Unmanned ferry vehicle dynamic planning method and system, electronic equipment and storage medium

Abstract

The invention belongs to the field of traffic resource allocation, and relates to an unmanned ferry vehicle dynamic planning method and system, electronic equipment and a storage medium. Respectively obtaining a flight quantity weight value, a flight take-off remaining time weight value, a boarding gate position weight value and a vulnerable passenger weight value of each region; performing normalization constraint on each weight value of each region, and calculating the unmanned ferry vehicle demand of each region to obtain the unmanned ferry vehicle demand score of each region; generating a target number of the unmanned ferry vehicles in each region based on the unmanned ferry vehicle demand score in each region; and dynamically adjusting the number of the unmanned ferry vehicles in each region according to the target number of the unmanned ferry vehicles in each region and the current number of the unmanned ferry vehicles. The problems that the utilization rate of a civil aviation airport terminal building is low, the passenger conveying efficiency is low, and the intelligent operation level of an unmanned ferry vehicle is low are solved.

Description

Technical Field

[0001] The present invention relates to the field of traffic resource allocation, and specifically discloses a method, system, electronic equipment and storage medium for dynamic planning of an unmanned shuttle bus. Background Art

[0002] With the continued growth of global air transport volume, modern civil aviation airports are accelerating their intelligent transformation. Currently, passenger shuttle services between departure and transfer areas at airport terminals rely primarily on manually driven vehicles. These vehicles remain at the mechanized stage of their technology, failing to achieve a deep integration of digitalization and intelligence.

[0003] In departure-level passenger ferrying scenarios, drivers rely on manual inquiries to obtain information about passengers' target gates. This system lacks data integration capabilities with smart terminals, and route planning relies entirely on the driver's subjective judgment. When ferrying passengers from a transfer gate to another, passengers must walk or randomly intercept passing shuttles to complete cross-zone travel. The entire terminal ferrying process is manually driven, lacking intelligent, unmanned operations. This results in low terminal utilization, inefficient passenger transportation, and a failure to meet the emerging demands of smart airport development. Summary of the Invention

[0004] The purpose of the present invention is to provide a method, system, electronic device and storage medium for dynamic planning of unmanned shuttle buses to solve the problems of low utilization rate of civil aviation airport terminals, low efficiency in transporting passengers and low level of intelligent operation of unmanned shuttle buses.

[0005] The specific scheme of the present invention is as follows: A dynamic planning method for an unmanned shuttle bus, comprising: Based on the real-time data of the number of flights, remaining time for flight departure, gate location, and number of vulnerable passengers in each region, the weight values ​​of the number of flights, remaining time for flight departure, gate location, and vulnerable passengers in each region are obtained respectively; After normalizing and constraining the weight values ​​of each area, the demand for autonomous shuttle vehicles in each area is calculated to obtain the demand score for autonomous shuttle vehicles in each area; Generate the target number of autonomous shuttles in each region based on the autonomous shuttle demand score of each region; The number of unmanned shuttle buses in each area is dynamically adjusted based on the target number of unmanned shuttle buses in each area and the current number of unmanned shuttle buses.

[0006] In some embodiments, it further includes: Obtain real-time information on the power consumption of autonomous shuttle buses and the number of future flights in each area; Predict the workload of autonomous shuttle buses in each region based on the future number of flights in each region; The charging order of the unmanned shuttle buses in each area is planned based on the power consumption and working intensity of the unmanned shuttle buses in each area.

[0007] In some embodiments, further comprising: Adjust the charging location of the unmanned shuttle buses according to the workload of each area; When the charging piles in a certain area cannot meet the charging needs of the unmanned shuttle, the unmanned shuttle will be adjusted to the charging piles in the area where charging is possible for charging.

[0008] In some embodiments, further comprising: Based on the basic data of passengers in the unmanned shuttle bus, the boarding gate is obtained. According to the boarding gate, the location of the stop to be stopped, the number of passengers getting off at the stop and the remaining boarding time are obtained; The shortest route for the unmanned shuttle is obtained based on the locations of the stops from nearest to farthest. Based on the number of passengers getting off at the station and the remaining boarding time, the unmanned shuttle bus's operating path with the maximum number of passengers getting off at the station and the shortest remaining boarding time is obtained, and the unmanned shuttle bus's green channel path is generated; The shortest path of the unmanned shuttle bus is integrated with the green channel path of the unmanned shuttle bus to generate the target path of the unmanned shuttle bus.

