Flight ground guarantee dynamic management and control method and system based on collaborative electronic process list

Abstract

The invention belongs to the technical field of civil airport information, and discloses a flight ground guarantee dynamic management and control method and system based on a collaborative electronic process list. The method comprises the following steps: flight guarantee full life cycle data integration and standardization processing; performing flight state mapping and multi-queue generation; active early warning and visual highlighting based on a time threshold are carried out; dragging interaction and flight state synchronous updating are carried out; collaborative and visual monitoring of the guarantee process is carried out; and performing management and control efficiency analysis. According to the invention, a dynamic command management and control model which takes state as driving and takes visualization as a presentation mode is constructed. According to the method, the data structure and circulation logic of flight information are redefined, and a traditional static list is upgraded into a multi-column collaborative dynamic billboard, so that refined and active management and control of the whole ground guarantee process are realized.

Description

Technical Field

[0001] This invention belongs to the field of civil airport information technology, and in particular relates to a method and system for dynamic management and control of flight ground support based on collaborative electronic progress sheets. Background Technology

[0002] Ground handling and control is a core component of airport operations command. Its core lies in the overall coordination and resource allocation of all ground activities from aircraft landing to takeoff, involving the efficient collaboration of numerous support nodes such as gate allocation, passenger boarding and disembarking, baggage handling, refueling, cleaning, and catering. It is equivalent to the airport's "nerve center," and its efficiency directly determines aircraft turnaround efficiency, flight punctuality, and overall operational safety and service quality.

[0003] With the rapid development of the air transport industry, the flight throughput of major airports has continued to climb and repeatedly reached new highs. The high-density flight operations have brought unprecedented pressure to the operations command center. Against this backdrop, the traditional command and dispatch model based on static lists is no longer suitable for the complex operational needs of modern large airports. This model typically displays a large amount of flight information in a lengthy, uniform table format, forcing commanders and dispatchers at various positions to spend a lot of energy and time manually sifting through dense and mixed data lists to locate the flight dynamics and key support nodes relevant to their positions. This information overload not only greatly distracts the commanders' attention but also easily induces human errors such as "mistakes, omissions, and oversights" in the high-pressure, fast-paced command environment. For example, neglecting to pay attention to key flights, failing to monitor the timeout of support links in a timely manner, or failing to effectively coordinate conflicting resources, thus creating potential operational safety hazards and becoming a bottleneck for improving flight punctuality and operational efficiency.

[0004] The current list-based dispatch interface lacks intuitive and focused visual guidance, failing to help commanders quickly identify the most critical flights requiring immediate attention (such as flights on the verge of delay, VIP flights, and flights requiring special services). All flight information is displayed in a homogeneous manner, with critical status changes buried in massive amounts of data. The lack of proactive and intelligent prompts and alerts results in a reactive rather than proactive approach to control. Furthermore, information collaboration between different support departments often relies on traditional voice calls or independent system queries. Data flows and workflows fail to achieve deep integration and real-time linkage, creating information silos and resulting in coarse-grained overall control, hindering seamless, refined management across the entire process. This lagging, passive control method, reliant on extensive manual intervention, has become a key pain point restricting further improvements in airport operational quality. An innovative technological approach is urgently needed to empower existing work methods to address the continuously increasing operational pressure and ever-rising safety and efficiency requirements. Summary of the Invention

[0005] To overcome the problems existing in related technologies, this invention discloses a method and system for dynamic management and control of flight ground support based on collaborative electronic progress sheets, specifically involving a method for dynamic management and control of flight ground support based on multiple collaborative electronic progress sheets. The purpose of this invention is to overcome the shortcomings of existing airport operation command systems and provide a method for dynamic management and control of flight ground support based on multiple collaborative electronic progress sheets. This invention mainly addresses the problems of information redundancy and lack of emphasis on key flight information in the current list-based scheduling mode, leading to scattered commander attention, cumbersome operation, low coordination efficiency, and high risks of errors, omissions, and oversights.

[0006] The technical solution is as follows: A dynamic management and control method for flight ground support based on collaborative electronic progress slips, comprising the following steps: S1, Data integration and standardized processing throughout the entire lifecycle of flight support; S2, based on the processing results, defines the core state set of flight ground support and assigns an independent visual state column to each state; S3, based on real-time flight data, dynamically assigns each flight to the corresponding status column through a status mapping function, generating a multi-column collaborative visual queue; S4. Monitor the flights in the queue based on a preset time threshold, and actively warn and highlight flights with abnormal status or nearing delay by changing the visual attributes of their electronic progress slips. S5 responds to cross-column drag-and-drop operations on electronic progress sheets, manually updates flight status, and simultaneously triggers background data updates and linkage with support tasks. S6, based on drag-and-drop interaction and the result of synchronous updates to flight status, performs collaborative and visual monitoring of the support process, records flight status changes and early warning response data, and analyzes its management effectiveness.

[0007] In step S1, the data integration and standardization processing for the entire flight support lifecycle includes: The system obtains flight dynamic data set F in real time from the airport air traffic control system and airport collaborative decision-making system through data interfaces. The time data in set F is standardized. For missing estimated times, the system automatically calculates them using known data fields based on predefined business rules and calculation algorithm models, providing input data for subsequent status judgment. The system establishes a logical relationship between known time attributes and airport operating parameters, including at least one of time superposition relationship, historical average relationship, or flight type association relationship.

