CN111461393A - Airplane dispatching method and device under emergency condition - Google Patents
Airplane dispatching method and device under emergency condition Download PDFInfo
- Publication number
- CN111461393A CN111461393A CN202010105093.XA CN202010105093A CN111461393A CN 111461393 A CN111461393 A CN 111461393A CN 202010105093 A CN202010105093 A CN 202010105093A CN 111461393 A CN111461393 A CN 111461393A
- Authority
- CN
- China
- Prior art keywords
- available
- airplanes
- airplane
- evaluation data
- airport
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 38
- 238000011156 evaluation Methods 0.000 claims abstract description 84
- 230000010006 flight Effects 0.000 claims description 15
- 238000012545 processing Methods 0.000 claims description 15
- 238000010276 construction Methods 0.000 claims description 5
- 238000005457 optimization Methods 0.000 abstract description 7
- 230000008901 benefit Effects 0.000 description 13
- 238000010606 normalization Methods 0.000 description 6
- 239000011159 matrix material Substances 0.000 description 5
- 239000002131 composite material Substances 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000012423 maintenance Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000002776 aggregation Effects 0.000 description 2
- 238000004220 aggregation Methods 0.000 description 2
- 238000013459 approach Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000004364 calculation method Methods 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000000717 retained effect Effects 0.000 description 1
- 238000010845 search algorithm Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Images
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
- G06Q10/047—Optimisation of routes or paths, e.g. travelling salesman problem
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
- G06Q10/063—Operations research, analysis or management
- G06Q10/0639—Performance analysis of employees; Performance analysis of enterprise or organisation operations
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/08—Logistics, e.g. warehousing, loading or distribution; Inventory or stock management
- G06Q10/083—Shipping
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
- G06Q50/40—Business processes related to the transportation industry
Landscapes
- Business, Economics & Management (AREA)
- Human Resources & Organizations (AREA)
- Engineering & Computer Science (AREA)
- Economics (AREA)
- Strategic Management (AREA)
- Development Economics (AREA)
- Theoretical Computer Science (AREA)
- Entrepreneurship & Innovation (AREA)
- Marketing (AREA)
- General Physics & Mathematics (AREA)
- General Business, Economics & Management (AREA)
- Tourism & Hospitality (AREA)
- Physics & Mathematics (AREA)
- Quality & Reliability (AREA)
- Operations Research (AREA)
- Game Theory and Decision Science (AREA)
- Educational Administration (AREA)
- Health & Medical Sciences (AREA)
- General Health & Medical Sciences (AREA)
- Primary Health Care (AREA)
- Traffic Control Systems (AREA)
- Management, Administration, Business Operations System, And Electronic Commerce (AREA)
Abstract
The specification provides an aircraft scheduling method and device under an emergency condition, wherein the method comprises the following steps: acquiring information of available airplanes, flight information and a destination airport; the information of available airplanes includes the current airport and transport capacity; establishing all available plans of each available airplane for reaching the destination airport under the condition of preset time according to the current airport, flight information and the destination airport of the available airplane; calculating the congestion degree of all available planned routes; selecting the path planning of each available airplane with the aim of realizing the optimal route congestion degree of all available airplanes; and calculating comprehensive evaluation data according to the path planning and the transport capacity of the available airplanes, and selecting the available airplanes which are ahead of the comprehensive evaluation data and accumulated the transport capacity to reach the required transport capacity as dispatching airplanes. The method takes global route congestion degree, capacity meeting emergency situations and other factors into consideration in planning, so that overall optimization of the scheduling plan under various evaluation indexes is realized.
Description
Technical Field
The invention relates to the technical field of aviation scheduling, in particular to an airplane scheduling method and device under an emergency condition.
Background
The air transportation has the advantage of realizing rapid long-distance transportation, and can be used as an emergency transportation means when an emergency occurs. For example, during the earthquake of Wenchuan in 2008, a large amount of rescue goods and rescue personnel are quickly transported to airports around seismic sources such as the North Chongqing river and Kunming water by air transportation, so as to realize the quick transportation and aggregation of various rescue forces to disaster-stricken areas.
However, when emergency response is required in the face of an emergency, normal shipping order still needs to be considered to avoid the impact on normal flight operations and airline operations due to airplane utilization. Currently, the scheduling of the emergency use of the aircraft during an emergency has an impact on the degree of airway congestion and the operation of normal flights, and also seriously affects the normal planning and revenue of the airline company, and does not realize the overall optimization based on various practical situations.
Disclosure of Invention
The specification provides an airplane scheduling method and device under emergency conditions, and aims to solve the problem that other factors are not considered to achieve overall optimization when an airplane is scheduled in an emergency due to an emergency.