[0009] In some embodiments, a method for obtaining a boarding gate based on basic data of passengers in an unmanned shuttle bus includes: After boarding the bus, passengers can select the departure gate through the unmanned shuttle bus screen, or scan their boarding pass through the unmanned shuttle bus's scanning device.

[0010] In some embodiments, further comprising: Set the station location based on the number of passengers at the gate; When the number of passengers at the boarding gate reaches a first limit, a stop location is set corresponding to the boarding gate; When the sum of the number of passengers at multiple boarding gates does not reach a first limit value, multiple boarding gates are jointly set to one station location.

[0011] In some embodiments, further comprising: Adjust the path width of the unmanned shuttle based on the boarding gate location; When a boarding gate position is set, the path width of the unmanned shuttle bus is increased to a first preset width, and when no boarding gate position is set, it is reduced to a second preset width.

[0012] The present invention also relates to an unmanned shuttle dynamic planning system, which is used for the above-mentioned unmanned shuttle dynamic planning method, comprising: The data acquisition module is used to obtain various data information of each area; The unmanned shuttle bus quantity adjustment module is used to dynamically adjust the number of unmanned shuttle buses in each area based on the number of flights in each area, the remaining time of flight departure, the location of the boarding gate, and the number of vulnerable passengers; The unmanned shuttle charging sequence planning module is used to plan the charging sequence of unmanned shuttles in each area based on the power consumption and working intensity of the unmanned shuttles in each area; The unmanned shuttle charging position adjustment module is used to adjust the unmanned shuttle charging position according to the working intensity of the unmanned shuttle in each area; The unmanned shuttle bus path planning module is used to obtain the boarding gate based on the basic data of passengers in the unmanned shuttle bus, and obtain the location of the station where the shuttle bus needs to stop, the number of passengers getting off at the station, and the remaining boarding time based on the boarding gate. The target path of the unmanned shuttle bus is generated based on the location of the station where the shuttle bus needs to stop, the number of passengers getting off at the station, and the remaining boarding time. The station location planning module is used to set the station location according to the number of passengers at the boarding gate; The unmanned shuttle path width adjustment module is used to adjust the unmanned shuttle path width based on the boarding gate location.

[0013] The present invention also relates to an electronic device, comprising: a processor and a memory; the memory is used to store executable instructions of the processor, and the processor is configured to execute the above-mentioned unmanned shuttle dynamic planning method by executing the executable instructions.

[0014] The present invention also relates to a computer storage medium having a computer program stored thereon. When the computer program is executed by a processor, the above-mentioned unmanned shuttle dynamic planning method is implemented.

[0015] Compared with the prior art, the present invention has the following advantages and beneficial effects: The present invention plans and adjusts the number of unmanned shuttle buses in each area, the charging order of the unmanned shuttle buses, the target path of the unmanned shuttle buses, the location of the station, the charging location of the unmanned shuttle buses, and the width of the unmanned shuttle bus path through the real-time acquired flight information, passenger information, and power level of the unmanned shuttle buses in each area of ​​the terminal. It realizes the dynamic planning and adjustment of the unmanned shuttle buses in each area, improves the utilization rate of the terminal, the efficiency of transporting passengers, and the intelligent operation level of the unmanned shuttle buses, and is suitable for smart airports. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 Schematic diagram of various areas of the terminal building in an embodiment of the present invention.

[0017] Figure 2 This is a flow chart of the dynamic adjustment of the number of unmanned shuttle buses in each area in an embodiment of the present invention.

[0018] Figure 3 4 is a block diagram of a dynamic planning system for an unmanned shuttle bus in an embodiment of the present invention.

[0019] Figure numbers: 1-terminal, 2-unmanned shuttle departure area, 21-security inspection area, 22-central parking area, 23-unmanned shuttle automatic charging area in the departure area, 24-unmanned shuttle storage area in the departure area, 25-unmanned shuttle departure path, 3-first area, 31-walking path in the first area, 32-connecting area in the first area, 33-unmanned shuttle path in the first area, 34-station location in the first area, 35-unmanned shuttle boarding and disembarking area in the first area, 36-boarding gate in the first area, 361-first boarding gate in the first area, 362-second boarding gate in the first area, 363-first transfer check-in and check-out gate in the first area, 364-second transfer check-in and check-out gate in the first area, 37-transfer unmanned shuttle storage area in the first area, 38-first area Domain unmanned shuttle automatic charging area, 39-first area unmanned shuttle operation area, 4-second area, 41-second area walking path, 42-second area connecting area, 43-second area unmanned shuttle path, 44-second area station location, 45-second area unmanned shuttle boarding and disembarking area, 46-second area boarding gate, 461-second area first boarding gate, 462-second area second boarding gate, 463-second area first transfer check-in and check-out gate, 464-second area second transfer check-in and check-out gate, 47-second area transfer unmanned shuttle storage area, 48-second area unmanned shuttle automatic charging area, 49-second area unmanned shuttle operation area, 5-unmanned shuttle transfer path, 6-first parking area, 7-second parking area. DETAILED DESCRIPTION

