A smart hub efficient entry control method and smart hub management platform

Abstract

The present application relates to the field of smart logistics technology and provides a method for efficient entry control of smart hubs and a smart hub management platform. The method comprises the following steps: predicting a first entry time of a currently signed-in vehicle at a first entrance and the fastest second entry time of the currently signed-in vehicle at each other entrance; if the difference between the first entry time and the second entry time is greater than or equal to a preset waiting threshold, sending a dispatch instruction to the currently signed-in vehicle to instruct the currently signed-in vehicle to queue for entry from the second entrance corresponding to the fastest second entry time. Based on this, efficient entry control of a multi-entry park can be achieved.

Description

Technical Field

[0001] The present application relates to the field of smart logistics technology, and in particular to a smart hub efficient entry control method, a smart hub management platform, and a computer-readable storage medium. Background Art

[0002] Logistics hubs are key nodes in the logistics system, centrally implementing multiple functions such as cargo collection, storage, distribution, and transshipment. Typically composed of a cluster of logistics facilities and a center for organizing logistics activities, they play a central role in the logistics network, characterized by wide coverage, strong agglomeration effects, excellent service capabilities, and high operational efficiency.

[0003] Logistics hubs are also called logistics parks. Most of the vehicles entering and leaving the hub on a daily basis are large freight vehicles with a large volume of traffic. Therefore, during peak hours, there are often too many vehicles queuing at the entrance, causing congestion at the entrance and making it difficult to effectively guide the traffic, thus affecting the efficiency of vehicle entry. Summary of the Invention

[0004] In order to achieve efficient vehicle entry and reduce congestion at the entrance, the embodiments of the present application provide a smart hub efficient entry control method, a smart hub management platform and a computer storage medium.

[0005] On the one hand, the smart hub efficient entry control method provided by the embodiment of the present application is applied to the smart hub management platform, including the steps of: predicting the first entry time of the currently signed-in vehicle at the first entrance, and the fastest second entry time of the currently signed-in vehicle at each other entrance, wherein the first entrance is the check-in entrance of the currently signed-in vehicle; if the difference between the first entry time and the second entry time is greater than or equal to a preset waiting threshold, sending a scheduling instruction to the currently signed-in vehicle to instruct the currently signed-in vehicle to queue for entry from the second entrance corresponding to the fastest second entry time; and when it is monitored that the currently signed-in vehicle signs in at the second entrance, assigning the entry number of the second entrance to the currently signed-in vehicle, and writing the entry number into the calling queue of the second entrance; wherein the calling device at the second entrance calls based on the calling queue.

[0006] In an embodiment of the present application, the entrances are allocated and scheduled according to the predicted waiting time of the currently signed-in vehicle at each entrance. When the first entrance is congested and the waiting time is too long, the entrance that can enter the fastest can be selected for the currently signed-in vehicle, so as to realize the diversion and guidance of the incoming vehicles. At the same time, by controlling the timing of writing the entry number into the calling queue, it is ensured that the number will be called only when the currently signed-in vehicle arrives at the second entrance, avoiding the situation where the vehicle is called in advance before arriving, thereby improving the user experience.

[0007] In one embodiment, while sending the dispatch instruction to the currently checked-in vehicle, the admission number is sequentially generated according to the numbering situation at the second entrance. Accordingly, writing the admission number into the calling queue of the second entrance includes: inserting the admission number into the calling queue according to a preset calling sequence in the calling queue to ensure that the calling device calls the number based on the preset calling sequence.

[0008] Based on the above technical solution, compared with the on-site number allocation and first-come-first-called method in the existing technology, the queuing experience of the dispatched vehicles can be ensured.

[0009] In one embodiment, after the step of sending a dispatch instruction to the currently checked-in vehicle, the method further includes: if a dispatch rejection message is received from the currently checked-in vehicle or the currently checked-in vehicle is not monitored to leave the first entrance check-in area within a first preset time period, the entry number of the first entrance is assigned to the currently checked-in vehicle.

[0010] Based on the above technical solution, space for independent selection can be provided for currently signed-in vehicles, which is also conducive to the flexible scheduling of on-site staff.