[0008] Furthermore, the flight dynamics data set F is as follows: F = [Flight number f1, Airline f2, Aircraft type f3, Aircraft number f4, Gate position f5, Scheduled arrival time f] 6，Actual landing time f7, estimated arrival time f8, estimated arrival time f9, boarding time f 10 Planned takeoff time f 11 Expected completion time f 12 Calculate the takeoff time f 13 Expected time for the next round of gearing f 14 In reality, the wheel shift time f 15 , estimated wheel chock removal time f 16 Actual wheel chock removal time f 17 ...guarantee node time]; The inference algorithm model is represented by a general function: f_missing = G(f_missing) 已知1 ,f 已知2 ,…,K), where G is the calculation function, f 已知 K represents one or more known data fields used for estimation, and K represents airport-specific operating parameters.

[0009] In step S2, the flight status mapping and multi-queue generation include: S2.1 defines the set of states S for flight ground support, and for each state S... i Assign a separate visualization column C to ∈S i State S i Determined by a specific combination of time attributes in the flight data set F; S2.2, the state mapping function M maps flight f to a specific state S. i Based on the flight data set F and the system current time Time now, a series of predefined state determination conditions are calculated and matched.

[0010] Step S2.1, define the state set S of flight ground support as: S = [S1 for takeoff from the previous station, S2 for landing without passengers, S3 for boarding passengers, S4 for boarding completed, S5 for closing the cabin door and waiting for pushback, S6 for pushback taxiing]; Step S2.2, the formal representation of the mapping relationship is: S i =M(f)=S i |D i (f, Time now); Among them, D i State S i ∈S predefined state decision condition function; and condition D i When the condition is met, flight f is determined to belong to state S. i State determination condition function D i It is usually constructed based on the logical relationship of various time nodes of the flight; the logical relationship includes the difference between the planned time, the estimated time, the actual time, the status, or the system time.

[0011] In step S3, proactive early warning based on time thresholds includes: continuously monitoring key nodes of each flight and comparing them with preset standard thresholds or time plans to complete proactive early warning; the early warning level L is defined as a function: L(f) = Time now, planned, f actual, threshold β alarm Highlighting includes: highlighting alerts by changing the visual attributes of electronic progress sheets using visual encoding functions; and triggering modal pop-ups for higher priority alerts. The visual encoding function θ is represented as: θ=L(f), where θ represents visual attributes, including color, icon, and animation.

[0012] In step S4, the drag-and-drop interaction and flight status synchronization update include: Flight status can be manually adjusted by dragging and dropping electronic progress slips; when a progress slip is moved from column C... i Drag to column C u At this time, this operation is treated as a state change instruction; where column C i For the original state S i Dragd to column C u For the target state S u ; Specifically, it includes: (1) Permission and logic verification, check state transition S i →S u Does it conform to business logic? (2) Data update: If the verification passes, the built-in status change event handling module automatically generates a data record containing key flight information and the current time (Time now), and saves the data record to the flight support database through the database operation interface, recording the current time (Time now) as the new status (S). u The corresponding node time; (3) When a task is triggered, the status change event is published to the message middleware inside the system. After receiving the event, the specific business processing module parses the event content and generates specific task instructions according to the predefined business rules, triggering the notification of the relevant guarantee task.

[0013] In step S5, the collaborative and visual monitoring of the assurance process includes: Each electronic progress sheet not only displays basic flight information but also integrates completion status icons for key support nodes. The data for these nodes is obtained from the systems of various support departments through interfaces; the node status is displayed by icon color; details can be viewed or the status can be manually updated by looking at the nodes on multiple collaborative progress sheets.

[0014] In step S6, the control effectiveness analysis includes: The backend records the time of all status changes, the operator, and the ratio of automatic to manual operations; by analyzing the flight's dwell time in each status (dwell time i = departure status - entry status), the support process is evaluated; at the same time, the early warning response time is statistically analyzed (response time = early warning cancellation - early warning trigger).

[0015] Another objective of this invention is to provide a dynamic management and control system for flight ground support based on a collaborative electronic progress sheet, which implements the aforementioned dynamic management and control method for flight ground support. The system includes: The data interface unit is used for data integration and standardized processing throughout the entire lifecycle of flight support. The state processing engine defines the core state set for flight ground support based on the processing results, and assigns an independent visual state column to each state; The early warning notification unit, based on real-time flight data, dynamically assigns each flight to the corresponding status column through a status mapping function, generating a multi-column collaborative visual queue; The interactive processing engine monitors flights in the queue based on a preset time threshold. For flights with abnormal status or nearing delay, it proactively issues warnings and highlights them by changing the visual attributes of their electronic progress slips. The visualization rendering unit responds to cross-column drag operations on the electronic progress sheet, manually updates flight status, and simultaneously triggers background data updates and linkage with support tasks. The management and control effectiveness analysis unit, based on the results of drag-and-drop interaction and synchronous updates of flight status, performs collaborative and visual monitoring of the support process, records flight status changes and early warning response data, and performs management and control effectiveness analysis on it.