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0021] like Figure 1 As shown, the functional areas of the civil aviation airport terminal include the unmanned shuttle bus departure area 2, the first area 3, the second area 4, the unmanned shuttle bus transfer path 5, the first parking area 6 and the second parking area 7.

[0022] The unmanned shuttle bus departure area 2 is a preliminary work area where passengers pass through security checks and the unmanned shuttle bus waits for passengers to board. The unmanned shuttle bus departure area 2 includes a security check area 21, a central parking area 22, an unmanned shuttle bus automatic charging area 23 in the departure area, an unmanned shuttle bus storage area 24 in the departure area, and an unmanned shuttle bus departure path 25.

[0023] Among them, passengers entering the airport arrival terminal 1 first pass through security check, and then go to the central parking area of ​​the unmanned shuttle bus departure area.

[0024] Central parking area 22 is a dedicated parking spot for automated shuttle buses. It connects to the security check area 21, the automated shuttle charging area 23 in the departure area, the automated shuttle storage area 24 in the departure area, and the automated shuttle departure path 25. When an automated shuttle bus carrying passengers travels from central parking area 22 to the automated shuttle departure path 25, it enters the driving phase. After the automated shuttle bus in the central parking area departs, a vacant automated shuttle bus is dispatched from the automated shuttle storage area 24 in the departure area to the security check area 21 to await passenger boarding. When no passengers are boarding or the minimum charging threshold is reached, the shuttle bus automatically travels to the automated shuttle charging area 23 in the departure area to complete its automatic charging process.

[0025] The unmanned shuttle bus automatic charging area 23 in the departure area provides automatic charging for the unmanned shuttle bus.

[0026] The unmanned shuttle bus storage area 24 in the departure area is used to store vacant unmanned shuttle buses. When the unmanned shuttle buses in the central parking area 22 leave, unmanned shuttle buses can be quickly dispatched to supplement the central parking area 22.

[0027] The unmanned shuttle bus departure path 25 is a dedicated channel for the unmanned shuttle bus departure stage. The unmanned shuttle bus departure path 25 connects the unmanned shuttle bus path 33 in the first area and the unmanned shuttle bus path 43 in the second area.

[0028] The first area 3 is the side of the terminal boarding gate that is closer to the central parking area. The first area 3 includes the first area walking path 31, the first area connecting area 32, the first area unmanned shuttle path 33, the first area station location 34, the first area unmanned shuttle boarding and disembarking area 35, the first area boarding gate 36, the first area transfer unmanned shuttle storage area 37, the first area unmanned shuttle automatic charging area 38 and the first area unmanned shuttle operation area 39.

[0029] The first area walking path 31 is a pedestrian passage in the first area of ​​the terminal building.

[0030] The first-area connecting zone 32 connects the first-area pedestrian path 31 with the first-area unmanned shuttle path 33. The first-area connecting zone 32 serves to separate the unmanned shuttle path from the pedestrian walkway. The width of the first-area connecting zone can be appropriately adjusted to ensure the width of the first-area unmanned shuttle path is wide enough to meet the operational requirements of the unmanned shuttle.

[0031] The first-area unmanned shuttle route 33 represents the route through which the first route must operate. It connects the unmanned shuttle departure route 25 and the first-area unmanned shuttle boarding and alighting area 35. Unmanned shuttles carry departing passengers from the unmanned shuttle departure route 25 to the first area 3. Furthermore, unmanned shuttles transfer passengers from the first terminal area to the second terminal area via the unmanned shuttle transfer route 5 along the first-area unmanned shuttle route 33. The width of the first-area unmanned shuttle route is determined based on the physical area of ​​the terminal and the physical conditions required for unmanned operation. The width of the unmanned shuttle route is determined by appropriately adjusting the width of the first-area connecting area.

[0032] The first area station location 34 is a station for the unmanned shuttle bus to stop at the location of the first area boarding gate. The first area station location 34 includes the first area ordinary boarding gate stop location and the first area transfer check-in and check-out gate stop location.