[0011] In one embodiment, the method further includes, when it is monitored that the calling device is broadcasting the admission number, sending the vehicle identification information of the currently checked-in vehicle to the admission control device at the second entrance and instructing the admission control device to release the currently checked-in vehicle.

[0012] Based on the above technical solution, by controlling the timing of sending vehicle identification information to the admission management device, it can be ensured that only called vehicles are allowed to enter at the moment, avoiding premature entry due to traffic congestion.

[0013] In one embodiment, the method further includes: when it is monitored that the number of admission numbers in the calling queue exceeds a preset queuing threshold, instructing the calling device to execute an accelerated calling strategy, and when the number of admission numbers in the calling queue is less than the preset queuing threshold, instructing the calling device to execute a sequential calling strategy.

[0014] Based on the above technical solution, by real-time monitoring of the number of admission numbers in the call queue and adjusting the call strategy when there are too many vehicles in the queue, a more flexible operating space is provided for the park admission management.

[0015] In one implementation, the accelerated calling strategy includes: determining the number of vehicles that can complete loading and unloading and exit before the preset exit time based on the current manpower situation of each platform and the manpower requirements for loading and unloading of queued vehicles, and using the number of vehicles as the first group length, determining the first group of vehicles from the calling queue in sequence; sorting the first group of vehicles according to the loading and unloading manpower requirements, and calling them to enter in ascending order.

[0016] Based on the above-mentioned accelerated calling strategy, when there are too many vehicles in the queue, the overall entry efficiency can be improved by fully mobilizing the park's operating manpower and grouping entry.

[0017] In one embodiment, the method further includes: after all vehicles in the first group enter the site, generating a manpower dispatch instruction based on the preset exit time and remaining loading and unloading requirements.

[0018] In one embodiment, before the prediction step, the method further includes: determining a vehicle that signed in first from a sign-in pool as the current sign-in vehicle.

[0019] Based on the same inventive concept, an embodiment of the present application also provides a smart hub management platform, which is connected to the calling equipment and admission control equipment at each entrance, and the above method performs admission control on each entrance.

[0020] In addition, an embodiment of the present application further provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the above-mentioned smart hub efficient entry control method.

[0021] In summary, the embodiments of the present application include at least the following beneficial technical effects:

[0022] 1. Realize the diversion of queuing vehicles into the venue to avoid congestion at one entrance while other entrances are idle, thereby improving entry efficiency.

[0023] 2. Dynamically adjust the calling strategy to fully mobilize human resources when the queue is too long, and improve overall admission efficiency through effective grouping and admission sequence adjustment. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The drawings that constitute a part of this application are used to provide a further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute an improper limitation on this application.

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0026] Figure 1 A schematic diagram of the structure of the smart hub management system provided in an embodiment of the present application is shown.

[0027] Figure 2 A flow chart of the efficient entry control method for a smart hub provided in an embodiment of the present application is shown.

[0028] Figure 3 A flow chart of a method for predicting a second entry time provided in an embodiment of the present application is shown.

[0029] Figure 4 A flow chart of a method for predicting driving time provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0030] The following will be combined with the accompanying drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0031] In the description of the embodiments of the present application, unless otherwise specified, "multiple" means two or more, and "first", "second" and various numerical numbers are only distinctions for the convenience of description and are not used to limit the scope of the embodiments of the present application.

[0032] The features, structures, or characteristics of this application may be combined in any suitable manner in one or more embodiments. In the various embodiments of this application, the order of the sequence numbers of the processes does not necessarily indicate the order of execution. The order of execution of the processes should be determined by their functions and inherent logic, and should not constitute any limitation on the implementation of the embodiments of this application.

[0033] Some optional features in the embodiments of the present application can be implemented independently in some scenarios without relying on other features to solve corresponding technical problems and achieve corresponding effects. They can also be combined with other features in some scenarios according to needs.

[0034] In this application, unless otherwise specified, the same or similar parts between the various embodiments can refer to each other. In the various embodiments of this application, unless otherwise specified and there is no logical conflict, the terms and / or descriptions between different embodiments are consistent and can be referenced to each other. The technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships. The implementation methods of this application do not constitute a limitation on the scope of protection of this application.

[0035] The following describes the embodiments of the present application in detail with reference to the accompanying drawings.