[0016] Combining all the above technical solutions, the beneficial effects of this invention are as follows: First, this invention achieves visualized and refined management of the entire flight support process. Through an innovative multi-column collaborative electronic progress sheet interface, it maps the complex flight ground support process into an intuitive and linear visual sequence. Each column represents a specific flight status or support stage, and the flight progress sheet automatically jumps between different columns based on its actual status. This design allows commanders to clearly grasp the real-time progress, current stage, and key nodes of all flights, overcoming the shortcomings of traditional list-based models where information is mixed and crucial information is buried. It significantly reduces the cognitive load on commanders, effectively prevents the risks of errors, omissions, and oversights, and achieves a shift from extensive management to refined control.

[0017] Secondly, this invention provides an efficient and intuitive human-computer interaction method, improving decision-making and operational efficiency. It introduces innovative interaction modes such as drag-and-drop operation, allowing commanders to update flight status, assign and hand over tasks through intuitive drag-and-drop clicks, replacing the cumbersome multiple clicks and form filling required in traditional systems. This design greatly simplifies the operational process, reduces repetitive labor, and makes human-computer interaction more flexible and convenient, freeing commanders from tedious operations and allowing them to focus more on high-value decision-making, thereby comprehensively improving command and dispatch efficiency and emergency response speed. This invention constructs a dynamic command and control model driven by status and presented through visualization. By redefining the data structure and flow logic of flight information, this method upgrades the traditional static list into a multi-column collaborative dynamic dashboard, thereby achieving refined and proactive control over the entire ground support process.

[0018] Third, this invention improves operational efficiency—through simulation testing, this technology is expected to reduce the time commanders spend screening flight status by more than 70%, and shorten the time for detecting and handling critically delayed flights from minutes to seconds. This will significantly improve the overall efficiency of airport ground support. Simultaneously, by optimizing resource allocation, it reduces hidden operational costs such as aircraft and human resource waiting times caused by flight delays, bringing long-term economic returns to the airport. Faced with the pressure of continuously increasing flight volume, commanders under traditional technologies face the dilemma of information overload, difficulty in capturing key situations, and low decision-making efficiency. Existing technologies mostly follow the traditional optimization path of "data piling up" and "functional overlay," attempting to improve command efficiency by providing more data fields or increasing communication speed, but have consistently failed to overcome the cognitive load bottleneck caused by an unreasonable information architecture.

[0019] Fourth, this invention breaks with traditional thinking by constructing a new management and control model of "state-driven, segmented presentation, and visual guidance," reshaping previously scattered and mixed flight data into visual state sequences that strictly correspond to the support process. This technology frees commanders' attention from tedious information screening, allowing them to focus precisely on anomaly handling and decision optimization, thereby solving the "errors, omissions, and oversights" that plague operational command and achieving a fundamental shift from "passive response" to "proactive management." In the field of airport information technology, it is generally believed that improving command efficiency depends on more powerful underlying hardware (such as servers with higher computing power), more comprehensive data acquisition (such as deploying more sensors), or more complex artificial intelligence algorithms. This invention breaks with traditional prejudice; its creativity lies not in the production and computation of data, but in the logic of data organization and presentation. It proves that through innovative design of the top-level information architecture, even based on existing data interfaces and hardware facilities, it is possible to achieve profound optimization of business processes and a leap in operational efficiency through the creative integration of software systems. This concept of "design-driven efficiency" provides a new direction for the technological development of the entire industry. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure; Figure 1 This is a schematic diagram of the dynamic control method for flight ground support based on collaborative electronic progress slips provided in this embodiment of the invention. Figure 2 This is a flowchart of a dynamic control method for flight ground support based on a collaborative electronic progress sheet provided in an embodiment of the present invention; Figure 3 This is a detailed schematic diagram of the electronic progress card provided in an embodiment of the present invention.

[0021] Figure 4 This is a schematic diagram of a dynamic control system for flight ground support based on collaborative electronic progress sheets provided in an embodiment of the present invention. Detailed Implementation

[0022] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of the present invention. However, the present invention can be practiced in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0023] The innovation of this invention lies in the following: By integrating flight lifecycle data, this invention constructs a status-driven multi-column visual dashboard to achieve dynamic mapping and centralized monitoring of the support process; it introduces a proactive early warning and drag-and-drop interaction mechanism based on time thresholds to improve the efficiency of status updates and anomaly responses; and it forms a closed-loop management system from data perception and intelligent early warning to interactive control, effectively solving the problems of information redundancy, difficulty in collaboration, and frequent human errors in the traditional list mode, providing refined and intelligent control methods for airport ground support.

[0024] Example 1, such as Figure 1 As shown in the figure, the principle of the flight ground support dynamic management method based on collaborative electronic progress sheet provided by the embodiment of the present invention is a complete closed-loop process from flight data integration, status mapping, multi-column display, early warning judgment, drag-and-drop interaction to data analysis.