In one aspect, the present description provides a method for scheduling an aircraft in an emergency, including:
acquiring information of available airplanes, flight information and a destination airport; the information of the available airplane comprises the current airport and the transport capacity;
establishing all available plans of the available airplanes for reaching the destination airport under the condition of preset time according to the current airport of the available airplanes, the flight information and the destination airport; calculating the congestion degree of all available planned routes;
selecting a path plan of each available airplane from available plans of each available airplane with the aim of realizing the optimal route congestion degree of all the available airplanes;
and calculating comprehensive evaluation data according to the path planning and the transport capacity of the available airplanes, and selecting the available airplanes which are ahead of the comprehensive evaluation data and have accumulated the transport capacity to reach the required transport capacity as dispatching airplanes.
Optionally, with a goal of achieving the best degree of congestion of all available airplanes, selecting a path plan of each available airplane from available plans of each available airplane, including:
when more than two available airplanes carry out a certain flight to reach the respective optimal route congestion degree, selecting the available airplane with the lower optimal route congestion degree to carry out the certain flight.
Optionally, the information of the available aircraft includes a current time length to be overhauled;
in order to achieve the best degree of route congestion of all available airplanes, the method for selecting the path plan of each available airplane from the available plans of each available airplane comprises the following steps:
and under the condition that the current airports of at least two available airplanes are the same, aiming at the available airplanes positioned at the same current airport, sequentially allocating the corresponding available airplanes to realize the path planning with the best air route congestion degree according to the sequence from large to small of the current time length to be overhauled.
Optionally, the preset time condition includes;
to the destination airport over a maximum of d flights, or within a threshold time.
Optionally, the information of the available aircraft includes a current time length to be overhauled;
establishing all available plans of each available aircraft to arrive at the destination airport under preset time conditions, including:
establishing a possible plan for each available aircraft to reach the destination airport under a preset time condition;
calculating the calculated time length to be overhauled when the destination airport is reached according to the current time length to be detected and the possible planned flight time;
and selecting the possible plans of which the calculated time length to be overhauled is still larger than a preset value as the available plans.
Optionally, calculating comprehensive evaluation data according to the path planning and the capacity of the available aircraft includes:
calculating other evaluation data of the available airplane under path planning;
carrying out synclastic processing and normalizing processing on other evaluation data and the capacity of the available airplane;
calculating an optimal scheme and a worst scheme according to other evaluation data and the transport capacity of each available airplane;
calculating the optimal closeness and the worst closeness corresponding to each available airplane according to the other evaluation data and the transport capacity of each available airplane and the optimal scheme and the worst scheme;
and calculating the comprehensive evaluation data according to the optimal closeness and the worst closeness.
In another aspect, the present disclosure provides an aircraft scheduling apparatus in an emergency situation, including:
the information acquisition module is used for acquiring information of available airplanes, flight information and destination airports; the information of the available airplane comprises the current airport and the transport capacity;
the planning construction module is used for establishing all available plans of the available airplanes for reaching the destination airport under the condition of preset time according to the current airport of the available airplanes, the flight information and the destination airport; calculating the congestion degree of all available planned routes;
a route selection module, configured to select a route plan of each available aircraft from available plans of each available aircraft, with a goal of achieving the best route congestion degree of all the available aircraft;
and the scheduling determination module is used for calculating comprehensive evaluation data according to the path planning and the transport capacity of the available airplanes, and selecting the available airplanes which are ahead of the comprehensive evaluation data and accumulated the transport capacity to reach the required transport capacity as scheduling airplanes.
Optionally, when more than two available airplanes fly a flight to reach respective optimal route congestion degrees, the path selection module selects the available airplane with the lower optimal route congestion degree to fly the flight.
Optionally, the information of the available aircraft includes a current time length to be overhauled;
and under the condition that the current airports of at least two available airplanes are the same, aiming at the available airplanes located at the same current airport, the path selection module sequentially allocates the corresponding available airplanes to realize the path planning with the best air route congestion degree according to the sequence of the current time length to be overhauled from large to small.
Optionally, the scheduling determination module calculates comprehensive evaluation data according to the path planning and the capacity of the available aircraft, and includes:
calculating other evaluation data of the available airplane under path planning;
carrying out synclastic processing and normalizing processing on other evaluation data and the capacity of the available airplane;
calculating an optimal scheme and a worst scheme according to other evaluation data and the transport capacity of each available airplane;
calculating the optimal closeness and the worst closeness corresponding to each available airplane according to the other evaluation data and the transport capacity of each available airplane and the optimal scheme and the worst scheme;
and calculating the comprehensive evaluation data according to the optimal closeness and the worst closeness.
According to the airplane scheduling method and device under the emergency condition, after available airplanes which can be used for executing emergency flight executing tasks are screened out, the optimal flight executing path planning of all the available airplanes is set according to the current flight, and the situation that after corresponding flight executing planning is executed, the congestion degree of an airway in the whole control area is in a better range, oversaturation of the airway of a destination airport is avoided, the airways of other airports are too loose, and normal flights are greatly influenced is avoided. When how to select the available airplane is considered, the comprehensive evaluation data is calculated by considering other factors besides the transportation capacity factor, so that the overall optimization of the dispatching plan under various evaluation indexes is realized.
In the invention, the technical schemes can be combined with each other to realize more preferable combination schemes. Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and drawings.