[0033] The first-area unmanned shuttle boarding and disembarking area 35 connects the first-area stop 34 and the first-area boarding gate 36. After passengers arrive at the first-area stop 34 from the central parking area 22 of the unmanned shuttle departure area 2, they proceed through the first-area unmanned shuttle boarding and disembarking area 35 to the first-area transfer boarding gate, which is the first-area transfer boarding and disembarking gate. Transfer passengers exit the first-area transfer boarding and disembarking gate at the first-area transfer boarding and disembarking gate and wait for the arrival of the unmanned shuttle bus at the first-area unmanned shuttle boarding and disembarking area 35.

[0034] The first-area boarding gates 36 include first-area general boarding gates and first-area transfer check-in and check-out gates. The first-area general boarding gates include first-area first boarding gate 361 and first-area second boarding gate 362. The first-area transfer check-in and check-out gates include first-area first transfer check-in gate 363 and first-area second transfer check-in gate 364.

[0035] The first area transfer unmanned shuttle bus storage area 37 is used to store unmanned shuttle buses that transport transfer passengers.

[0036] The first area, the unmanned shuttle automatic charging area 38, is used to provide automatic charging for the transfer unmanned shuttle.

[0037] The first-area unmanned shuttle operation area 39 is a dedicated operating path for transfer unmanned shuttles. It connects the first-area unmanned shuttle path 33, the first-area transfer unmanned shuttle storage area 37, and the first-area unmanned shuttle automatic charging area 38. When transfer passengers are waiting in the first-area unmanned shuttle boarding and disembarking area 35, the unmanned shuttle is dispatched through the first-area unmanned shuttle operation area 39 to the first-area station location 34. When the mission is idle or the minimum charging threshold is reached, the unmanned shuttle automatically drives to the first-area unmanned shuttle automatic charging area 38 to complete automatic charging.

[0038] The second area 4 is on the side of the terminal boarding gate that is farther away from the central parking area. The second area 4 includes the second area walking path 41, the second area connecting area 42, the second area unmanned shuttle path 43, the second area station location 44, the second area unmanned shuttle boarding and disembarking area 45, the second area boarding gate 46, the second area transfer unmanned shuttle storage area 47, the second area unmanned shuttle automatic charging area 48 and the second area unmanned shuttle operation area.

[0039] The second area walking path 41 is a pedestrian passage in the second area of ​​the terminal building.

[0040] The second-area connecting zone 42 connects the second-area pedestrian path 41 with the second-area unmanned shuttle path 43. The second-area connecting zone 42 serves to separate the unmanned shuttle path from the pedestrian walkway. The width of the second-area unmanned shuttle path can be appropriately adjusted to ensure the width of the second-area unmanned shuttle path is adequate to meet the operational requirements of the unmanned shuttle.

[0041] The second-area unmanned shuttle route 43 represents the road section through which the second route must operate. It connects the unmanned shuttle departure route 25 and the second-area unmanned shuttle boarding and alighting area 45. Unmanned shuttles carry departing passengers from the unmanned shuttle departure route 25 to the second area 4. Furthermore, unmanned shuttles transfer passengers from the second terminal area to the first terminal area via the second-area unmanned shuttle route 43 and then via the unmanned shuttle transfer route 5. The width of the second-area unmanned shuttle route is determined based on the physical area of ​​the terminal and the physical conditions required for unmanned operation. The width of the unmanned shuttle route is determined by appropriately adjusting the width of the second-area connecting area.

[0042] The second area station location 44 is a station for the unmanned shuttle bus to stop at the second area boarding gate location. The second area station location 44 includes the second area ordinary boarding gate stop location and the second area transfer check-in and check-out gate stop location.

[0043] The second-area unmanned shuttle boarding and disembarking area 45 connects the second-area stop 44 and the second-area boarding gate 46. After being transported from the central parking area of ​​the unmanned shuttle departure area to the second-area stop 44, passengers proceed through the second-area unmanned shuttle boarding and disembarking area 45 to the second-area general boarding gate. Transfer passengers arriving at the second-area stop 44 proceed through the second-area unmanned shuttle boarding and disembarking area 45 to the second-area transfer boarding gate. Transfer passengers exit the second-area transfer gate at the second-area transfer boarding gate and wait for the arrival of the unmanned shuttle at the second-area unmanned shuttle boarding and disembarking area 45.

