Flight pre-loading cargo, luggage and mail personification shipping space distribution method
By employing an anthropomorphic cabin allocation method and secondary center of gravity standard adjustment, the issues of accuracy and convenience in loading baggage, cargo, and mail on flights have been resolved, achieving efficient and precise flight loading that is applicable to airline loading systems and mobile devices.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- CIVIL AVIATION AIRPORT GRP CO LTD OF INNER MONGOLIA AUTONOMOUS REGION
- Filing Date
- 2026-01-22
- Publication Date
- 2026-05-15
AI Technical Summary
Existing methods for loading baggage, cargo, and mail on flights have low accuracy and are inconvenient to operate, failing to meet the requirements for accuracy of flight center of gravity and ease of operation for loading and unloading workers.
The method of pre-loading cargo is adopted to create a humanized cabin allocation system. By setting up allocation rules and dynamic adjustment mechanisms, cargo, baggage and mail are treated as individuals with preferences. Cabin allocation is carried out in combination with the center of gravity standard conditions, and a second center of gravity standard adjustment is carried out when the initial allocation fails.
It significantly improves the rationality of cabin allocation and the accuracy of flight loading, reduces manual intervention, improves operational efficiency, is suitable for fast-paced and high-frequency flight scenarios, and ensures that the aircraft's center of gravity is within a safe range.
Smart Images
Figure CN122047845A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of flight loading technology, and in particular to a method for anthropomorphic cabin allocation of cargo, baggage and mail in pre-loading of flights. Background Technology
[0002] Before a flight takes off, baggage, cargo, and mail need to be loaded into the cabin; this process is called loading.
[0003] In addition to meeting the requirements of flight center of gravity accuracy, the loading process also needs to consider the convenience of loading and unloading operations, special cargo loading requirements, fuel-saving center of gravity, etc. However, there is no relevant algorithm in the existing technology that can meet the above requirements. Summary of the Invention
[0004] The purpose of this invention is to provide a humanized cabin allocation method for pre-loaded cargo, baggage, and mail on flights, which solves the problems of low accuracy and insufficient portability of existing methods for loading baggage, cargo, and mail on flights.
[0005] To achieve the above objectives, the present invention provides a method for anthropomorphic cabin allocation of pre-loaded cargo, baggage, and mail on flights, comprising the following steps: S1. Allocate cargo, baggage and mail lines in the aircraft based on preset allocation rules. S2. Calculate whether the cabin allocation result meets the first center of gravity standard condition. If it does not meet the first center of gravity standard condition, reallocate cabins for cargo, baggage, and mail and repeat step S2. If it meets the first center of gravity standard condition, output the allocation plan. S3. If the number of times cabins are reallocated reaches the preset limit and the first center of gravity standard condition is still not met, the center of gravity standard is adjusted a second time, and the second center of gravity standard condition obtained from the second adjustment is returned to the execution step S2.
[0006] In some embodiments of this application, S1, allocating cabin space for all cargo, baggage, and mail lines within the aircraft based on preset allocation rules includes: All cargo and mail with the same trailer number are placed in the same cargo hold, and their weight and volume are added together; Combine all luggage destined for the same destination, add their weights together, and calculate their volume. The expression is: ; in, For the volume of luggage, The weight of the luggage; For goods, baggage, and mail that have already passed through the station, subtract the volume and weight they occupy in the cargo hold; For special cargo and baggage, load them into a cabin with ventilation and oxygenation, and mark them. If the current flight prohibits the transport of special cargo and baggage, output an error plan and do not allocate special cargo and baggage again when reassigning cabin space.