Drawings
The drawings are only for purposes of illustrating particular embodiments and are not to be construed as limiting the invention, wherein like reference numerals are used to designate like parts throughout.
FIG. 1 is a flow chart of a method for scheduling an aircraft in an emergency situation according to an embodiment;
FIG. 2 is a flow diagram of computing composite ratings data provided by an embodiment;
FIG. 3 is a schematic diagram of an aircraft dispatching device in an emergency situation provided by an embodiment;
wherein: 11-information acquisition module 11, 12-planning construction module 12, 13-path selection module 13, 14-scheduling determination module 14.
Detailed Description
The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate preferred embodiments of the invention and together with the description, serve to explain the principles of the invention and not to limit the scope of the invention.
The embodiment of the specification provides an aircraft scheduling method under an emergency situation, which is used for scheduling and overall optimization in a global scope when an emergency occurs and the aggregation of available aircraft to a destination needs to be quickly realized.
Fig. 1 is a flowchart of an aircraft scheduling method in an emergency situation according to an embodiment. As shown in fig. 1, the method of the present embodiment includes steps S101 to S105.
S101: information of available airplanes, flight information and destination airports are obtained.
In step S101, the information of the available airplane includes an airport where the available airplane is currently located and the transportation capacity of the available airplane. It should also be noted that the available aircraft are aircraft capable of meeting the conditions for adapting to the take-off and landing at the destination airport; in general, it is possible to determine whether a certain aircraft can be adapted to the requirements of the destination airport by the aircraft model, the grade of the destination airport and the geographic characteristics of the destination airport, so that the available aircraft can be determined by the aircraft model and the type of the destination airport. In this embodiment, the point data set c is used by the available aircrafti，ci＝{pi,yi,xiIn which p isiIndicating the airport where the available aircraft is currently located, yiRepresenting the capacity, x, of the aircraftiRepresenting its model.
Flight information is information of all flights globally ranging from the current time period to a point in time in the future. For one flight information, a flight number, departure time, departure airport, arrival time, and arrival airport may be included. In the present embodiment, a point data set f is used for each flight informationiSet representation, fj＝{fjd,ps,pe,ts,teIn which fidNumbering flights, psFor airport departure, peFor airport arrival, tsTime to departure, teTime to port.
The destination airport is an airport close to the emergency place and needs to realize rapid personnel gathering and operation. In the present embodiment, the destination airport uses a point data set pkIs represented by the formula pk＝{pname,lo,laE }, where pnameIs the name of an airport,/oFor airport longitude,/aIs the airport latitude and e is the altitude of the airport.
And S102, establishing all available plans of the available airplanes for reaching the destination airport under the preset time condition according to the current airports, flight information and the destination airport of the available airplanes.
Step S102 is to associate the current airport where the available aircraft is located, the flight information, and the destination airport, and determine all possible flight paths for each available aircraft to reach the destination airport from the current airport where the available aircraft is located when the preset time condition is satisfied, where the flight paths are embodied by the flight information or by a combination of the flight information.
In practical applications, there may be several cases: (1) the departure airport of a certain flight is the current airport of a certain available airplane, and the arrival airport is the destination airport; (2) the departure airport of a flight is the current airport of an available airplane, the arrival airport is a transit airport, and other flights connect the transit airport with the destination airport, namely, the available airplane can fly from the current airport to the destination airport through a plurality of flights; (3) the current airport of some available airplanes cannot make a connection to the destination airport via one or more flights, i.e., some available airplanes cannot fly to the destination airport on normal flights.
In this embodiment, only the foregoing cases (1) and (2) are considered, and the case (3) is not considered, or a current airport and a destination airport of an available airplane are connected by some special representation methods to represent that such an available airplane cannot perform a flight mission.
In this embodiment, the association between the airport where the available airplane is currently located and the flight, the association between the flight and the flight, and the association between the flight and the destination airport can be established in the following three forms.
1. Starting edge
The starting edge represents the association of the flight with the airport where the available aircraft is currently located. If the aircraft point data set ciP in (1)iWith f in flight point data setiP in (1)sSame, then the starting edge can be established
2. Connecting edge
The connection-edge connection enables association of the associated flight with the flight through the transit airport. If a flight fAirport peDeparture airport p from another flight fsSame and the arrival time t of a flightePlus the transition time tkBefore the departure time t of another flightsThen a connecting edge can be established
3. Terminating edge
The terminating edge represents the association of the flight with the destination airport. If the destination airport p is the same as the arrival airport for a flight f, a terminating edge may be established
Subsequently, by connecting the aforementioned starting edge, connecting edge and terminating edge, an available plan for each available aircraft to reach the destination airport can be obtained.
In emergency situations, in order to meet emergency requirements, the available airplanes are required to be dispatched within a certain time, so that the available airplanes can arrive at destination airports. Therefore, in the process of establishing all available plans, corresponding preset time conditions are required.