[0044] The second-area boarding gates 46 include the second-area general boarding gates and the second-area transfer check-in and check-out gates. The second-area general boarding gates include the second-area first boarding gate 461 and the second-area second boarding gate 462. The second-area transfer check-in and check-out gates include the second-area first transfer check-in gate 463 and the second-area second transfer check-in and check-out gate 464.

[0045] The second area transfer unmanned shuttle bus storage area 47 is used to store unmanned shuttle buses that transport transfer passengers.

[0046] The second area, the unmanned shuttle automatic charging area 48, is used to provide automatic charging for the transfer unmanned shuttle.

[0047] The second-area unmanned shuttle operation area 49 is a dedicated operating path for transfer unmanned shuttles. It connects the second-area unmanned shuttle path 43, the second-area transfer unmanned shuttle storage area 47, and the second-area unmanned shuttle automatic charging area 48. When transfer passengers are waiting in the second-area unmanned shuttle boarding and disembarking area 45, the unmanned shuttle is dispatched through the second-area unmanned shuttle operation area 49 to the second-area station location 44. When the mission is idle or the minimum charging threshold is reached, the unmanned shuttle automatically travels to the second-area unmanned shuttle automatic charging area 48 to complete automatic charging.

[0048] The first parking area 6 is an aircraft parking space close to the first area boarding gate.

[0049] The second parking area 7 is an aircraft parking space close to the second area boarding gate.

[0050] A dynamic planning method for an unmanned shuttle bus, comprising: Based on the obtained flight information and passenger information, the target number of unmanned shuttle buses in each area is generated, and the number of unmanned shuttle buses in each area is dynamically adjusted according to the target number of unmanned shuttle buses in each area and the current number of unmanned shuttle buses, such as Figure 2 As shown, including: S1. Obtain flight and passenger information in each area of ​​the terminal in real time.

[0051] Flight information includes flight number, remaining flight departure time, and gate location, while passenger information includes the number of vulnerable passengers.

[0052] S2. According to the number of flights, remaining time for flight departure, gate location, and number of vulnerable passengers in each region, obtain a weight value for the number of flights, a weight value for the remaining time for flight departure, a weight value for the gate location, and a weight value for vulnerable passengers in each region.

[0053] The flight quantity weight W1 reflects regional flight density. High-density areas require more unmanned shuttles. The flight quantity weight W1 ranges from 0.3 to 0.5. For every 10 flights added, the flight quantity weight increases by 0.1, with a maximum weight of 0.5. For example, if a region has 10 flights, the flight quantity weight is 0.3; if the number of flights in the region increases to 30, the flight quantity weight is 0.5; and if the number of flights in the region increases to 40, the flight quantity weight is 0.5.

[0054] The remaining takeoff time weight, W2, is used to prioritize emergency flights and avoid passenger delays. The range of W2 is 0.2 to 0.4. When the remaining takeoff time is less than or equal to 30 minutes, the weight is 0.4; when the remaining takeoff time is greater than or equal to 90 minutes, the weight is 0.2; when the remaining takeoff time is greater than 30 minutes but less than 90 minutes, the weight is calculated using linear interpolation.

[0055] The distance to the boarding gate determines the pick-up time. Farther gates require longer pick-up times and require more automated shuttles. The gate location weight, W3, ranges from 0.1 to 0.3. When the gate distance is greater than 500 meters, the gate location weight is 0.3; when the gate distance is less than or equal to 200 meters, the gate location weight is 0.1; when the gate distance is less than or equal to 500 meters and greater than 200 meters, the gate location weight is calculated proportionally.

[0056] Vulnerable passengers include the elderly, children, and people with disabilities. Vulnerable passenger weighting (W4) is used to protect their rights and interests. The range of W4 is 0.05 to 0.15. When the proportion of vulnerable passengers is 15% or greater, the weighting is 0.15; when the proportion is 5% or less, the weighting is 0.05; when the proportion is less than 15% and greater than 5%, the weighting is calculated proportionally.

[0057] S3. After normalizing and constraining each weight value of each area, the demand for the unmanned shuttle bus in each area is calculated to obtain the demand score of the unmanned shuttle bus in each area.

[0058] The weight values ​​are dynamically adjusted based on the real-time scene information of each area, and the weight values ​​of each area are normalized to obtain the weight values ​​of each area that meet the normalization constraints. The normalization constraint condition is: W1+W2+W3+W4=1, that is, when a certain weight value of a certain area is increased, the remaining weight values ​​of the area are compressed proportionally so that the sum of the weight values ​​of the area is equal to 1.

