes in taxiing efficiency, smoothness and safety indicators of different schemes, and output optimization suggestions. 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, the main and secondary takeoff directions are planned, and the information and statistical results of each runway and direction are summarized to generate the first summary table; The specific method for generating takeoff and landing taxi paths using a preset pathfinding algorithm based on the acquired data also 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. 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, setting the maximum number of turns, minimum number of turns, and average number of turns respectively to evaluate taxiing smoothness; 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.

2. The airport aircraft ground taxiing path generation and optimization method 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.

3. The airport aircraft ground taxiing path generation and optimization method as described in claim 1, 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.

4. 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 1-3, 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.

5. 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 1-3.

6. 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 1-3.

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