In practical applications, the corresponding preset time conditions may be as follows: (1) arrival at the destination airport before a threshold time; (2) and arrives at the destination airport after a maximum of d flights. Under the condition of (1), the execution time of each plan needs to be calculated, whether the execution time is before threshold time is judged, and whether the corresponding plan is an available plan is judged; in case (2), the maximum possible number of flights for the available plan may then be determined with d as a component.
S103: and calculating the congestion degree of all available planned routes.
According to actual aviation planning, the airway congestion comprises two situations of airport congestion and airline congestion, and the airway congestion degree of a certain flight can be obtained by adding the corresponding airport congestion degree and airline congestion degree. The congestion level of the available planning route is obtained by adding the congestion of all flights constituting the available planning. It should be noted that the degree of available planned route congestion is only relevant to flights, without regard to other various influencing factors.
In one particular application of the present description, F is usedNiIndicating traffic at airport i, CNiIndicating the Capacity of airport i, αiWeight representing airport i, FLjIndicates the flow of the route j, CLjIndicating capacity of route j, βjRepresenting the weight of the route j, the congestion degree of each flight is expressed by formula one.
The constraint conditions to be satisfied by the formula one are n is less than or equal to d, 0 is more than α and less than or equal to 1
FLj＝CLj。
In this embodiment, if there is no slave airport psThe route to the destination airport, then βj＝1,FLj＝CLj。
In the case where the degree of congestion of each flight is known, the degree of congestion of each route constituting the available plans is added to obtain the degree of congestion of each route of the available plans.
S104: and selecting the path plan of each available airplane from the available plans of each available airplane with the aim of realizing the optimal route congestion degree of all the available airplanes.
In step S104, an available plan that optimizes the degree of congestion of the route among all available plans for each available aircraft is selected as the route plan. In this step, several situations are possible: (1) the available plans of each available aircraft do not relate to the same flight, and therefore the path plan can be determined directly in the available plans of each available aircraft. (2) Where the available plans for multiple available aircraft relate to the same flight and the available plans relating to the same flight affect the selection of the path plans for each available aircraft, then the available plans for multiple available aircraft are required to determine the corresponding path plans synthetically.
For (1) of the preceding paragraph, this embodiment requires no special consideration. For the (2) of the previous paragraph, the present embodiment adopts the following method: when two or more available airplanes carry out certain flight to reach respective optimal route congestion degree, comparing the optimal route congestion degree of each available airplane, and selecting the available airplane with the lower optimal route congestion degree to carry out the certain flight; correspondingly, the optimal route congestion degrees corresponding to other available airplanes are abandoned, and the available routes with the optimal route congestion degrees are selected again from other available routes corresponding to the optimal route congestion degrees until the path plans of all available airplanes are selected. The method can avoid influencing the use of busy routes as much as possible and reduce the influence on the normal aviation control order.
In practical applications, in addition to the available plans with multiple available airplanes having the same flights, there may be a problem that multiple available airplanes are located at the same current airport with the same available plans. To solve this problem, the solution of this embodiment is: and comparing the current time length to be overhauled of the available airplanes positioned at the same current airport, and sequentially allocating the paths with the best air route congestion degree to the corresponding available airplanes according to the sequence from large to small of the current time length to be overhauled. It is conceivable that an available aircraft is more suitable for performing a flight mission if the available aircraft is currently in service for a longer period of time, and that waste of time to reach a destination airport due to the need for regular service is avoided as much as possible.
In practical application, single point data c of airplaneiIn addition to may include pi,yi,xiIn addition, can also include miAnd tim，miInterval time, t, representing the maintenance level m for the aircraftimAnd the accumulated flight time of the airplane for executing the flight task execution maintenance level m is represented. By mi-timThe current time length to be overhauled of the airplane can be determined; as the time of flight of the aircraft increases, timAnd correspondingly increased.
In addition, in the case of considering the maintenance of the empty aircraft, in step S102, when all available plans of the available aircraft are considered, the current time duration to be maintained of each available aircraft is also considered, so as to avoid the problem that the available aircraft needs to be maintained when flying to the destination airport, and a large number of aircraft to be maintained are retained at the destination airport and cannot leave quickly.
The substeps of determining an available plan in step S102, taking into account the current time to overhaul of each available aircraft, are described here: establishing a possible plan for each available airplane to arrive at a destination airport under a preset time condition; calculating the time length to be overhauled of the destination airport according to the current time length to be detected and the possible planned flight time; and selecting a possible plan with the calculated overhaul time length still larger than the preset value as an available plan. In this embodiment, it is assumed that each available aircraft has only one level of overhaul time; in practical applications, each available aircraft may include a plurality of time periods to be overhauled, and each time period to be overhauled corresponds to a different overhaul grade and overhaul item. In practical application, the time length data to be overhauled of the available airplane can be correspondingly set according to specific conditions.
In step S104, known mathematical algorithms such as a depth-first search algorithm may be used to quickly calculate a path plan corresponding to each available aircraft. The contents of the related mathematical algorithms can be referred to the corresponding technical literature, and the embodiments of the present specification are not described further.