[0059] Based on the weight values ​​of each region that meets the normalization constraint, as well as the number of flights, remaining flight departure time, boarding gate location, and number of vulnerable passengers in each region, the demand for unmanned shuttle buses in each region is calculated to obtain the demand score of unmanned shuttle buses in each region. i The formula is: , Among them, S i Score the demand for unmanned shuttle buses in area i, N i is the number of flights in the i-th region, T i is the remaining time for the flight to take off in zone i, D i is the distance to the boarding gate location in the i-th area, P i is the number of vulnerable travelers.

[0060] S4. Generate a target number of unmanned shuttle buses for each area based on the unmanned shuttle bus demand score for each area.

[0061] Based on the demand score of unmanned shuttle buses in each region i The target number of unmanned shuttle buses in each area is generated by distributing the unmanned shuttle buses proportionally according to the value of .

[0062] S5. Dynamically adjust the number of unmanned shuttle buses in each area based on the target number of unmanned shuttle buses in the area and the current number of unmanned shuttle buses.

[0063] Among them, the target number of unmanned shuttle buses in each area is compared with the current number of unmanned shuttle buses in each area. If the current number of unmanned shuttle buses in a certain area does not meet the target number of unmanned shuttle buses, the excess unmanned shuttle buses in the area where the current number of unmanned shuttle buses exceeds the target number of unmanned shuttle buses will be added to the current area; if the current number of unmanned shuttle buses in a certain area exceeds the target number of unmanned shuttle buses, the excess unmanned shuttle buses in the current area will be adjusted to the area where the current number of unmanned shuttle buses does not meet the target number of unmanned shuttle buses.

[0064] By dynamically planning and adjusting the number of unmanned shuttle buses in each area based on real-time operation information and future flight information, we ensure that the number of unmanned shuttle buses in each area meets operational needs.

[0065] In some embodiments, when the operating intensity of the unmanned shuttle increases and the number of charging stations in the automatic charging area of ​​the unmanned shuttle is less than the number of unmanned shuttles to be charged, in order to ensure that all unmanned shuttles can maintain continuous operation, the power level of the unmanned shuttles in each area and the number of future flights are obtained in real time; the working intensity of the unmanned shuttles in each area is predicted based on the number of future flights in each area; The charging sequence of the unmanned shuttle buses in each area is planned according to the power consumption and working intensity of the unmanned shuttle buses in each area. The unmanned shuttle buses are controlled to charge in an orderly manner according to the charging sequence to ensure the operation needs of the unmanned shuttle buses.

[0066] In some embodiments, the method further includes: adjusting the charging position of the unmanned shuttle bus according to the working intensity of the unmanned shuttle bus in each area; When the operating intensity in a certain area is high, there will be insufficient charging piles in the area to meet the charging needs of the unmanned shuttle buses. In this case, the unmanned shuttle buses that have no charging piles in the area will be charged at the charging piles in the other two areas where charging is available, so as to make full use of the charging piles in each area and meet the charging needs of the unmanned shuttle buses.

[0067] In some embodiments, further comprising: Before the shuttle bus departs, it obtains information such as the boarding gate, number of passengers, and boarding time based on the basic data of passengers on the shuttle bus. It then determines the location of the stop it needs to make based on the boarding gate, as well as the number of passengers getting off at the stop and the remaining boarding time. It then adds the location of each stop, the number of passengers getting off at each stop, and the remaining boarding time to the shuttle bus's attributes. Since the route to the boarding gate usually has multiple intersections and exits, there are different route combinations. Therefore, the shortest route for the unmanned shuttle is obtained based on the locations of the stations where the unmanned shuttle stops from nearest to farthest. Based on the attributes of the unmanned shuttle bus, the operation path of the unmanned shuttle bus with the maximum number of passengers getting off and the shortest remaining boarding time at the station location is obtained, and the green channel path of the unmanned shuttle bus is generated; The shortest route for the unmanned shuttle and the green channel route for the unmanned shuttle are integrated through the fusion strategy AI algorithm to generate the target route for the unmanned shuttle to ensure operational efficiency. After the unmanned shuttle bus departs, its location is updated in real time, and a map is generated that includes the location of the unmanned shuttle bus and the locations of the unmanned shuttle bus stops.

[0068] In some embodiments, a method for obtaining a boarding gate based on basic data of passengers in an unmanned shuttle bus includes: After boarding the bus, passengers can select the departure gate through the unmanned shuttle bus screen, or scan their boarding pass through the unmanned shuttle bus's scanning device.

[0069] The unmanned shuttle bus controls the U-turn and selects the terminal functional area according to the information of the departure gate, and enters the unmanned shuttle bus path in the first area or the unmanned shuttle bus path in the second area.

[0070] In some embodiments, the method further includes: setting the station location according to the number of passengers at the boarding gate, and determining the density of the station setting according to the utilization rate of the boarding gate; When the number of passengers at the boarding gate reaches a first limit, a stop location is set corresponding to the boarding gate; When the sum of the number of passengers at multiple boarding gates does not reach the first limit value, multiple boarding gates will share one stop location. By reducing the number of stop locations, the start and stop time of the unmanned shuttle bus can be reduced to achieve maximum operating efficiency.

[0071] The first limit is 20% of the shuttle's full capacity. This ensures that all passengers can be transported with a maximum of five stops, while also balancing the passenger experience and the shuttle's operational efficiency. The first limit can also be adjusted dynamically based on operational needs.

[0072] In some embodiments, the method further includes: adjusting the path width of the unmanned shuttle based on the location of the boarding gate; When a boarding gate is provided, the width is increased to a first preset width to meet the operation requirements of the unmanned shuttle bus; The first preset width is 120% of the sum of the width of the shuttle bus and the width of the boarding and alighting area. This leaves a 20% safety margin for pedestrians and for adjusting the width of the boarding and alighting area. The first preset width can also be adjusted based on the speed of the shuttle bus and safe driving requirements.

[0073] When no boarding gate is provided, the width is reduced to a second preset width to maximize the width of the pedestrian walkway.

[0074] The second preset width is 120% of the shuttle's width, leaving a 20% safety gap for pedestrians. The second preset width can also be adjusted based on the shuttle's speed and safety requirements.

[0075] By obtaining real-time flight information, passenger information, and unmanned shuttle bus power levels in each area of ​​the terminal, the number of unmanned shuttle buses in each area, the charging order of the unmanned shuttle buses, the target path of the unmanned shuttle buses, the location of the stations, the charging location of the unmanned shuttle buses, and the width of the unmanned shuttle bus paths are planned and adjusted. This enables dynamic planning and adjustment of the unmanned shuttle buses in each area, improves the utilization rate of the terminal, the efficiency of transporting passengers, and the intelligent operation level of the unmanned shuttle buses, and is suitable for smart airports.

[0076] The present invention also relates to a dynamic planning system for an unmanned shuttle bus, which is used for the above-mentioned dynamic planning method for an unmanned shuttle bus, such as Figure 3 As shown, including: The data acquisition module is used to obtain various data information of each area; The unmanned shuttle bus quantity adjustment module is used to dynamically adjust the number of unmanned shuttle buses in each area based on the number of flights in each area, the remaining time of flight departure, the location of the boarding gate, and the number of vulnerable passengers; The unmanned shuttle charging sequence planning module is used to plan the charging sequence of unmanned shuttles in each area based on the power consumption and working intensity of the unmanned shuttles in each area; The unmanned shuttle charging position adjustment module is used to adjust the unmanned shuttle charging position according to the working intensity of the unmanned shuttle in each area; The unmanned shuttle bus path planning module is used to obtain the boarding gate based on the basic data of passengers in the unmanned shuttle bus, and obtain the location of the station where the shuttle bus needs to stop, the number of passengers getting off at the station, and the remaining boarding time based on the boarding gate. The target path of the unmanned shuttle bus is generated based on the location of the station where the shuttle bus needs to stop, the number of passengers getting off at the station, and the remaining boarding time. The station location planning module is used to set the station location according to the number of passengers at the boarding gate; The unmanned shuttle path width adjustment module is used to adjust the unmanned shuttle path width based on the boarding gate location.

[0077] The present invention also relates to an electronic device, comprising: a processor and a memory; the memory is used to store executable instructions of the processor, and the processor is configured to execute the above-mentioned unmanned shuttle dynamic planning method by executing the executable instructions.

[0078] The present invention also relates to a computer storage medium having a computer program stored thereon. When the computer program is executed by a processor, the above-mentioned unmanned shuttle dynamic planning method is implemented.

[0079] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A dynamic planning method for an unmanned shuttle bus, characterized in that: include: Based on the real-time data of the number of flights, remaining time for flight departure, gate location, and number of vulnerable passengers in each region, the weight values ​​of the number of flights, remaining time for flight departure, gate location, and vulnerable passengers in each region are obtained respectively; After normalizing and constraining the weight values ​​of each area, the demand for autonomous shuttle vehicles in each area is calculated to obtain the demand score for autonomous shuttle vehicles in each area; Generate the target number of autonomous shuttles in each region based on the autonomous shuttle demand score of each region; The number of unmanned shuttle buses in each area is dynamically adjusted based on the target number of unmanned shuttle buses in each area and the current number of unmanned shuttle buses.