[0007] In some embodiments of this application, in S2, the first centroid standard condition includes: a. The aircraft's takeoff center of gravity and unfueled center of gravity are within 2% of the envelope of the preset center of gravity envelope. b. In the case of multiple destinations, the following cannot be observed: goods, baggage, and mail destined for a more distant destination are placed at the cabin door, while goods, baggage, and mail destined for a closer destination are placed inside the cabin, or goods and mail destined for the same destination are placed at the cabin door, while baggage is placed inside the cabin. c. Except in special circumstances, goods, baggage and mail destined for different stations shall not be loaded into the same cabin; d. The density of goods and mail shall not exceed the requirements of the aircraft cargo hold floor. e. Valuable goods are placed in the forward hold.
[0008] In some embodiments of this application, in S2, conditions a and b are strong rules. When the cabin allocation result does not meet a and b, it is directly determined that the result does not meet the first centroid standard condition.
[0009] In some embodiments of this application, S2, calculating whether the aircraft's takeoff center of gravity and unfueled center of gravity are within 2% of the envelope of a preset center of gravity envelope includes: Calculate the total weight of cargo, baggage, and mail in the i-th cargo hold. Given the flight's calculation data, the relationship between the weight of the i-th cargo hold and the index is as follows: The total index of the allocation scheme The formula for calculation is: ; Obtain flight calculation data, center of gravity Calculation parameters All parameters are preset to obtain the flight's takeoff weight. and takeoff index Oil-free weight And oil-free index Then the takeoff center of gravity and the unfueled center of gravity satisfy the following conditions: Calculate the takeoff weight after loading cargo. Sum of Indices Oil-free weight Sum of Indices The expression is: ; ; Calculate the range of the front and rear boundaries of the center of gravity, introducing intermediate variables. and The expression is: ; ; Get the center of gravity and take off. and oil-free center of gravity The expression is: ; ; judge Does it meet the requirement of being within 2% before and after the center of gravity envelope? If it does, proceed to the next step of judgment.
[0010] In some embodiments of this application, in S3, if the first center of gravity criterion is still not met after the number of cabin reassignments reaches a preset upper limit, the following are included: In certain specific situations, the initial cabin allocation results in all options failing to meet the first center of gravity standard. In such cases, the preset extreme passenger center of gravity standard is used for recalculation.
[0011] In some embodiments of this application, in step S3, the secondary adjustment of the center of gravity standard includes: During the initial cabin allocation, record the number of options with a more aft and a more forward center of gravity, and record the calculated number of index changes required for the center of gravity to enter the envelope. Obtain the minimum value of these data. ; The standard for the center of gravity is adjusted a second time, and the expression is: ; in, The initial center of gravity standard; the center of gravity after the second adjustment As the standard for the center of gravity in the second calculation.
[0012] The advantages and beneficial effects of this invention compared to the prior art are: 1. By using an anthropomorphic cabin allocation method, cargo, baggage, and mail are treated as individuals with "preferences". Combined with preset rules and dynamic adjustment mechanisms, the rationality of cabin allocation is significantly improved, ensuring that the aircraft's center of gravity is always within a safe range, thereby greatly improving the accuracy of flight loading. 2. This invention can be applied to airline loading systems or mobile devices, and can quickly generate the optimal cabin allocation scheme through automated algorithms, reduce manual intervention, improve operational efficiency and portability, and is suitable for fast-paced, high-frequency flight pre-loading scenarios. 3. This invention introduces a "secondary center of gravity standard adjustment" mechanism. When the initial allocation cannot meet the center of gravity requirements, the center of gravity standard conditions are automatically relaxed or optimized to avoid falling into an infinite loop and improve the system's adaptability and robustness in complex load scenarios.
[0013] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description
[0014] Figure 1 This is a flowchart of a method for anthropomorphic cabin allocation of pre-loaded cargo, baggage, and mail in an embodiment of the present invention; Figure 2 This is a centroid envelope diagram of an embodiment of the present invention; Figure 3 This illustrates the relationship between weight and index in the centroid envelope diagram of an embodiment of the present invention. Detailed Implementation
[0015] In the description of this invention, it should be noted that the terms "upper," "lower," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product is in use. They are used only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," and "connect" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.
[0016] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.