Step S104, planning the flight configuration with the minimum possible congestion degree of each available airplane flight-carrying path; because the degree of congestion of the air route when each available airplane flies is as small as possible, the degree of congestion of the air route in the control area can be also as small as possible.
By adopting the steps S101 to S104, the available airplanes that can be used for executing the emergency flight execution task are screened out, and the optimal flight execution path planning of all available airplanes is set according to the current flight, so that after the corresponding flight execution planning is executed, the congestion degree of the air route in the whole control area is in a better range, and the problems that the air route of a destination airport is oversaturated, the air routes of other airports are too loose, and the normal flight is greatly influenced do not occur.
S105: and calculating comprehensive evaluation data according to the path planning and the transport capacity of the available airplanes, and selecting the available airplanes which are ahead of the comprehensive evaluation data and accumulated the transport capacity to reach the required transport capacity as dispatching airplanes.
The comprehensive evaluation data is used for evaluating the benefits which can be achieved by each available aircraft when the aircraft executes the corresponding planning path; the higher the overall evaluation data, the better the overall benefit that the available aircraft can achieve.
In practice, in addition to considering the foregoing necessary factors, in one embodiment, time and economic benefit may be considered in the comprehensive evaluation data, and the weight of the capacity, the time and the economic benefit may be different in different cases. Of course, in other embodiments, the comprehensive evaluation data may include other evaluation indexes besides the capacity, time and economic benefit, or the comprehensive evaluation data only includes two evaluation indexes of the capacity and the time.
Fig. 2 is a flowchart for calculating comprehensive evaluation data according to the embodiment. As shown in FIG. 2, in one embodiment, the calculation of the composite evaluation data in step S105 employs steps S1051-S1055.
S1051: and calculating other evaluation data except for the capacity of the available airplane under the path planning.
For example, in the case where the other evaluation data is time and economic benefit, the time may be time for which the available aircraft arrives at the destination airport, and the economic benefit may be economic benefit achieved by the available aircraft in the process of arriving at the destination airport, that is, the unit capacity gain of the available aircraft. In one case, capacity is directly expressed as the passenger capacity of the aircraft, and the economic benefit of the flight is the ratio of the ticket revenue to the maximum passenger capacity and distance traveled by the aircraft.
In one particular application, the capacity, time and economic data obtained for each available aircraft is as follows.
S1052: and carrying out syntropy processing and normalization processing on other evaluation data and the capacity.
The homography processing is to homomorph the change of various indexes and the influence on the comprehensive evaluation data. In the foregoing application, the smaller the time is, the better the comprehensive evaluation data corresponding to the smaller the time is, and the larger the other evaluation indexes are, the better the comprehensive evaluation data corresponding to the larger the time is, so that the time is negated to realize the same direction, and the specific application can adopt
Wherein T is the time when the available airplane arrives at the destination airport, and T' is the result after the same direction.
For convenience of representation, the data matrix X is constructed by using the evaluation indexes of the available airplanes after the homography processing. Each row of data in the data matrix X represents evaluation index data for one available aircraft.
The normalization process is to normalize each column in the data matrix X, that is, to homogenize each column data in the data matrix X for subsequent operation. In this embodiment, normalization processing may be performed by using a formula two, and a normalized normalization matrix Z is constructed.
And S1053, calculating an optimal scheme and a worst scheme according to the evaluation data and the capacity of each available airplane.
The optimal solution and the worst solution in step S1053 may not be the actually available solutions, but may be the best solution and the worst solution constructed according to all the evaluation data.
In one particular application, the optimal solution is Z+The worst case is Z-，Z+＝(max{z11,z21,…zn1},max{z12,z22,…zn2},max{z13,z23,…zn3})，Z-＝(min{z11,z21,…zn1},min{z12,z22,…zn2},min{z13,z23,…zn3})。
The optimal solution and the worst solution can be used as two extreme points for subsequent evaluation of each data.
S1054: and calculating the optimal closeness and the worst closeness of each available airplane according to the other evaluation data and the capacity of each available airplane and the optimal scheme and the worst scheme.
S1055: and calculating comprehensive evaluation data according to the optimal closeness and the worst closeness.
In the specific embodiment of the present specification, because the optimal solution and the worst solution are used as two extreme points of the constructed N-dimensional evaluation space (N is the number of evaluation parameters), the farther the evaluation data of each available aircraft is from the worst solution, and the closer the evaluation data is to the optimal solution, the better the solution is. Therefore, the mean-capable and evaluation data of each available airplane are calculated through the calculated optimal nearness and the calculated worst nearness, and corresponding comprehensive evaluation data are obtained.
In this embodiment, the optimal closeness may be represented by formula three, and the worst closeness may be represented by formula four.
In the formula three and the formula four, the first,
indicating the optimal proximity corresponding to the ith available aircraft,
indicating the corresponding worst proximity w of the ith available aircraftjIs the weight of the j-th attribute after normalization, which can be determined according to the importance degree of each evaluation parameter.