2. The dynamic planning method for an unmanned shuttle bus according to claim 1, characterized in that: Also includes: Obtain real-time information on the power consumption of autonomous shuttle buses and the number of future flights in each area; Predict the workload of autonomous shuttle buses in each region based on the future number of flights in each region; The charging order of the unmanned shuttle buses in each area is planned based on the power consumption and working intensity of the unmanned shuttle buses in each area.

3. The dynamic planning method for an unmanned shuttle bus according to claim 2, characterized in that: Also includes: Adjust the charging location of the unmanned shuttle buses according to the workload of each area; When the charging piles in a certain area cannot meet the charging needs of the unmanned shuttle, the unmanned shuttle will be adjusted to the charging piles in the area where charging is possible for charging.

4. The dynamic planning method for an unmanned shuttle bus according to claim 1, characterized in that: Also includes: Based on the basic data of passengers in the unmanned shuttle bus, the boarding gate is obtained. According to the boarding gate, the location of the stop to be stopped, the number of passengers getting off at the stop and the remaining boarding time are obtained; The shortest route for the unmanned shuttle is obtained based on the locations of the stops from nearest to farthest. Based on the number of passengers getting off at the station and the remaining boarding time, the unmanned shuttle bus's operating path with the maximum number of passengers getting off at the station and the shortest remaining boarding time is obtained, and the unmanned shuttle bus's green channel path is generated; The shortest path of the unmanned shuttle bus is integrated with the green channel path of the unmanned shuttle bus to generate the target path of the unmanned shuttle bus.

5. The dynamic planning method for an unmanned shuttle bus according to claim 4, characterized in that: The method for obtaining a boarding gate based on basic data of passengers in an unmanned shuttle bus includes: After boarding the bus, passengers can select the departure gate through the unmanned shuttle bus screen, or scan their boarding pass through the unmanned shuttle bus's scanning device.

6. A dynamic planning method for an unmanned shuttle bus according to claim 4 or 5, characterized in that: Also includes: Set the station location based on the number of passengers at the gate; When the number of passengers at a boarding gate reaches a first limit value, a station location is set corresponding to the boarding gate; when the sum of the number of passengers at multiple boarding gates does not reach the first limit value, a station location is set for multiple boarding gates.

7. The method for dynamic planning of an unmanned shuttle bus according to claim 1, characterized in that: Also includes: Adjust the path width of the unmanned shuttle based on the boarding gate location; When a boarding gate position is set, the path width of the unmanned shuttle bus is increased to a first preset width, and when no boarding gate position is set, it is reduced to a second preset width.

8. A dynamic planning system for unmanned shuttle bus, characterized in that: include: The data acquisition module is used to obtain various data information of each area; The unmanned shuttle bus quantity adjustment module is used to dynamically adjust the number of unmanned shuttle buses in each area based on the number of flights in each area, the remaining time of flight departure, the location of the boarding gate, and the number of vulnerable passengers; The unmanned shuttle charging sequence planning module is used to plan the charging sequence of unmanned shuttles in each area based on the power consumption and working intensity of the unmanned shuttles in each area; The unmanned shuttle charging position adjustment module is used to adjust the unmanned shuttle charging position according to the working intensity of the unmanned shuttle in each area; The unmanned shuttle bus path planning module is used to obtain the boarding gate based on the basic data of passengers in the unmanned shuttle bus, and obtain the location of the station where the shuttle bus needs to stop, the number of passengers getting off at the station, and the remaining boarding time based on the boarding gate. The target path of the unmanned shuttle bus is generated based on the location of the station where the shuttle bus needs to stop, the number of passengers getting off at the station, and the remaining boarding time. The station location planning module is used to set the station location according to the number of passengers at the boarding gate; The unmanned shuttle path width adjustment module is used to adjust the unmanned shuttle path width based on the boarding gate location.

9. An electronic device, characterized in that: include: processor and memory; The memory is used to store executable instructions of the processor, and the processor is configured to execute the unmanned shuttle dynamic planning method according to any one of claims 1 to 7 by executing the executable instructions.

10. A computer storage medium, characterized in that: The computer storage medium stores a computer program, which, when executed by a processor, implements a dynamic planning method for an unmanned shuttle vehicle according to any one of claims 1 to 7.

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