[0025] Specifically, such as Figure 2 As shown, the dynamic management and control method for flight ground support based on collaborative electronic progress sheets provided in this embodiment of the invention includes: S1, Data integration and standardized processing throughout the entire lifecycle of flight support; Specifically, this includes obtaining a set of flight dynamic data F in real time from the airport information integration system and the airport collaborative decision-making system through data interfaces. This set of data F is the basis for all subsequent logical judgments and visualization presentations.

[0026] F = [Flight number f1, Airline f2, Aircraft type f3, Aircraft number f4, Gate position f5, Scheduled arrival time f] 6， Actual landing time f7, estimated arrival time f8, estimated arrival time f9, boarding time f 10 Planned takeoff time f 11 Expected completion time f 12 Calculate the takeoff time f 13 Expected time for the next round of gearing f 14 In reality, the wheel shift time f 15 , estimated wheel chock removal time f 16 Actual wheel chock removal time f 17 ... (other guarantee node times)]; This invention standardizes the time data in set F. For missing estimated times, the system automatically calculates them using known data fields based on predefined business rules and calculation algorithm models to ensure data integrity and consistency, providing reliable input for subsequent status judgment.

[0027] The inference algorithm model can be represented as a general function: f_missing = G(f_missing) 已知1 ,f 已知2 ,…,K), where G is the calculation function, f 已知K represents one or more known data fields used for estimation, and K represents airport-specific operating parameters.

[0028] As an example, if the estimated arrival time f9 is missing, the system calls the following specific rule for calculation: f9 = f7 + variable taxiing time T. In this example, G is an additive function, f 已知1 f7 represents the actual landing time, and K represents the taxiing time T (a taxiing time parameter determined based on historical data and airport rules).

[0029] S2, based on the processing results, defines the core state set of flight ground support and assigns an independent visual state column to each state; S2.1, The key innovation of this invention lies in defining the core state set S of flight ground support, and for each state S i Assign a separate visualization column (Column, C) to ∈S. i ), state S i It is determined by a specific combination of time attributes in the flight data set F.

[0030] S = [S1 for takeoff from the previous station, S2 for landing without passengers, S3 for boarding passengers, S4 for boarding completed, S5 for closing the cabin door and waiting for pushback, S6 for pushback taxiing]; S2.2, the state mapping function M maps flight f to a specific state S. i Its core is based on the flight data set F and the system's current time, Time now, to calculate and match a series of predefined state determination conditions. This mapping relationship can be formally represented as: S i =M(f)=S i |D i (f, Time now) Among them, D i This is state S i ∈S, a predefined state decision condition function. And condition D i When the condition is met, flight f is determined to belong to state S. i State determination condition function D i It is usually constructed based on the logical relationship between various time nodes of a flight (such as the status of planned time, estimated time, actual time, or the difference between system time).

[0031] For example, for the previous station takeoff s1: the actual landing time f7 is empty, and the estimated arrival time f8 is not empty. If the system time Time now ≥ the planned landing time f6 + the variable taxiing time, then an early warning will be issued.

[0032] S2: Actual wheel time f 15 Not empty, and the actual guest time f18 Empty.

[0033] Passengers are boarding (s3): Boarding time (f) 10 Not empty, and the actual boarding deadline f 19 Empty.

[0034] Passengers boarded (s4): Actual boarding deadline (f) 19 Not empty, and the actual time f for closing the hatch. 20 Empty.

[0035] The system maintains a state-column mapping table, C i S i Each flight is based on its current status S i The corresponding electronic progress sheet (a graphical data card, the content of which comes from set F) is automatically placed in the corresponding column C. i This allows commanders to visually see the current location of all flights throughout the entire support process.

[0036] S3, based on real-time flight data, dynamically assigns each flight to the corresponding status column through a status mapping function, generating a multi-column collaborative visual queue; This includes: the system continuously monitors key stages of each flight and compares them with preset standard thresholds or time plans to achieve proactive early warning. The innovative feature of this invention is that the early warning level L is defined as a function: L(f) = Time now, f_planned, f_actual, threshold β_alarm; For example, for a flight that has landed at s2 but has not yet boarded passengers, if the system time exceeds its boarding time f... 10 If a certain threshold β is reached for passenger boarding delay, an early warning will be triggered (L = "delay").

[0037] Warnings are highlighted by altering the visual attributes of the electronic progress strip (e.g., changing the background color of the card to orange, or a flashing background). For higher priority alerts, such as those indicating that a flight is nearing its departure deadline (f... 11 When the time now is less than the critical value (β), the system can trigger a modal pop-up window, forcing the commander to pay attention and take action.

[0038] The innovative proposal of this invention is that the visual encoding function θ is represented as: θ=L(f), where θ represents visual attributes such as color, icon, and animation.

[0039] S4. Monitor the flights in the queue based on a preset time threshold, and actively warn and highlight flights with abnormal status or nearing delay by changing the visual attributes of their electronic progress slips. Specifically, this includes: commanders can manually adjust flight status by dragging and dropping electronic progress sheets. When a progress sheet is moved from column C... i (Original state S) i (Dragged to column C) u (Target state S) u When this occurs, the operation is treated as a state change instruction. The system will perform the following actions: (1) Permission and logic verification, check state transition S i →S u Does it conform to business logic (e.g., it cannot be directly dragged from "take-off from the previous station" to "boarding completed"); (2) Data update: If the verification passes, the system automatically generates a data record containing key flight information and the current time (Time now) through its built-in status change event handling module, and saves it to the flight support database through the database operation interface, recording the current time (Time now) as the new status (S). u The corresponding node time (e.g., dragged to the "Currently Picking Up Passengers" column) will cause the system to update the corresponding record in the database, setting f 18 =Time now); (3) Task Triggering: The status change event is published to the internal message middleware of the system. After receiving the event, the specific business processing module parses the event content and generates specific task instructions according to the predefined business rules, triggering the notification of relevant support tasks. For example, when the event of a flight being dragged into the "boarding" column is received, the system can automatically push a "start boarding" instruction message to the PC terminal of the boarding gate ground service personnel.

[0040] This interactive mode simplifies complex form filling operations into intuitive drag-and-drop actions, greatly improving operational efficiency and ensuring a high degree of consistency between backend data and frontend display.

[0041] S5 responds to cross-column drag-and-drop operations on electronic progress sheets, manually updates flight status, and simultaneously triggers background data updates and linkage with support tasks. Specifically, each electronic progress sheet displays not only basic flight information but also integrates completion status icons for key support nodes (such as docking, loading / unloading, cabin cleaning, etc.). Data for these nodes is retrieved from the systems of various support departments via interfaces. Node status is visually displayed using icon colors (e.g., black / planned, green / actual, purple / overdue and not reported, red / overdue). Commanders can click on nodes in multiple collaborative progress sheets to view details or manually update status. This design breaks down information silos, enabling transparent and collaborative monitoring of cross-departmental support processes.

[0042] For example, in the layout of the multi-column collaborative electronic progress slip interface, there are multiple status columns (such as "departure from previous station", "landing without passengers", "boarding in progress", "awaiting pushback", etc.) arranged horizontally, as well as electronic progress slip cards in each column. Key visual elements are marked on the cards, such as the basic flight information area and the color indicators that trigger warnings; at the same time, multiple monitoring video feeds of the corresponding gate for the flight are displayed on one side of the interface.

[0043] A detailed schematic diagram of the electronic progress card is shown below. Figure 3 The individual electronic progress card was enlarged and displayed, with detailed annotations of the various information elements it contained.

[0044] S6, based on the results of drag-and-drop interaction and synchronous updates of flight status, performs collaborative and visual monitoring of the support process, records flight status changes and early warning response data, and analyzes its management effectiveness. The system backend records the time of all status changes, the operator, and the ratio of automatic to manual operations. By analyzing the flight's dwell time in each status (dwell time i = departure status - entry status), efficiency bottlenecks in the support process can be assessed. Simultaneously, by statistically analyzing early warning response times (response time = early warning cancellation - early warning trigger), the command center's response efficiency can be quantified, providing data support for continuous optimization of operational management.

[0045] As demonstrated by the above embodiments, this invention achieves visualization and refined management of the entire flight support process, reducing the rate of human error. Through an innovative multi-column collaborative electronic process sheet interface, the complex flight ground support process is mapped into an intuitive, linear visual sequence. Actual testing shows that this design enables commanders to locate any target flight and grasp its overall picture in an average of 2 seconds, compared to the traditional list mode which requires an average screening time of 10-15 seconds, improving information acquisition efficiency by over 80%. This WYSIWYG presentation design allows commanders to clearly grasp the real-time progress, current stage, and key nodes of all flights, fundamentally changing the drawbacks of information clutter, effectively preventing the risks of errors, omissions, and oversights, reducing the risk of human error, and achieving a shift from extensive management to refined control.

[0046] It provides an efficient and intuitive human-computer interaction method, improving decision-making and operational efficiency: Introducing innovative interaction modes such as drag-and-drop operation, the flight status update operation, which originally required multiple clicks and form filling (averaging 15-30 seconds), can be simplified to a single drag-and-drop operation (taking 1-2 seconds), improving single-operation efficiency by 85%. This revolutionary interaction design frees commanders from tedious operations, allowing them to focus more on high-value decision-making, thereby comprehensively improving command and dispatch efficiency and emergency response speed.

[0047] A proactive early warning and collaboration mechanism has been established to effectively reduce the time consumed in the support process: The early warning model, based on time thresholds and business rules, can issue proactive warnings 5-15 minutes before anomalies (such as timeouts) occur in the support process, transforming passive response into proactive intervention. Simultaneously, the electronic progress sheet integrates status information from multiple support nodes, breaking down information silos between departments and reducing the average response time for anomaly handling in the support process by 30%. This achieves deep integration and real-time linkage of data flow and workflow, providing a unified and transparent information platform for efficient cross-departmental collaboration.

[0048] Improving flight punctuality and passenger experience, and optimizing operational quality: Through precise monitoring and timely intervention throughout the entire flight support process, aircraft ground turnaround time can be effectively shortened, reducing waiting and delays in support procedures. Actual operational data simulations show that the application of this invention can help improve flight departure on-time rate by 1-2 percentage points. Simultaneously, an efficient support process reduces passenger waiting time, directly improving passenger travel satisfaction. Providing quantitative data support for operational management optimization and driving continuous improvement: The system automatically records data throughout the entire process, including node support duration, early warning response time, and operation records, providing management with subsequent analysis materials (e.g., analyzing the "duration of flights in various states" can accurately pinpoint bottlenecks in the support process). By analyzing this data, problems in each support stage and the responsiveness of commanders can be accurately identified, providing scientific and quantitative decision-making basis for optimizing resource allocation, improving workflows, and implementing targeted training, thus contributing to the continuous improvement of airport operational quality.

[0049] Example 2, as another specific embodiment of the present invention, provides a dynamic control method for flight ground support based on collaborative electronic progress sheets, which includes: Step 1. Data integration and standardized processing throughout the entire flight support lifecycle; The system obtains the dynamic data set F of flight SC1234 in real time from the airport information integration system via a data interface. The system detects the estimated next-wheel time f in the set. 14 Since it is empty, we calculate according to the rules: f 14 =Planned landing time f6 (10:00) + Standard taxiing time T (assumed to be 10 minutes) = 10:10. The system uses this calculation result to complete the data.

[0050] Step 2. Flight status mapping and multi-column queue generation; After the system time reaches 10:00, the state mapping function M determines, based on set F, that the flight is in the S1 state (departure from the previous station). Therefore, the electronic progress record for flight SC1234 is automatically placed in the corresponding "departure from the previous station" column (C1). When the system receives the flight's "upper wheel" node report information (time: 10:09) through the ACDM system, the state mapping function M immediately recalculates and determines that the flight has entered the S2 state (landed but no passengers boarded), and the electronic progress record automatically jumps to the "landed but no passengers boarded" column (C2).

[0051] Step 3. Active warning and visual prominence mechanism based on time threshold; Assume airport security standards require boarding to begin within 5 minutes of a flight's scheduled boarding time. The system time reaches 10:37 (i.e., exceeding boarding time f). 10 At 10:30, when the 5-minute threshold β (boarding delay) was reached, flight SC1234 still had not reported the "boarding started" node. The warning function L(f) was triggered, and the level was determined to be "delay". The system then changed the background color of the flight's electronic progress record to a bright orange and flashed slightly to proactively remind the commander to pay attention.

[0052] Step 4. Drag-and-drop interaction and status synchronization update; After noticing the alarm, the commander confirmed with the boarding gate that passengers had begun boarding, but ground staff had failed to enter the status into the system in a timely manner. Therefore, the commander directly used the mouse to drag the electronic progress sheet for flight SC1234 from the "Landed but not boarding" column (C2) to the "Boarding in Progress" column (C3). The system first performed a logical check (a valid state transition from S2 to S3). After the check passed, it automatically recorded the current time (10:37) as the actual boarding start time. 18 The system generates a "Start Boarding" command, which is sent to the PC terminal of the ground service personnel at the boarding gate via a message middleware for information synchronization. The progress sheet is displayed in column C3, with the background color restored to the normal "In Progress" color (such as light blue).

[0053] Step 5. Ensure collaborative and visual monitoring of the process; In the "Passengers Boarding" column, the commander can clearly see the icons of multiple support nodes integrated on the SC1234 progress sheet. Among them, the "Baggage Loading / Unloading" icon is green (completed), "Cabin Cleaning" is green (completed), and the "Refueling" icon is yellow (in progress). The commander can have a comprehensive understanding of the overall support progress without making phone inquiries.

[0054] Step 6. One-click linkage monitoring; Because of a previous boarding delay on the flight, the commander wanted to verify the passenger queuing situation. He selected the progress sheet for SC1234 and clicked the "Linked Monitoring" button. Based on its gate f5 (162), the system immediately retrieved video streams from the four surveillance cameras corresponding to gate 162: the boarding gate, the cabin door, the area directly in front of the berth, and the right side of the aircraft, through the preset mapping relationship R. Multiple real-time videos were played simultaneously in a pop-up window, and the commander confirmed that the boarding gate order had returned to normal.

[0055] Step 7. Control effectiveness analysis; After the mission was completed, the system's backend records showed that flight SC1234 remained in the "boarding time" status for 6 minutes (from 10:30 to 10:37), exceeding the standard 5 minutes. Simultaneously, the system recorded a 1-minute response time from the warning being triggered (10:36) to the status being manually updated (10:37). This data will be recorded in the backend for subsequent analysis of the gate's operational efficiency and to assess the commander's response efficiency to the warning.

[0056] Example 3, Figure 4 This is the principle of the flight ground support dynamic control system based on collaborative electronic progress slip provided in the embodiments of the present invention; Specifically, the flight ground support dynamic management and control system based on collaborative electronic progress sheets provided in this embodiment of the invention includes: This invention also provides a computer device comprising: at least one processor, a memory, and a computer program stored in the memory and executable on the at least one processor, wherein the processor executes the computer program to implement the steps in any of the above method embodiments.

[0057] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, can implement the steps described in the various method embodiments above.

[0058] This invention also provides an information data processing terminal, which, when executed on an electronic device, provides a user input interface to implement the steps described in the above method embodiments. The information data processing terminal is not limited to mobile phones, computers, or switches.

[0059] This invention also provides a server that, when executed on an electronic device, provides a user input interface to implement the steps described in the above method embodiments.

[0060] This invention provides a computer program product that, when run on an electronic device, enables the electronic device to implement the steps described in the various method embodiments above.

[0061] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include at least: any entity or device capable of carrying the computer program code to a photographic device / terminal device, a recording medium, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium. Examples include USB flash drives, portable hard drives, magnetic disks, or optical disks.

[0062] To further illustrate the effects of the embodiments of the present invention, the following experiments were conducted.

[0063] To verify the practical effectiveness of this invention, a simulation test environment was designed to simulate the operation scenario of a large hub airport during peak hours, and this invention was compared with the traditional list-based approach. The following is a comparative analysis of two typical application scenarios.

[0064] Application Example 1: Efficiency of proactive detection and handling of critically delayed flights; Scenario: Flight SC4XX7 (scheduled departure time 13:30) opened the cabin to disembark passengers at 12:11 and was scheduled to board passengers at 12:40, but no passengers had boarded by 12:45, facing the risk of delay.

[0065] Traditional handling procedure: The commander needs to search for the flight in hundreds of flight data, check the boarding time and actual passenger situation of the flight one by one, and then contact the ground service at the boarding gate by phone to confirm the situation and urge them to hurry up. The whole process takes about 5-8 minutes and the handling is passive.

[0066] The new handling procedure: At 10:45 (5 minutes after the scheduled boarding time), the system automatically detects that no passengers have boarded yet, triggering an early warning. SC4XX7 turns orange and flashes in the "Landed but No Passengers Boarding" column of the progress log. The commander immediately locks onto the abnormal flight within 2 seconds, checks the real-time gate view through the "One-Click Linked Monitoring" function, and notifies ground service to expedite the process. From detection to completion, the entire process takes less than 2 minutes.

[0067] Application Example 2: Global monitoring and resource coordination under multi-flight support; Scenario: Five flights are currently in the "boarding" state, among which QW9XX5 needs cleaning and MU559 needs refueling.

[0068] Traditional handling procedure: Commanders need to search for these two flights in hundreds of lines of flight data, check their departure times and the progress of each support node, and then find and select the cleaning and refueling tasks in the corresponding pop-up windows. This process is tedious and prone to errors, taking an average of 3-5 minutes.

[0069] The new handling process: All five flight progress logs are grouped together in the "Boarding Passengers" column, clearly arranged. The QW9XX5 progress log has a "Cleaning" icon, and the MU5XX9 progress log has a "Refueling" icon. These icons are displayed when the support mission is generated, eliminating the need for the commander to search; they are immediately clear. The commander requires no manual recording; a simple scan is all it takes to instantly grasp the completion status of all flight support missions.

[0070] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications, equivalent substitutions and improvements made by those skilled in the art within the scope of the technology disclosed in the present invention and within the spirit and principles of the present invention should be covered within the scope of protection of the present invention.

Claims

1. A method for dynamic management and control of flight ground support based on collaborative electronic progress sheets, characterized in that, The method includes the following steps: S1, Data integration and standardized processing throughout the entire lifecycle of flight support; S2, based on the processing results, defines the core state set of flight ground support and assigns an independent visual state column to each state; S3, based on real-time flight data, dynamically assigns each flight to the corresponding status column through a status mapping function, generating a multi-column collaborative visual queue; S4. Monitor the flights in the queue based on a preset time threshold, and actively warn and highlight flights with abnormal status or nearing delay by changing the visual attributes of their electronic progress slips. S5 responds to cross-column drag-and-drop operations on electronic progress sheets, manually updates flight status, and simultaneously triggers background data updates and linkage with support tasks. S6, based on drag-and-drop interaction and the result of synchronous updates to flight status, performs collaborative and visual monitoring of the support process, records flight status changes and early warning response data, and analyzes its management effectiveness.

2. The method for dynamic control of flight ground support based on collaborative electronic progress sheets according to claim 1, characterized in that, In step S1, the data integration and standardization processing for the entire flight support lifecycle includes: The system obtains flight dynamic data set F in real time from the airport air traffic control system and airport collaborative decision-making system through data interfaces. The time data in set F is standardized. For missing estimated times, the system automatically calculates them using known data fields based on predefined business rules and calculation algorithm models, providing input data for subsequent status judgment. The system establishes a logical relationship between known time attributes and airport operating parameters, including at least one of time superposition relationship, historical average relationship, or flight type association relationship.

3. The method for dynamic control of flight ground support based on collaborative electronic progress sheets according to claim 2, characterized in that, The flight dynamic data set F is: F = [Flight number f1, Airline f2, Aircraft type f3, Aircraft number f4, Gate position f5, Scheduled arrival time f] 6， Actual landing time f7, estimated arrival time f8, estimated arrival time f9, boarding time f 10 Planned takeoff time f 11 Expected completion time f 12 Calculate the takeoff time f 13 Expected time for the next round of gearing f 14 In reality, the wheel shift time f 15 , estimated wheel chock removal time f 16 Actual wheel chock removal time f 17 ...guarantee node time]; The inference algorithm model is represented by a general function: f_missing = G(f_missing) 已知1 , f 已知2 , …, K ), where G is the cognition function, f 已知 K represents one or more known data fields used for estimation, and K represents airport-specific operating parameters.

4. The method for dynamic control of flight ground support based on collaborative electronic progress sheets according to claim 1, characterized in that, In step S2, the flight status mapping and multi-queue generation include: S2.1 defines the set of states S for flight ground support, and for each state S... i Assign a separate visualization column C to ∈S i State S i Determined by a specific combination of time attributes in the flight data set F; S2.2, the state mapping function M maps flight f to a specific state S. i Based on the flight data set F and the system current time Time now, a series of predefined state determination conditions are calculated and matched.

5. The method for dynamic control of flight ground support based on collaborative electronic progress sheets according to claim 4, characterized in that, Step S2.1, define the state set S of flight ground support as: S = [S1 for takeoff from the previous station, S2 for landing without passengers, S3 for boarding passengers, S4 for boarding completed, S5 for closing the cabin door and waiting for pushback, S6 for pushback taxiing]; Step S2.2, the formal representation of the mapping relationship is: S i =M(f)=S i |D i (f, Time now); Among them, D i State S i ∈S predefined state decision condition function; and condition D i When the condition is met, flight f is determined to belong to state S. i State determination condition function D i It is usually constructed based on the logical relationship of various time nodes of the flight; the logical relationship includes the difference between the planned time, the estimated time, the actual time, the status, or the system time.

6. The method for dynamic control of flight ground support based on collaborative electronic progress sheets according to claim 1, characterized in that, In step S3, proactive early warning based on time thresholds includes: continuously monitoring key nodes of each flight and comparing them with preset standard thresholds or time plans to complete proactive early warning; the early warning level L is defined as a function: L(f) = Time now, planned, f actual, threshold β alarm Highlighting includes: highlighting alerts by changing the visual attributes of electronic progress sheets using visual encoding functions; and triggering modal pop-ups for higher priority alerts. The visual encoding function θ is represented as: θ=L(f), where θ represents visual attributes, including color, icon, and animation.

7. The method for dynamic control of flight ground support based on collaborative electronic progress sheets according to claim 1, characterized in that, In step S4, the drag-and-drop interaction and flight status synchronization update include: Flight status can be manually adjusted by dragging and dropping electronic progress slips; when a progress slip is moved from column C... i Drag to column C u At this time, this operation is treated as a state change instruction; where column C i For the original state S i Dragd to column C u For the target state S u ; Specifically, it includes: (1) Permission and logic verification, check state transition S i →S u Does it conform to business logic? (2) Data update: If the verification passes, the built-in status change event handling module automatically generates a data record containing key flight information and the current time (Time now), and saves the data record to the flight support database through the database operation interface, recording the current time (Time now) as the new status (S). u The corresponding node time; (3) When a task is triggered, the status change event is published to the message middleware inside the system. After receiving the event, the specific business processing module parses the event content and generates specific task instructions according to the predefined business rules, triggering the notification of the relevant guarantee task.

8. The method for dynamic control of flight ground support based on collaborative electronic progress sheets according to claim 1, characterized in that, In step S5, the collaborative and visual monitoring of the assurance process includes: Each electronic progress sheet not only displays basic flight information but also integrates completion status icons for key support nodes. The data for these nodes is obtained from the systems of various support departments through interfaces; the node status is displayed by icon color; details can be viewed or the status can be manually updated by looking at the nodes on multiple collaborative progress sheets.

9. The method for dynamic control of flight ground support based on collaborative electronic progress sheets according to claim 1, characterized in that, In step S6, the control effectiveness analysis includes: The backend records the time of all status changes, the operator, and the ratio of automatic to manual operations; by analyzing the flight's dwell time in each status (dwell time i = departure status - entry status), the support process is evaluated; at the same time, the early warning response time is statistically analyzed (response time = early warning cancellation - early warning trigger).

10. A dynamic control system for flight ground support based on collaborative electronic progress sheets, characterized in that, The implementation of the flight ground support dynamic management method based on collaborative electronic progress sheets as described in any one of claims 1-9, the system comprising: The data interface unit is used for data integration and standardized processing throughout the entire lifecycle of flight support. The state processing engine defines the core state set for flight ground support based on the processing results, and assigns an independent visual state column to each state; The early warning notification unit, based on real-time flight data, dynamically assigns each flight to the corresponding status column through a status mapping function, generating a multi-column collaborative visual queue; The interactive processing engine monitors flights in the queue based on a preset time threshold. For flights with abnormal status or nearing delay, it proactively issues warnings and highlights them by changing the visual attributes of their electronic progress slips. The visualization rendering unit responds to cross-column drag operations on the electronic progress sheet, manually updates flight status, and simultaneously triggers background data updates and linkage with support tasks. The management and control effectiveness analysis unit, based on the results of drag-and-drop interaction and synchronous updates of flight status, performs collaborative and visual monitoring of the support process, records flight status changes and early warning response data, and performs management and control effectiveness analysis on it.

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