After the optimal closeness and the worst closeness are determined, comprehensive evaluation data can be obtained by adopting a fifth formula.
In the fifth formula, HiRepresents the comprehensive evaluation data of the ith available airplane, and H is more than or equal to 0i≤1,Hi→1。
After the comprehensive evaluation data of all available airplanes are obtained through the steps S1051-S1055, the comprehensive evaluation data of all available airplanes can be sequenced, and the obtained transport capacity meets the requirement
The n available airplanes in the top rank can be used as dispatching airplanes.
Of course, in addition to calculating the comprehensive evaluation data of each available aircraft by adopting the steps S1051 to S1055 to realize the ranking of each available aircraft, other ranking algorithms meeting the application requirements can be adopted to obtain the comprehensive evaluation data of each available aircraft to realize the ranking of the sequence selection order of the available aircraft.
In step S105, when selecting a scheduling aircraft from all available aircraft, the scheduling aircraft is selected not by using a single capacity index, but by comprehensively considering such factors as time efficiency and profit-and-benefit efficiency, so that the scheduling aircraft finally selected under a specific evaluation condition can meet the capacity requirement, and factors such as airline profit and time benefit can be taken into account. In combination with the step S104, considering the optimization of the global route congestion degree, the final scheduling plan obtained in the present embodiment realizes the overall optimization of various parameters.
In addition to providing the foregoing method for scheduling an aircraft in an emergency situation, embodiments of the present specification also provide an aircraft scheduling device in an emergency situation. The airplane dispatching device under emergency and the airplane dispatching method in the foregoing adopt the same inventive concept, and can solve the same technical problems and achieve the same technical effects. The following only describes the components of the airplane dispatching device in emergency situations, and the corresponding technical effects can be seen in the foregoing.
FIG. 3 is a schematic diagram of an aircraft dispatching device in an emergency situation according to an embodiment. As shown in fig. 3, the apparatus includes an information acquisition module 11, a plan construction module 12, a path selection module 13, and a schedule determination module 14.
The information acquisition module 11 is used for acquiring information of available airplanes, flight information and destination airports; the information of available airplanes includes the current airport and transport capacity;
the planning construction module 12 is configured to establish all available plans of each available aircraft reaching a destination airport under a preset time condition according to the current airport, flight information and the destination airport of the available aircraft; calculating the congestion degree of all available planned routes;
the route selection module 13 is configured to select a route plan of each available aircraft from the available plans of each available aircraft, with a goal of achieving the best route congestion degree of all available aircraft;
the dispatching determination module 14 is used for calculating comprehensive evaluation data according to the path planning and the transport capacity of the available airplanes, and selecting the available airplanes which are ahead of the comprehensive evaluation data and accumulated the transport capacity to reach the required transport capacity as dispatching airplanes.
In a specific application, there may be two or more available airplanes to perform a flight to reach the respective optimal route congestion degree, and the route selection module 13 selects an available airplane with a smaller optimal route congestion degree to perform a flight, so that other available airplanes select a route plan among other available plans.
In a particular application, the information of available aircraft includes a current length of time to be overhauled; under the condition that the current airports of the at least two available airplanes are the same, aiming at the available airplanes located at the same current airport, the path selection module 13 sequentially allocates the corresponding available airplanes to realize the path planning with the best air route congestion degree according to the sequence from the large to the small of the current time length to be overhauled.
In one particular application, the schedule determination module 14 calculates the composite assessment data based on the path planning and capacity of the available aircraft, including: calculating other evaluation data of the available airplane under the path planning; the homodromous processing and the normalization processing can use other evaluation data and the transport capacity of the airplane; calculating an optimal scheme and a worst scheme according to other evaluation data and the transport capacity of each available airplane; calculating the optimal approach and the worst approach corresponding to each available airplane according to other evaluation data and the transport capacity of each available airplane and the optimal scheme and the worst scheme; and calculating comprehensive evaluation data according to the optimal closeness and the worst closeness.
In addition to providing the foregoing method and apparatus for scheduling an aircraft in an emergency situation, an embodiment of the present disclosure further provides a storage medium, where a program code for implementing the foregoing method for scheduling an aircraft is stored in the storage medium, and when the program code is loaded by an electronic device, the program code executes the foregoing method for scheduling an aircraft in an emergency situation.
The embodiment of the specification also provides electronic equipment. The electronic equipment comprises a memory and a processor, wherein the memory stores a program code for realizing the airplane dispatching method in a storage medium, and the processor executes the airplane dispatching method under the emergency condition after loading the code in the memory.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are also included in the scope of the present invention.
Claims (10)
1. An aircraft scheduling method in an emergency situation, comprising:
acquiring information of available airplanes, flight information and a destination airport; the information of the available airplane comprises the current airport and the transport capacity;
establishing all available plans of the available airplanes for reaching the destination airport under the condition of preset time according to the current airport of the available airplanes, the flight information and the destination airport; calculating the congestion degree of all available planned routes;
selecting a path plan of each available airplane from available plans of each available airplane with the aim of realizing the optimal route congestion degree of all the available airplanes;
and calculating comprehensive evaluation data according to the path planning and the transport capacity of the available airplanes, and selecting the available airplanes which are ahead of the comprehensive evaluation data and have accumulated the transport capacity to reach the required transport capacity as dispatching airplanes.