[0036] Please refer to Figure 1 The smart hub management system includes a number-calling device 102 (indicated by 102a, 102b, and 102c in the diagram), an admission control device 103 (indicated by 103a, 103b, and 103c in the diagram), and a smart hub management platform 101 (hereinafter referred to as the management platform). The number-calling device 102 provides a voice announcement function, while the admission control device 103 identifies incoming vehicles and determines whether to allow them to pass based on the identification results. In one example, the admission control device 103 includes a gate and an image recognition device. In another example, the admission control device 103 may be integrated with the number-calling function.

[0037] A calling device 102 and a set of admission control equipment 103 are arranged in a group at the same park entrance. The calling devices (102a, 102b, 102c) and admission control equipment (103a, 103b, 103c) at each entrance of the park are all connected to the management platform 101 through the network.

[0038] The management platform 101 is implemented using computer software and can be deployed on a local server in the park or in the cloud. Users can access it through various means, such as web pages, apps, and mini-programs. The management platform 101 can include multiple business function modules to manage various types of park services, such as a warehousing management module, a procurement and sales management module, a transportation management module, and a park management module. The park management module is used to implement traffic control and human resources management in the park.

[0039] The smart hub efficient entry control method provided in this application embodiment is mainly implemented based on the park management module. Please refer to Figure 2 , Figure 2 The control method provided in the embodiment of the present application is illustrated, which specifically includes the following steps:

[0040] S201 , predicting a first entry time of a currently signed-in vehicle at a first entrance, and a fastest second entry time of the currently signed-in vehicle at other entrances.

[0041] Specifically, the park can issue numbers (reservation numbers) in advance according to the predicted capacity. After obtaining the reservation number, the driver will go to the park to sign in at the appointment time. After signing in, he can obtain an admission number and queue up for entry according to the admission number.

[0042] In one implementation, corresponding electronic fences can be pre-set according to the geographical location of each entrance and the preset check-in range to realize automatic check-in of vehicles. That is, when a reserved vehicle enters the electronic fence of a certain entrance, the reserved check-in will be automatically completed, and the park management module will identify the vehicle as a checked-in vehicle and store its information in the check-in pool. It is worth noting that in some application scenarios, vehicles need to enter according to the appointment time. Therefore, after the vehicles that arrive early complete the check-in, their information will first be stored in the waiting pool, and by setting a trigger for the waiting pool, the vehicle's information will be written into the check-in pool when the appointment time is reached, thus ensuring that the vehicle is arranged to enter as scheduled.

[0043] The sign-in pool contains the vehicle information that has completed the appointment sign-in at each entrance. In this step, the park management module can determine the vehicle that signed in first from the sign-in pool as the current sign-in vehicle. This ensures that the vehicles that signed in first are given priority for entry queue processing, avoiding the user experience being affected by the later signed-in vehicles receiving queue responses in advance.

[0044] It is worth noting that the sign-in pool is only used to store information about vehicles that have signed in but have not entered the queue state. When the park management module takes out the information of the first signed-in vehicle, the vehicle information will be deleted from the sign-in pool.

[0045] The first entrance is the check-in entrance for the currently signed-in vehicle. The park management module can predict the first entry time of the currently signed-in vehicle based on the current queue number at the first entrance, the historical entry speed, and the adjustment coefficient.

[0046] In one example, the number of vehicles currently queuing at the first entrance is X, the historical entry rate is Y vehicles per hour, the adjustment coefficient is A, and the current time is TS. Then the predicted waiting time TD of the currently signed-in vehicle is TD=A(X+1) / Y, and the first entry time T1=TS+TD.

[0047] The historical entry speed may be the vehicle entry speed at the first entrance within a preset historical period, for example, the average vehicle entry speed within the previous three hours, or the average vehicle entry speed within the same period of the three previous days corresponding to the two hours before and after the current time. In some embodiments, the median of the vehicle entry speeds within the preset historical period may also be used as the historical entry speed.

[0048] The adjustment factor A is used to correct the predicted time and reduce the gap between the predicted value and the actual value. The adjustment factor A can be calculated based on the historical predicted waiting time and the historical actual waiting time. In one embodiment, A=TD h / TZ h , where TD h TZ is the predicted waiting time of the vehicle that has entered the station closest to the current time. h The actual waiting time of the vehicle that has entered the site. The initial value of A is 1 and is updated in real time according to the latest vehicle that has entered the site. The park management module implements real-time update of the A value by setting a trigger at the entrance control device. That is, when the entrance control device opens the gate, the trigger sends an A value update notification to the park management module to trigger the park management module to update the A value corresponding to the entrance.

[0049] Practice has shown that the efficiency of vehicle entry is affected by many factors, including the operating efficiency within the park, the amount of loading and unloading tasks for vehicles already in the park, and the traffic conditions within the park. Therefore, when determining the A value, we can first determine whether there are already vehicles waiting in line at the entrance, and whether the difference between the entry time of the most recent vehicle that has entered and the current time exceeds the prediction validity period. If there are already vehicles waiting in line at the entrance and the difference exceeds the prediction validity period, the A value is set to the historical maximum value to avoid unreasonable scheduling caused by optimistic predictions.

[0050] In this step, if Figure 3 As shown, the method for predicting the fastest second entry time of the currently checked-in vehicle at each other entrance specifically includes:

[0051] S301, respectively calculating the predicted driving time for the currently checked-in vehicle to reach other entrances.

[0052] S302, respectively calculating the predicted queuing time of the currently checked-in vehicle at each other entrance.

[0053] The method for predicting the queuing time in step S302 is the same as the above method and will not be described in detail.

[0054] S303 , summing the predicted travel time and the corresponding predicted queuing time of each other entrance to obtain the predicted waiting time of each other entrance.

[0055] S304: Calculate and obtain a second entry time based on the minimum value determined among the predicted waiting times.

[0056] In one embodiment of step S301, the predicted driving time can be calculated based on the driving route and traffic conditions from the first entrance to other entrances, which can be achieved with the help of navigation software. However, due to the remote location of some parks, the nearby roads and traffic conditions are not included in the existing navigation software, so it is impossible to make a prediction based on the existing navigation software. Figure 4 In another embodiment, the predicted driving duration may be obtained based on historical driving records, specifically including:

[0057] S401: Acquire road monitoring data from a first entrance to a target entrance.

[0058] Among them, the target entrance is the other predicted entrance, and the road monitoring data includes real-time monitoring images of multiple key monitoring points. The real-time monitoring images of the key monitoring points are collected by various video surveillance devices deployed on the driving route from the first entrance to the target entrance. The key monitoring points include intersections, narrow roads, traffic lights and other places where congestion is prone to occur.

[0059] S402: performing identification and analysis on each real-time monitoring image, and setting a congestion value for each key monitoring point according to the analysis result.

[0060] In one implementation, the number of vehicles and their speeds in real-time surveillance images can be identified, and a congestion value can be set based on the vehicle data and speeds. In one example, the number of vehicles can be directly marked as the congestion value, or the speed can be marked as the congestion value. In another example, the congestion value can be calculated based on the number of vehicles and the speed. Specifically, the greater the number of vehicles and the slower the speed, the greater the congestion. Because traffic conditions outside each park vary, the congestion value marking method can be set according to actual conditions, and this application is not limited to this.

[0061] S403: Calculate the current road congestion parameter based on the congestion values ​​and the positional relationship of the key monitoring points.

[0062] In one embodiment, the congestion parameters of the current road can be obtained by summing up the congestion values. In actual applications, it has been found through research that the congestion conditions of adjacent key monitoring points will affect each other. When congestion occurs at adjacent key monitoring points, the impact on the traffic of the current road will produce a superimposed effect. Therefore, simply summing up cannot more accurately reflect the congestion conditions of the current road. Based on this, in another embodiment, weights can be introduced to amplify the impact of the congestion values ​​of adjacent key monitoring points on the road congestion parameters. Specifically, the key monitoring points where congestion occurs can be screened out based on a preset congestion threshold, and the number N of adjacent key monitoring points where congestion occurs can be determined. Based on N, the weight base M (M is greater than 1) is amplified and calculated to obtain the weight value B. Then, based on the weight B, the congestion values ​​of the key monitoring points where congestion occurs or the sum of the congestion values ​​is amplified to obtain the congestion parameters of the road. The amplification calculation method includes amplification based on an exponential function or a power function, that is, B=NM or B=M N The preset congestion threshold may be determined based on the number of vehicles or the vehicle speed, that is, when the number of vehicles exceeds the preset threshold or falls below the preset speed, congestion is determined to have occurred.

[0063] Based on this, the set congestion value can be made more in line with the actual situation, while also magnifying the differences between various congestion situations, making subsequent matching results more accurate.

[0064] S404: Match historical driving data closest to the current road congestion parameter from the historical driving records.

[0065] Among them, historical driving data includes historical road congestion parameters and historical driving time.

[0066] S405: Determine the historical driving duration as the predicted driving duration.

[0067] Based on the above method, the predicted driving time of the currently checked-in vehicle from the first entrance to each other entrance can be obtained respectively.

[0068] Based on the predicted driving time and predicted queuing time corresponding to each other entrance, the predicted entry time corresponding to each other entrance can be calculated, and then the fastest second entry time can be determined.

[0069] S202, determining the relationship between the difference between the first admission time and the second admission time and a preset waiting threshold. If the difference is greater than or equal to the preset waiting threshold, executing step S203a; if less than, executing step S203b.

[0070] Among them, the preset waiting threshold is the fluctuation time that is acceptable to drivers under normal circumstances. It can be determined based on historical data, and can also be flexibly adjusted based on user demand feedback to correct the predicted deviation. When the difference is less than the first entry time, it indicates that if the currently signed-in vehicle queues up to enter at the first entrance, it may need to wait a little longer than entering at other entrances, and this waiting time is acceptable, so it is still chosen to enter at the first entrance. If the difference is greater than or equal to the preset waiting threshold, it indicates that the waiting time is too long, which will significantly affect the user experience. In one implementation, the preset waiting threshold can be adjusted according to the first entry time. The later the first entry time, the smaller the preset waiting threshold, so as to increase the frequency of scheduling and ensure the overall entry rhythm. In another implementation, the preset waiting threshold can be set according to the historical prediction deviation.

[0071] S203a, sending a dispatch instruction to the currently signed-in vehicle to instruct the currently signed-in vehicle to queue up for entry from the second entrance corresponding to the fastest second entry time.

[0072] The park management module can send a dispatch instruction to the driver or administrator of the currently signed-in vehicle through system messages, text messages, phone calls, etc. to notify the currently signed-in vehicle to drive to the second entrance.

[0073] To enhance user experience and provide flexible operation space for on-site dispatch, the driver can choose to accept or reject the dispatch instruction according to the actual situation. Therefore, after sending the dispatch instruction to the currently checked-in vehicle, the following steps are also included to determine whether the currently checked-in vehicle has accepted the instruction:

[0074] If a dispatch rejection message is received from the currently checked-in vehicle or the currently checked-in vehicle is not detected leaving the check-in area at the first entrance within the first preset time period, the driver's intention is recognized as rejecting the dispatch instruction, and step S203b is executed; otherwise, step S204 is executed.

[0075] S203b, assign the admission number of the first entrance to the current signed-in vehicle, and write the admission number into the calling queue of the first entrance. So far, the current signed-in vehicle obtains the admission number and can queue at the first entrance to wait for the number to be called for admission.

[0076] S204, monitoring whether the currently checked-in vehicle enters the check-in area at the second entrance within the second preset time period, if so, executing step S205a; otherwise, executing step S205b.

[0077] S205a, assigning an admission number for the second entrance to the currently signed-in vehicle, and writing the admission number for the second entrance into the calling queue of the second entrance.

[0078] The park management module will only allocate and write the entry number for the second entrance into the queue after monitoring the current signed-in vehicle entering the sign-in area at the second entrance. On the one hand, it can deepen the driver's impression of the entry number, and on the other hand, it can ensure that the vehicles in the called queue arrive near the entrance, allowing for quick entry.

[0079] In one implementation, in order to reduce the waiting time of the currently signed-in vehicle being dispatched, the park management module generates an entry number in advance based on the numbering situation at the second entrance while sending a dispatch instruction to the currently signed-in vehicle. In this way, it can be ensured that the currently signed-in vehicle can obtain the latest entry number at the current moment. Accordingly, when the currently signed-in vehicle enters the check-in area at the second entrance, the entry number can be inserted into the call queue according to the preset call sequence in the call queue to ensure that the call device calls based on the preset call sequence. Compared with the principle of first come first served, dispatched vehicles can be given priority according to the entry number, without having to worry about waiting for the number due to traffic problems. This improves the driver's acceptance of the dispatch instruction and facilitates the platform's entrance diversion control.

[0080] S205b, determine the location of the currently signed-in vehicle, analyze the reason for not entering on time, and handle it according to the reason.

[0081] In one example, if the currently checked-in vehicle has driven 3 kilometers out of the park, indicating that the driver has given up on this entry, an early warning message can be sent to the fleet manager and the current dispatch can be terminated.

[0082] It can be seen that compared with the situation in the prior art where vehicles can only queue up at the check-in entrance to enter, the embodiment of the present application can alleviate congestion at each entrance and improve the efficiency of vehicle entry by uniformly writing the checked-in vehicles at each entrance into a check-in pool and performing entrance diversion scheduling for the checked-in vehicles based on the check-in pool. This avoids congestion at one entrance while other entrances are relatively idle. At the same time, by predicting the queuing time of the current checked-in vehicle at each entrance and allocating it to the entrance corresponding to the fastest queuing time, it can be guaranteed to a large extent that the entrance allocated to the current checked-in vehicle is the current optimal option, thereby improving the user experience.

[0083] Based on the above method, the park management module 101 writes the admission number for each entrance into the corresponding call queue, synchronizes the call queue to the corresponding call devices 102a, 102b, and 102c, and instructs the call device 102 to call numbers based on the received call queue. For example, the call device 102b at the second entrance calls numbers based on the call queue for the second entrance issued by the park management module.

[0084] It is worth noting that since the call queue stores the entry numbers corresponding to vehicles that have entered the corresponding check-in area and is inserted in sequence, it can be seen that the call queue is subject to change at any time. Therefore, when the park management device writes the entry number to the local call queue, it must promptly synchronize the new queue to the call device to ensure that the call device can call according to the latest queue.

[0085] Furthermore, when the park management module detects that the number-calling device is broadcasting the entry number, it can send the vehicle identification information of the currently signed-in vehicle to the corresponding admission control device and instruct the admission control device to release the currently signed-in vehicle. Since the entrance waiting area is large and the parking positions of vehicles in the queue are difficult to control, they are generally parked on a first-come, first-served basis. To avoid this situation where vehicles are not parked in the order called, the park management module sends vehicle information based on the content broadcast by the number-calling device. The admission control device only needs to release vehicles based on the real-time vehicle identification information received, ensuring orderly entry, while also reducing the requirements for the admission control device.

[0086] Typically, the call device broadcasts calls based on a sequential call strategy within the call queue. In a preferred implementation, when the campus management module detects that the number of admission numbers in the call queue exceeds a preset queuing threshold, it instructs the call device to execute an accelerated call strategy. If the number of admission numbers in the call queue falls below the preset queuing threshold, it instructs the call device to execute a sequential call strategy. This allows for dynamic adjustment of the call strategy to further optimize admission efficiency.

[0087] In one implementation, the accelerated calling strategy includes: determining the number of vehicles that can complete loading and unloading and exit before the preset exit time based on the current manpower situation of each platform and the manpower requirements for loading and unloading of queued vehicles, and using this number of vehicles as the length of the first group, sequentially determining the first group of vehicles from the calling queue; sorting the first group of vehicles according to the manpower requirements for loading and unloading, and calling them to enter in ascending order. Among them, the current platform manpower situation can be input in advance by the park management personnel, and the manpower requirements for loading and unloading of queued vehicles can be estimated based on the information reported by the driver when signing in, or estimated based on the waybill information associated with the queued vehicles. The preset exit time can be determined based on the predicted exit time of the vehicles in the first group. Specifically, the preset exit time should be earlier than the latest predicted exit time of the vehicles in the first group.

[0088] Furthermore, once all vehicles in the first group have arrived, a manpower dispatch instruction is generated based on the preset exit time and remaining loading and unloading requirements. Before all vehicles in the first group arrive, platform loading and unloading personnel can be arranged on-site based on actual conditions. Once all vehicles in the first group arrive, to ensure that all vehicles can exit the platform within the preset exit time, the park management module determines whether personnel dispatch is needed, including staffing increases and operations, based on the remaining operating time and remaining loading and unloading requirements. The module then generates a manpower dispatch instruction, instructing the park administrator to dispatch personnel according to the dispatch instruction.

[0089] Another embodiment of the present application relates to a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the above-mentioned method for efficient entry control of smart hubs.

[0090] Those skilled in the art will appreciate that all or part of the steps in the above-described embodiments can be implemented by instructing related hardware through a program. The program is stored in a storage medium and includes a number of instructions for causing a device (such as a microcontroller or chip) or a processor to execute all or part of the steps in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, a mobile hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0091] The above are all preferred embodiments of the present application, and are not intended to limit the scope of protection of the present application. Therefore, any equivalent changes made based on the structure, shape, and principle of the present application should be included in the scope of protection of the present application.

Claims

1. A smart hub efficient admission control method, characterized by: The method is applied to the smart hub management platform and includes the following steps: Predicting a first entry time of a currently signed-in vehicle at a first entrance, and the fastest second entry time of the currently signed-in vehicle at each other entrance, wherein the first entrance is the check-in entrance of the currently signed-in vehicle; If the difference between the first entry time and the second entry time is greater than or equal to a preset waiting threshold, a dispatch instruction is sent to the currently checked-in vehicle to instruct the currently checked-in vehicle to queue up for entry from the second entrance corresponding to the fastest second entry time; When the currently signed-in vehicle is detected to have signed in at the second entrance, the vehicle is assigned an admission number for the second entrance and the admission number is written into the calling queue of the second entrance; wherein the calling device at the second entrance calls the number based on the calling queue; When it is monitored that the number of admission numbers in the calling queue exceeds a preset queuing threshold, the calling device is instructed to execute an accelerated calling strategy; and when the number of admission numbers in the calling queue is less than the preset queuing threshold, the calling device is instructed to execute a sequential calling strategy; The accelerated calling strategy includes: Based on the current manpower situation of each platform and the manpower requirements for loading and unloading of queued vehicles, the number of vehicles that can complete loading and unloading and exit before the preset exit time is determined, and the number of vehicles is used as the first group length, and the first group of vehicles is determined in order from the called queue; Sort the vehicles in the first group according to the loading and unloading manpower requirements, and call them into the yard in ascending order; The method further comprises: When all vehicles in the first group enter the site, a manpower dispatch instruction is generated based on the preset exit time and the remaining loading and unloading requirements.

2. The method according to claim 1, wherein While sending the dispatch instruction to the currently checked-in vehicle, sequentially generating the admission number according to the numbering situation at the second entrance, and accordingly writing the admission number into the calling queue of the second entrance includes: According to the preset calling sequence in the calling queue, the admission number is inserted into the calling queue to ensure that the calling device calls the number based on the preset calling sequence.

3. The method according to claim 1, wherein After the step of sending the dispatch instruction to the currently checked-in vehicle, the method further includes: If a refusal scheduling message is received from the currently signed-in vehicle or the currently signed-in vehicle is not detected leaving the first entrance sign-in area within a first preset time period, an admission number for the first entrance is assigned to the currently signed-in vehicle.

4. The method according to claim 1, wherein The method also includes, when monitoring the calling device to broadcast the admission number, sending the vehicle identification information of the currently checked-in vehicle to the admission control device at the second entrance and instructing the admission control device to release the currently checked-in vehicle.

5. The method according to claim 1, wherein Before predicting the first entry time of the currently signed-in vehicle at the first entrance and the fastest second entry time of the currently signed-in vehicle at each other entrance, the following steps are further included: The vehicle that signed in first is determined from the sign-in pool as the current sign-in vehicle.

6. A smart hub management platform, characterized by: The platform is connected to the calling equipment and admission control equipment at each entrance, and performs admission control on each entrance based on the method described in any one of claims 1 to 5.

7. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the efficient entry control method for a smart hub according to any one of claims 1 to 5 is implemented.

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