[0017] Before formally implementing the cabin allocation method, this application also includes preliminary data acquisition and basic data calculation steps, specifically including: Data acquisition: Flight's fuel-free weight (defined as ZFW_W) and index (ZFW_I), takeoff weight (TOW_W) and index (TOW_I), and the front and rear limits of the mean aerodynamic chord (MAC, hereinafter referred to as "center of gravity") of ZFW and TOW at each weight, i.e., the center of gravity envelope.
[0018] Cargo manifests include the destination, weight (actual value), volume, and trailer number of the cargo and mail.
[0019] The destination, weight (actual value), and cabin class of transit cargo, mail, and baggage are provided. The volume of cargo and mail is known, while the volume of baggage is unknown.
[0020] The destination, type, and weight (estimated) of the luggage.
[0021] The relationship between the weight of each cargo hold on an aircraft and the index, the volume of the cargo hold, and the individual and combined weight limits of the cargo holds.
[0022] The information includes the passenger seating distribution, the number of tickets sold in each cabin class, and the number of passengers who have checked in for each cabin class at that time.
[0023] The aircraft's fuel-efficient center of gravity, AVI cargo hold, and other attributes and regulatory requirements.
[0024] Basic data calculations: such as Figure 2 The image shown is a center of gravity envelope diagram from a airline's manual manifest (a diagram representing the aircraft's center of gravity; the aircraft can only take off if its center of gravity is within the envelope). The horizontal axis at the bottom represents the exponent. The weight of passengers and goods located in different locations has a linear relationship with the index.
[0025] like Figure 3 The diagram shows the relationship between the passenger cabin, cargo hold, and the index. The first line, "FWDHOLD," refers to the forward cargo hold. According to the markings to the left of the vertical line in the index scale, every 200kg of cargo in the forward cargo hold shifts the index forward by one unit. The graph shows that each unit corresponds to a 1.67 change in the index (this is from the airline's manual loading standard document; 200kg is illustrated, and the index for each unit needs to be calculated by dividing 90 by the number of units between 0 and 90 to get 1.67). Therefore, every 200kg of cargo in the forward cargo hold corresponds to a -1.67 change in the index. The coefficient between the weight in the forward cargo hold and the index is... Similarly, the coefficient for the rear cargo hold can be obtained. (Use 1.67 divided by 200kg to calculate the coefficient per kilogram, which is used to calculate the cargo index later. This also corresponds to the center of gravity index and must be within the envelope range.) For example Figure 2 As shown, the horizontal axis at the top is %MAC, which is the center of gravity (mean aerodynamic chord percentage), corresponding to the diagonal line in the graph. The vertical axis is the total weight of the aircraft. The trapezoidal broken line area in the graph represents the envelope of the takeoff center of gravity (TOW) at point A and the envelope of the zero-fuel center of gravity (ZFW) at point B. For a given weight (vertical axis), passenger and cargo weights must be adjusted so that the index is within the white area (the white area refers to the envelope) for the aircraft to fly safely. INDEX is an index based on the mean aerodynamic chord percentage.
[0026] Given the aircraft's manual manifest diagram, a formula for calculating the center of gravity under any weight can be derived. Therefore, given the aircraft weight and cargo / mail weight, let the total weight be... First, the total index under any cargo allocation can be calculated. From the diagram, we can obtain By reading the diagram, we can determine the centroid of a point.
[0027] In this invention, this diagram is converted into a calculation function with six parameters. Using one function and six parameters, the aircraft's center of gravity can be calculated, allowing for convenient application. The specific process is as follows: first, a relatively small weight is assumed, denoted as... At this weight, let's assume a smaller exponent denoted as... Then you can get the center of gravity. Let's assume a larger index. , obtain the center of gravity Let's assume a larger weight. Find the index at this weight and the corresponding center of gravity ,index and the corresponding center of gravity According to the definition of MAC, the diagonal lines of the center of gravity in the diagram are equidistant under the same weight. Therefore, the equations of the two diagonal lines of the center of gravity can be calculated through geometric transformation. Here, we set these two diagonal lines of the center of gravity as... The corresponding diagonal line, The corresponding diagonal line yields The corresponding equation for the oblique line is , The corresponding equation for the oblique line is , where W is the weight.
[0028] like Figure 1 As shown, this invention provides a method for anthropomorphizing cargo, baggage, and mail allocation in pre-loaded flight cabins, comprising the following steps: S1. Allocate cargo, baggage and mail lines in the aircraft based on preset allocation rules. S2. Calculate whether the cabin allocation result meets the first center of gravity standard condition. If it does not meet the first center of gravity standard condition, reallocate cabins for cargo, baggage, and mail and repeat step S2. If it meets the first center of gravity standard condition, output the allocation plan. S3. If the number of times cabins are reallocated reaches the preset limit and the first center of gravity standard condition is still not met, the center of gravity standard is adjusted a second time, and the second center of gravity standard condition obtained from the second adjustment is returned to the execution step S2.
[0029] In some embodiments of this application, S1, allocating cabin space for all cargo, baggage, and mail lines within the aircraft based on preset allocation rules includes: In practice, goods and mail may be placed in the same trailer, thus having the same trailer number, and they will be stored in the same cargo hold. To reduce the amount of calculation, goods and mail with the same trailer number are first merged, and their weight and volume are added together as a single unit.
[0030] Baggage types include regular baggage and transit baggage. Different bags destined for the same destination are combined, their weights are added together, and the baggage volume is calculated as a single unit. The calculation method is as follows: ; in, For the volume of luggage, The weight of the luggage; For goods, baggage, and mail that have already passed through the station, subtract the volume and weight they occupy in the cargo hold; For special cargo and baggage, load them into a cabin with ventilation and oxygenation, and mark them. If the current flight prohibits the transport of special cargo and baggage, output an error plan and do not allocate special cargo and baggage again when reassigning cabin space.
[0031] In one embodiment, special cargo baggage such as AVI (live animals) needs to be loaded into ventilated and oxygenated compartments, and therefore they are marked. If an AVI is present and the flight prohibits the transport of AVI, an error is directly thrown, and no further allocation is made.
[0032] Furthermore, baggage does not need to be repacked for the initial allocation. However, if the initial allocation does not yield ideal results, baggage needs to be repacked. Repacking includes flat packing (i.e., dividing baggage into two piles based on weight, one pile per cargo hold) and split packing (dividing baggage into two piles based on the number of pieces, for example, 30 pieces in hold 1, with the remainder in hold 2). Based on the parameters returned from the previous allocation, the baggage is repacked accordingly. Then, the baggage is divided by weight and volume according to the repacking strategy, and a repacking ID is assigned to each repacked baggage. Obviously, repacked baggage cannot be packed in the same hold, therefore, based on the repacking ID, cases where baggage is in the same hold are removed during allocation.
[0033] In some embodiments of this application, in S2, the first centroid standard condition includes: a. The aircraft's takeoff center of gravity and unfueled center of gravity are within 2% of the envelope of the preset center of gravity envelope. b. In the case of multiple destinations, the following cannot be observed: goods, baggage, and mail destined for a more distant destination are placed at the cabin door, while goods, baggage, and mail destined for a closer destination are placed inside the cabin, or goods and mail destined for the same destination are placed at the cabin door, while baggage is placed inside the cabin. c. Except in special circumstances, goods, baggage and mail destined for different stations shall not be loaded into the same cabin; d. The density of goods and mail shall not exceed the requirements of the aircraft cargo hold floor. e. Valuable goods are placed in the forward hold.
[0034] In some embodiments of this application, in S2, conditions a and b are strong rules. When the cabin allocation result does not meet a and b, it is directly determined that the result does not meet the first centroid standard condition.
[0035] This invention can be applied to airline loading systems or mobile devices. It can quickly generate the optimal cabin allocation scheme through automated algorithms, reduce manual intervention, improve operational efficiency and portability, and is suitable for fast-paced, high-frequency flight pre-loading scenarios.
[0036] In some embodiments of this application, S2, calculating whether the aircraft's takeoff center of gravity and unfueled center of gravity are within 2% of the envelope of a preset center of gravity envelope includes: Calculate the total weight of cargo, baggage, and mail in the i-th cargo hold. Given the flight's calculation data, the relationship between the weight of the i-th cargo hold and the index is as follows: The total index of the allocation scheme The formula for calculation is: ; Obtain flight calculation data, center of gravity Calculation parameters All parameters are preset to obtain the flight's takeoff weight. and takeoff index Oil-free weight And oil-free index Then the takeoff center of gravity and the unfueled center of gravity satisfy the following conditions: Calculate the takeoff weight after loading cargo. Sum of Indices Oil-free weight Sum of Indices The expression is: ; ; Calculate the range of the front and rear boundaries of the center of gravity, introducing intermediate variables. and The expression is: ; ; Get the center of gravity and take off. and oil-free center of gravity The expression is: ; ; judge Does it meet the requirement of being within 2% before and after the center of gravity envelope? If it does, proceed to the next step of judgment.
[0037] This invention uses an anthropomorphic cabin allocation method to treat cargo, baggage, and mail as individuals with "preferences." By combining preset rules with a dynamic adjustment mechanism, it significantly improves the rationality of cabin allocation, ensures that the aircraft's center of gravity is always within a safe range, and thus greatly improves the accuracy of flight loading. In some embodiments of this application, in S3, if the first center of gravity criterion is still not met after the number of cabin reassignments reaches a preset upper limit, the following are included: In certain specific situations, the initial cabin allocation results in all options failing to meet the first center of gravity standard. In such cases, the preset extreme passenger center of gravity standard is used for recalculation.
[0038] In some embodiments of this application, in step S3, the secondary adjustment of the center of gravity standard includes: During the initial cabin allocation, record the number of options with a more aft and a more forward center of gravity, and record the calculated number of index changes required for the center of gravity to enter the envelope. Obtain the minimum value of these data. ; The standard for the center of gravity is adjusted a second time, and the expression is: ; in, The initial center of gravity standard; the center of gravity after the second adjustment As the standard for the center of gravity in the second calculation.
[0039] This invention introduces a "secondary center of gravity standard adjustment" mechanism, which automatically relaxes or optimizes the center of gravity standard conditions when the initial allocation cannot meet the center of gravity requirements, avoiding getting stuck in an infinite loop and improving the system's adaptability and robustness in complex load scenarios.
[0040] In this application, unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. In case of any inconsistency, the meaning set forth in this specification or derived from the content described herein shall prevail. Furthermore, the terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit the scope of this application.
[0041] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the technical solutions of the present invention, and these modifications or equivalent substitutions cannot cause the modified technical solutions to deviate from the spirit and scope of the technical solutions of the present invention.
Claims
1. A method for anthropomorphizing cargo, baggage, and mail allocation in pre-loaded flight cabins, characterized in that, Includes the following steps: S1. Allocate cargo, baggage and mail lines in the aircraft based on preset allocation rules. S2. Calculate whether the cabin allocation result meets the first center of gravity standard condition. If it does not meet the first center of gravity standard condition, reallocate cabins for cargo, baggage, and mail and repeat step S2. If it meets the first center of gravity standard condition, output the allocation plan. S3. If the number of times cabins are reallocated reaches the preset limit and the first center of gravity standard condition is still not met, the center of gravity standard is adjusted a second time, and the second center of gravity standard condition obtained from the second adjustment is returned to the execution step S2.
2. The method for anthropomorphic cabin allocation of pre-loaded cargo, baggage, and mail on a flight according to claim 1, characterized in that, In step S1, the allocation of cargo space for all goods, baggage, and mail lines within the aircraft based on preset allocation rules includes: All cargo and mail with the same trailer number are placed in the same cargo hold, and their weight and volume are added together; Combine all luggage destined for the same destination, add their weights together, and calculate their volume. The expression is: ； in, For the volume of luggage, For the weight of the luggage; For goods, baggage, and mail that have already passed through the station, subtract the volume and weight they occupy in the cargo hold; For special cargo and baggage, load them into a cabin with ventilation and oxygenation, and mark them. If the current flight prohibits the transport of special cargo and baggage, output an error plan and do not allocate special cargo and baggage again when reassigning cabin space.
3. The method for anthropomorphic cabin allocation of pre-loaded cargo, baggage, and mail on a flight according to claim 2, characterized in that, In S2, the first centroid standard condition includes: a. The aircraft's takeoff center of gravity and unfueled center of gravity are within 2% of the envelope of the preset center of gravity envelope. b. In the case of multiple destinations, the following cannot be observed: goods, baggage, and mail destined for a more distant destination are placed at the cabin door, while goods, baggage, and mail destined for a closer destination are placed inside the cabin, or goods and mail destined for the same destination are placed at the cabin door, while baggage is placed inside the cabin. c. Except in special circumstances, goods, baggage and mail destined for different stations shall not be loaded into the same cabin; d. The density of goods and mail shall not exceed the requirements of the aircraft cargo hold floor. e. Valuable goods are placed in the forward hold.
4. The method for anthropomorphic cabin allocation of pre-loaded cargo, baggage, and mail on a flight according to claim 3, characterized in that, In S2, conditions a and b are strong rules. When the cabin allocation result does not meet a and b, it is directly determined that the result does not meet the first centroid standard condition.
5. The method for anthropomorphic cabin allocation of pre-loaded cargo, baggage, and mail on a flight according to claim 4, characterized in that, In step S2, the calculation of whether the aircraft's takeoff center of gravity and unfueled center of gravity are within 2% of the envelope of the preset center of gravity envelope includes: Calculate the total weight of cargo, baggage, and mail in the i-th cargo hold. Given the flight's calculation data, the relationship between the weight of the i-th cargo hold and the index is as follows: The total index of the allocation scheme The formula for calculation is: ； Obtain flight calculation data, center of gravity Calculation parameters All parameters are preset to obtain the flight's takeoff weight. and takeoff index Oil-free weight And oil-free index Then the takeoff center of gravity and the unfueled center of gravity satisfy the following conditions: Calculate the takeoff weight after loading cargo. Sum of Indices Oil-free weight Sum of Indices The expression is: ； ； Calculate the range of the front and rear boundaries of the center of gravity, introducing intermediate variables. and The expression is: ； ； Get the center of gravity and take off and oil-free center of gravity The expression is: ； ； judge Does it meet the requirement of being within 2% before and after the center of gravity envelope? If it does, proceed to the next step of judgment.
6. The method for anthropomorphic cabin allocation of pre-loaded cargo, baggage, and mail on a flight according to claim 5, characterized in that, In step S3, if the number of cabin reassignments reaches a preset upper limit and the first center of gravity criterion is still not met, the following conditions apply: In certain specific situations, the initial cabin allocation results in all options failing to meet the first center of gravity standard. In such cases, the preset extreme passenger center of gravity standard is used for recalculation.
7. The method for anthropomorphic cabin allocation of pre-loaded cargo, baggage, and mail on a flight according to claim 6, characterized in that, In S3, the secondary adjustment of the center of gravity standard includes: During the initial cabin allocation, record the number of options with a more aft and a more forward center of gravity, and record the calculated number of index changes required for the center of gravity to enter the envelope. Obtain the minimum value of these data. ; The standard for the center of gravity is adjusted a second time, and the expression is: ； in, The initial center of gravity standard; the center of gravity after the second adjustment As the standard for the center of gravity in the second calculation.