2. The method of claim 1,
in order to achieve the best degree of route congestion of all available airplanes, the method for selecting the path plan of each available airplane from the available plans of each available airplane comprises the following steps:
when more than two available airplanes carry out a certain flight to reach the respective optimal route congestion degree, selecting the available airplane with the lower optimal route congestion degree to carry out the certain flight.
3. The method according to claim 1 or 2,
the information of the available airplane comprises the current time length to be overhauled;
in order to achieve the best degree of route congestion of all available airplanes, the method for selecting the path plan of each available airplane from the available plans of each available airplane comprises the following steps:
and under the condition that the current airports of at least two available airplanes are the same, aiming at the available airplanes positioned at the same current airport, sequentially allocating the corresponding available airplanes to realize the path planning with the best air route congestion degree according to the sequence from large to small of the current time length to be overhauled.
4. The method of claim 1, wherein the preset time condition comprises;
to the destination airport over a maximum of d flights, or within a threshold time.
5. The method according to claim 1 or 4,
the information of the available airplane comprises the current time length to be overhauled;
establishing all available plans of each available aircraft to arrive at the destination airport under preset time conditions, including:
establishing a possible plan for each available aircraft to reach the destination airport under a preset time condition;
calculating the calculated time length to be overhauled when the destination airport is reached according to the current time length to be detected and the possible planned flight time;
and selecting the possible plans of which the calculated time length to be overhauled is still larger than a preset value as the available plans.
6. The method according to any one of claims 1, 2 or 4,
calculating comprehensive evaluation data according to the path planning and the transport capacity of the available airplane, wherein the comprehensive evaluation data comprises the following steps:
calculating other evaluation data of the available airplane under path planning;
carrying out synclastic processing and normalizing processing on other evaluation data and the capacity of the available airplane;
calculating an optimal scheme and a worst scheme according to other evaluation data and the transport capacity of each available airplane;
calculating the optimal closeness and the worst closeness corresponding to each available airplane according to the other evaluation data and the transport capacity of each available airplane and the optimal scheme and the worst scheme;
and calculating the comprehensive evaluation data according to the optimal closeness and the worst closeness.
7. An aircraft dispatching device in an emergency situation, comprising:
the information acquisition module is used for acquiring information of available airplanes, flight information and destination airports; the information of the available airplane comprises the current airport and the transport capacity;
the planning construction module is used for establishing all available plans of the available airplanes for reaching the destination airport under the condition of preset time according to the current airport of the available airplanes, the flight information and the destination airport; calculating the congestion degree of all available planned routes;
a route selection module, configured to select a route plan of each available aircraft from available plans of each available aircraft, with a goal of achieving the best route congestion degree of all the available aircraft;
and the scheduling determination module is used for calculating comprehensive evaluation data according to the path planning and the transport capacity of the available airplanes, and selecting the available airplanes which are ahead of the comprehensive evaluation data and accumulated the transport capacity to reach the required transport capacity as scheduling airplanes.
8. The method of claim 7,
when more than two available airplanes carry out a certain flight to reach the respective optimal route congestion degree, the path selection module selects the available airplane with the lower optimal route congestion degree to carry out the certain flight.
9. The method according to claim 7 or 8,
the information of the available airplane comprises the current time length to be overhauled;
and under the condition that the current airports of at least two available airplanes are the same, aiming at the available airplanes located at the same current airport, the path selection module sequentially allocates the corresponding available airplanes to realize the path planning with the best air route congestion degree according to the sequence of the current time length to be overhauled from large to small.
10. The method according to claim 7 or 8,
the scheduling determination module calculates comprehensive evaluation data according to the path planning and the capacity of the available airplane, and comprises the following steps:
calculating other evaluation data of the available airplane under path planning;
carrying out synclastic processing and normalizing processing on other evaluation data and the capacity of the available airplane;
calculating an optimal scheme and a worst scheme according to other evaluation data and the transport capacity of each available airplane;
calculating the optimal closeness and the worst closeness corresponding to each available airplane according to the other evaluation data and the transport capacity of each available airplane and the optimal scheme and the worst scheme;
and calculating the comprehensive evaluation data according to the optimal closeness and the worst closeness.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010105093.XA CN111461393B (en) | 2020-02-20 | 2020-02-20 | Airplane dispatching method and device under emergency condition |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010105093.XA CN111461393B (en) | 2020-02-20 | 2020-02-20 | Airplane dispatching method and device under emergency condition |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111461393A true CN111461393A (en) | 2020-07-28 |
| CN111461393B CN111461393B (en) | 2022-09-02 |
Family
ID=71681466
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010105093.XA Active CN111461393B (en) | 2020-02-20 | 2020-02-20 | Airplane dispatching method and device under emergency condition |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111461393B (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114491317A (en) * | 2022-04-18 | 2022-05-13 | 中国民航大学 | Centralized deicing operation method and system for airplane, storage medium and computer equipment |
| CN115310733A (en) * | 2022-10-12 | 2022-11-08 | 珠海翔翼航空技术有限公司 | Multi-airplane stowage balance optimization method, system and equipment |
| CN115392886A (en) * | 2022-10-28 | 2022-11-25 | 中国民用航空总局第二研究所 | Time reporting method, time reporting device, storage medium and processor of arrival airplane |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101464966A (en) * | 2008-12-31 | 2009-06-24 | 中山大学 | Method for planning airplane flight based on inheritance algorithm |
| CN101477649A (en) * | 2008-12-31 | 2009-07-08 | 中山大学 | Air flight planning method based on particle swarm algorithm |
| CN103218681A (en) * | 2013-03-19 | 2013-07-24 | 天津市市政工程设计研究院 | Aviation hub emergency management and control method |
| US20190147748A1 (en) * | 2017-11-16 | 2019-05-16 | The Boeing Company | Airport congestion determination for effecting air navigation planning |
-
2020
- 2020-02-20 CN CN202010105093.XA patent/CN111461393B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101464966A (en) * | 2008-12-31 | 2009-06-24 | 中山大学 | Method for planning airplane flight based on inheritance algorithm |
| CN101477649A (en) * | 2008-12-31 | 2009-07-08 | 中山大学 | Air flight planning method based on particle swarm algorithm |
| CN103218681A (en) * | 2013-03-19 | 2013-07-24 | 天津市市政工程设计研究院 | Aviation hub emergency management and control method |
| US20190147748A1 (en) * | 2017-11-16 | 2019-05-16 | The Boeing Company | Airport congestion determination for effecting air navigation planning |
Non-Patent Citations (2)
| Title |
|---|
| 方杰: ""突发情况下应急运力调度理论与方法研究"", 《中国优秀博硕士学位论文全文数据库（博士） 工程科技II辑》 * |
| 马辉，林晨: ""航班调度应急管理研究"", 《中国民航学院学报》 * |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114491317A (en) * | 2022-04-18 | 2022-05-13 | 中国民航大学 | Centralized deicing operation method and system for airplane, storage medium and computer equipment |
| CN115310733A (en) * | 2022-10-12 | 2022-11-08 | 珠海翔翼航空技术有限公司 | Multi-airplane stowage balance optimization method, system and equipment |
| CN115392886A (en) * | 2022-10-28 | 2022-11-25 | 中国民用航空总局第二研究所 | Time reporting method, time reporting device, storage medium and processor of arrival airplane |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111461393B (en) | 2022-09-02 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| Ghelichi et al. | Logistics for a fleet of drones for medical item delivery: A case study for Louisville, KY | |
| US10661902B1 (en) | Artificial intelligence system for estimating excess non-sapient payload capacity on mixed-payload aeronautic excursions | |
| CN111461393B (en) | Airplane dispatching method and device under emergency condition | |
| Özdamar et al. | Emergency logistics planning in natural disasters | |
| Macias et al. | Optimal hub selection for rapid medical deliveries using unmanned aerial vehicles | |
| US9500482B2 (en) | Flight planning system and method using four-dimensional search | |
| CN102651176A (en) | Methods and systems for managing air traffic | |
| CN112949978B (en) | Emergency reserve landing field selection method based on collaborative optimization | |
| CN102651175A (en) | Methods and systems for managing air traffic | |
| US20140019033A1 (en) | Generalized Arrival Planning | |
| US11674837B2 (en) | Dynamic fuel tankering | |
| Kang et al. | Improving airline fuel efficiency via fuel burn prediction and uncertainty estimation | |
| Dancila et al. | Vertical flight profile optimization for a cruise segment with RTA constraints | |
| Jensen et al. | Fuel Efficiency Benefits and Implementation Consideration for Cruise Altitude and Speed Optimization in the National Airspace System | |
| CN113222497B (en) | Method for selecting address of aviation material sharing center library based on METRIC | |
| Yan et al. | Aircraft fleet route optimization based on cost and low carbon emission in aviation line alliance network | |
| Kang et al. | Quantile Regression–Based Estimation of Dynamic Statistical Contingency Fuel | |
| US11295276B1 (en) | System and method for managing maintenance items within a transportation system | |
| Krile et al. | New approach in definition of multi-stop flight routes | |
| Reiman | Enterprise analysis of strategic airlift to obtain competitive advantage through fuel efficiency | |
| US11610494B2 (en) | Aircraft flight route determination systems and methods | |
| Wang et al. | A Recommendation for Flight Extra Fuel Based on Random Forest | |
| Mogensen | Service network design optimization for Army Aviation lift planning | |
| Boling et al. | Understanding Fleet Impacts of Formation Flight | |
| Calderón-Meza et al. | Adaptive agents in NAS-wide simulations: A case-study of CTOP and SWIM |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |