Transportation method, device, electronic equipment and storage medium for ro-ro passenger transport hub

Abstract

The present application belongs to the field of computer technology, and specifically discloses a evacuation method, device, electronic device and storage medium for a roll-on / roll-off passenger transport hub, the method comprising: based on the stranded vehicle data, the booked vehicle data, the future vehicle flow prediction data and the future flight schedule, the cumulative vehicle flow and the cumulative transport capacity are compared in time series to determine the evacuation completion time; based on the first evacuation intensity, the second evacuation intensity, the stranded vehicle data, the booked vehicle data, the future vehicle flow prediction data and the future flight schedule, a rebooking analysis is performed for the target time period between the current time and the evacuation completion time to determine the evacuation plan; wherein the future vehicle flow prediction data is used to indicate the future unbooked truck flow arriving at the port, and the evacuation plan is used to indicate the recommended flight corresponding to each vehicle. The present application can achieve efficient vehicle evacuation by giving priority to the evacuation of stranded vehicles and reasonably guiding the travel of vehicles that have not arrived at the port.

Description

Technical Field

[0001] The present application belongs to the field of computer technology, and more specifically, to a transportation method, device, electronic equipment and storage medium for a roll-on / roll-off passenger transport hub. Background Art

[0002] A roll-on / roll-off passenger hub refers to a transportation hub dedicated to handling roll-on / roll-off passenger transport business. Such a hub is usually equipped with special facilities and equipment to facilitate and quickly carry out roll-on / roll-off passenger transport business, such as loading and unloading, transshipment and parking of vehicles.

[0003] When flights are suspended due to weather reasons, a large number of vehicles and passengers will be stranded at the ro-ro passenger hub. When flights resume, new passengers and vehicles continue to arrive at the port while the stranded vehicles and passengers have not yet been evacuated, and the existing transport capacity cannot meet the demand for rapid evacuation. Vehicles and passengers need to stay at the passenger hub for a long time waiting to be ferried, resulting in a poor passenger experience and affecting the operational efficiency of the passenger hub. In order to alleviate this situation, it is necessary to guide and limit the flow of vehicles planned to go to the passenger hub. When vehicles are stranded at the ro-ro passenger hub, how to efficiently evacuate the vehicles is a technical problem that needs to be solved urgently in this field. Summary of the invention

[0004] In view of the defects of the prior art, the purpose of this application is to efficiently evacuate vehicles when vehicles are stranded at a roll-on / roll-off passenger transport hub.

[0005] To achieve the above objectives, in a first aspect, the present application provides a method for evacuating a ro-ro passenger transport hub, comprising:

[0006] Based on the stranded vehicle data (stranded vehicles are vehicles stranded at the ro-ro passenger transport hub), the booked vehicle data, the future vehicle flow forecast data and the future flight plan, the accumulated vehicle flow and accumulated transport capacity are compared in time series to determine the time when the evacuation is completed;

[0007] Based on the first evacuation intensity, the second evacuation intensity, the stranded vehicle data, the booked vehicle data, the future vehicle flow forecast data and the future flight plan, perform the rescheduling analysis for the target time period between the current time and the evacuation completion time, and determine the evacuation plan;

[0008] Among them, the future vehicle flow forecast data is used to indicate the flow of unbooked trucks arriving at the port in the future; the evacuation intensity is used to indicate the rescheduling ratio of booked vehicles in the rescheduled flights (flights involved in the rescheduling); the rescheduled flights are flights in the future flight plan; the capacity released by the rescheduling of the rescheduled flights is used first to evacuate stranded vehicles; the second evacuation intensity is used to indicate the ratio of the remaining capacity after the stranded vehicles are evacuated to the unbooked trucks arriving at the port in the future; the evacuation plan is used to indicate the recommended flights for each vehicle.

[0009] It is understandable that there are two main types of vehicles entering and leaving the port (RoRo passenger transport hub): passenger cars for carrying passengers and trucks for carrying cargo. Generally speaking, passenger cars will book tickets before going to the port and go to the RoRo passenger transport hub according to the flight time corresponding to the ticket, while trucks will go directly to the port (without booking). Stranded vehicles are vehicles that are currently stranded at the port, and vehicles that will come to the port in the future include vehicles that have booked tickets but have not yet come to the port and trucks that have not booked tickets but are expected to come to the port.

[0010] It can be seen that the capacity of future flight plans should be used first to evacuate stranded vehicles, and secondly to transport vehicles that have been booked but have not yet arrived at the port and trucks that have not been booked but are expected to arrive at the port. Based on the stranded vehicle data (reflecting the vehicles currently in the ro-ro passenger hub), the booked vehicle data (reflecting the vehicles that have been booked through the ticketing system of the ro-ro passenger hub) and the future vehicle flow forecast data (reflecting the flow of unbooked trucks that will come to the ro-ro passenger hub in the future), the cumulative vehicle flow can be calculated in time series. According to the future flight plan, the cumulative capacity can be calculated in time series. By comparing the size of the cumulative vehicle flow and the cumulative capacity in time series, the time when the cumulative capacity exceeds the cumulative vehicle flow (that is, the time when the evacuation is completed) can be determined, and the evacuation completion time can be changed (advanced or postponed) by adjusting the future flight plan (increasing flights or reducing flights).

[0011] After determining the time of completion of evacuation, rebooking analysis can be performed for flights in the target time period in future flight plans. During the rebooking analysis, stranded vehicles will be rebooked to flights in the target time period. Specifically, for one or more flights in the target time period, all or part of the booked vehicles in the flights can be rebooked to other subsequent flights according to the first evacuation intensity. The vacated loading indicators in the flights (the capacity released by the rebooking) can be used first to arrange the stranded vehicles. After the stranded vehicles are evacuated, the remaining capacity can be divided into two parts according to the second evacuation intensity. One part of the remaining capacity is used to transport unbooked trucks that will arrive at the port in the future, and the other part of the remaining capacity is used to transport the rebooked vehicles.

[0012] Carrying out evacuation operations according to the evacuation plan obtained from the rescheduling analysis can ensure that stranded vehicles can board the ship first after the resumption of flights, and can guide vehicles that have not arrived at the port to arrive at the port in an orderly manner according to the corresponding flight schedule (if the vehicle that has not arrived at the port is a rescheduled vehicle, it will be guided to arrive at the port according to the flight schedule of the rescheduled flight) to avoid crowding at the port (causing congestion at the passenger transport hub and increasing the difficulty of evacuation).

[0013] Therefore, by giving priority to the evacuation of stranded vehicles and reasonably guiding the travel of vehicles that have not arrived at the port, efficient vehicle evacuation can be achieved.

[0014] In a possible implementation, the above “based on the stranded vehicle data, the booked vehicle data, the future vehicle flow forecast data and the future flight plan, comparing the accumulated vehicle flow and the accumulated transport capacity in time series to determine the evacuation completion time” specifically includes:

[0015] Based on the stranded vehicle data, the booked vehicle data, the future vehicle flow forecast data and the future flight plan, the time measurement is performed to obtain the evacuation completion time corresponding to the first measurement. The time measurement is performed by comparing the cumulative vehicle flow with the cumulative transport capacity in time sequence;

[0016] Compare the evacuation completion time corresponding to the first calculation with the preset evacuation completion time;

[0017] If it is determined that the evacuation completion time corresponding to the first calculation is later than the preset evacuation completion time, the future flight plan will be continuously adjusted and time calculation will be performed until the calculated evacuation completion time is earlier than or equal to the preset evacuation completion time. The evacuation completion time obtained by the last time calculation can be used as the final evacuation completion time.

[0018] If it is determined that the evacuation completion time corresponding to the first calculation is earlier than or equal to the preset evacuation completion time, the evacuation completion time obtained by the first calculation can be used as the finally determined evacuation completion time.

[0019] In a possible implementation, the above execution time measurement includes:

[0020] Based on the data of stranded vehicles, booked vehicles and future vehicle flow forecast data, the vehicle flow is analyzed in time series to obtain the cumulative vehicle flow curve, which is used to represent the changes of cumulative vehicle flow over time;

[0021] Based on the future flight plan, analyze the capacity in time series and obtain the cumulative capacity curve, which is used to show the change of cumulative capacity over time;

[0022] Analyze the intersection point between the cumulative traffic flow curve and the cumulative transport capacity curve, and determine the time corresponding to the intersection point as the time when the evacuation is completed.

[0023] For the current traffic flow, the number of vehicles currently stranded at the port (RoRo passenger transport hub) can be determined based on the stranded vehicle data, and this number of vehicles can be used as the current traffic flow. For the future traffic flow, the future traffic flow can be calculated based on the booked vehicle data and the future vehicle flow forecast data (the future vehicle flow forecast data is used to represent the future unbooked truck flow arriving at the port). By analyzing the traffic flow in time series, the current traffic flow and the traffic flow at each future time can be determined. By accumulating the traffic flow, the accumulated traffic flow curve can be obtained.

[0024] For analyzing capacity in time series, the capacity corresponding to each flight in the future flight plan can be accumulated according to the order of the flight schedule. By accumulating the capacity, a cumulative capacity curve can be obtained.

[0025] In a possible implementation, the above “based on the first evacuation intensity, the second evacuation intensity, the stranded vehicle data, the booked vehicle data, the future vehicle flow forecast data and the future flight plan, perform the rescheduling analysis for the target time period between the current time and the evacuation completion time, and determine the evacuation plan” specifically includes:

[0026] Based on the first evacuation intensity, the second evacuation intensity, the stranded vehicle data, the booked vehicle data, the future vehicle flow forecast data and the future flight plan, perform the rescheduling analysis for the target time period between the current time and the evacuation completion time, and obtain the initial evacuation plan (the evacuation plan obtained by the first rescheduling analysis);

[0027] Compare the average variance of the delay time corresponding to the initial evacuation plan with the preset variance. The average variance of the delay time is obtained by counting the delay time of the vehicles to be evacuated.

[0028] If it is determined that the average variance of the delay time corresponding to the initial evacuation plan is greater than the preset variance, the first evacuation intensity and the second evacuation intensity are continuously adjusted and the rescheduling analysis is performed until the delay time corresponding to the evacuation plan obtained by the rescheduling analysis is less than or equal to the preset variance. The evacuation plan obtained by the last rescheduling analysis can be used as the final evacuation plan.

[0029] If it is determined that the average variance of the delay time corresponding to the initial evacuation plan is less than or equal to the preset variance, the initial evacuation plan can be used as the final evacuation plan.

[0030] In a possible implementation, the above-mentioned performing of the ticket change analysis specifically includes:

[0031] Based on the stranded vehicle data, the stranded vehicles are placed into the queue of vehicles to be arranged in the order of their arrival time;

[0032] According to the flight schedule departure time sequence, the target flights in the future flight schedule are traversed, and flight change analysis is performed on the traversed target flights until the to-be-arranged vehicle queue is empty, the first standby vehicle queue is empty, and the second standby vehicle queue is empty. The scheduled departure time of the target flight is earlier than the evacuation completion time. The first standby vehicle queue is used to arrange flights for the changed vehicles in a queuing manner, and the second standby vehicle queue is used to arrange flights for the unbooked trucks expected to arrive at the port within the target period in a queuing manner. The to-be-arranged vehicle queue, the first standby vehicle queue, and the second standby vehicle queue operate in a first-in-first-out manner;

[0033] Flight rescheduling analysis, including:

[0034] Select a first number of vehicles from the booked vehicles of the target flight as change vehicles and add them to the first standby vehicle queue, where the first number is the product of the first evacuation intensity and the number of booked vehicles of the target flight, and the value range of the first evacuation intensity is 0 to 1;

[0035] According to the loading margin of the target flight, vehicles are taken out from the waiting vehicle queue and rebooked to the target flight. If the waiting vehicle queue is empty and the loading margin of the target flight is greater than 0, vehicles are taken out from the first standby vehicle queue and the second standby vehicle queue and rebooked to the target flight according to the second evacuation intensity.

[0036] In a possible implementation, the average variance of the delay duration is determined by the following formula:

[0037]

[0038] Among them, S represents the average variance of the delay time; the vehicles planned to be carried by the suspended flights before the resumption of flights are represented by vehicle R i , vehicle R i The total number of vehicles after the change is recorded as n. i The time between the departure time of the flight and the resumption time is the vehicle R i The delay time is denoted as TR i ; The booked vehicle for the flight after resumption is represented as vehicle P j , vehicle P j The total number of vehicles before the change is recorded as m. j The time from the departure time of the flight to the resumption time is recorded as OTP j , after the change, vehicle P j The time from the departure time of the flight to the resumption time is recorded as NTP j , then vehicle P j The delay time is NTP j -OTP j ; The number of unbooked trucks expected to arrive at the port during the target period is represented by N k, vehicle N k The total number of vehicles is recorded as o, and the number of vehicles N k The estimated time of arrival is recorded as OTN k , vehicle N k The departure time of the flight is recorded as NTN k , then vehicle N k The delay time is NTN k -OTN k ; DT avg Represented by counting vehicles R i The delay time of vehicle P j The delay time and vehicle N k The average delay duration obtained by delay duration.

[0039] In a possible implementation, after “determining the evacuation plan”, the following steps are also included:

[0040] Specifically, based on the evacuation plan, a rebooking message corresponding to each rebooked vehicle is pushed, and the rebooking message is used to indicate the flight that the vehicle will take after the rebooking.

[0041] In a second aspect, the present application provides a transportation device for a roll-on / roll-off passenger transport hub, comprising:

[0042] The evacuation completion time determination module is used to determine the evacuation completion time by comparing the accumulated vehicle flow and accumulated transport capacity in time sequence based on the stranded vehicle data, the booked vehicle data, the future vehicle flow forecast data and the future flight plan;

[0043] The evacuation plan determination module is used to perform a rebooking analysis for the target time period between the current time and the evacuation completion time based on the first evacuation intensity, the second evacuation intensity, the stranded vehicle data, the booked vehicle data, the future vehicle flow forecast data and the future flight plan, and determine the evacuation plan;

[0044] Among them, the future vehicle flow forecast data is used to represent the flow of unbooked trucks arriving at the port in the future, the first evacuation intensity is used to represent the rescheduling ratio of booked vehicles in the rescheduled flights, the rescheduled flights are flights in the future flight plan, and the capacity released by the rescheduling of the rescheduled flights is used first to evacuate stranded vehicles, and the second evacuation intensity is used to represent the ratio of the remaining capacity after the stranded vehicles are evacuated to the unbooked trucks arriving at the port in the future, and the evacuation plan is used to represent the recommended flight corresponding to each vehicle.

[0045] In a third aspect, the present application provides an electronic device comprising: at least one memory for storing programs; and at least one processor for executing the programs stored in the memory. When the program stored in the memory is executed, the processor is used to execute the method described in the first aspect or any possible implementation of the first aspect.

[0046] In a fourth aspect, the present application provides a computer-readable storage medium, which stores a computer program. When the computer program runs on a processor, the processor executes the method described in the first aspect or any possible implementation of the first aspect.

[0047] It can be understood that the beneficial effects of the second to fourth aspects mentioned above can be found in the relevant description of the first aspect mentioned above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 It is one of the flow diagrams of the evacuation method of the ro-ro passenger transport hub provided in the embodiment of the present application;

[0049] Figure 2 This is the second flow diagram of the evacuation method of the ro-ro passenger transport hub provided in the embodiment of the present application;

[0050] Figure 3 It is a schematic diagram of calculating the evacuation completion time provided in an embodiment of the present application;

[0051] Figure 4 It is a structural schematic diagram of a evacuation device of a roll-on / roll-off passenger transport hub provided in an embodiment of the present application;

[0052] Figure 5 It is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0053] In order to facilitate a clearer understanding of the embodiments of the present application, some relevant background knowledge is first introduced as follows.

[0054] Most existing technologies notify vehicles that have not arrived at the port to postpone their trip to the passenger transport hub. However, existing technologies have the following shortcomings: (1) It is impossible to accurately predict the flights that the vehicles can take after the resumption of flights, and it is also impossible to give a more accurate recommended arrival time, so the role of guiding and limiting the flow is not obvious; (2) It is impossible to accurately predict the time required to complete the evacuation, and it is also impossible to accurately assess the scope of passengers and vehicles affected, so the scope of notification to customers is inaccurate, which will also weaken the role of guiding and limiting the flow; (3) It is impossible to simulate and deduce the capacity adjustment plan to evaluate the evacuation effect.

[0055] In order to overcome the above-mentioned defects, the present application provides a evacuation method, device, electronic equipment and storage medium for a roll-on / roll-off passenger transport hub. Through this method, after the management personnel adjust the capacity plan, the system can simulate and deduce the emergency evacuation time, thereby evaluating the scope of impact on passengers and vehicles. At the same time, the vehicle can also be matched to the new capacity plan to predict the flights that the vehicle can take and give reasonable arrival time suggestions. By matching the vehicle with suitable flights, an efficient evacuation method is provided for large-scale vehicle delays at the passenger transport hub, thereby avoiding congestion at the passenger hub caused by passengers crowding to the port.

[0056] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0057] The terms "first" and "second" in the specification and claims herein are used to distinguish different objects rather than to describe a specific order of the objects. For example, the first waiting vehicle queue and the second waiting vehicle queue are used to distinguish different waiting vehicle queues rather than to describe a specific order of the waiting vehicle queues.

[0058] In the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0059] In the description of the embodiments of the present application, unless otherwise specified, "multiple" means two or more than two. For example, multiple processing units refer to two or more processing units, etc.; multiple elements refer to two or more elements, etc.

[0060] The embodiments of the present application are described below in conjunction with the drawings in the embodiments of the present application.

[0061] Figure 1 This is one of the flow diagrams of the evacuation method of the ro-ro passenger transport hub provided in the embodiment of the present application, such as Figure 1 As shown, the execution subject of the method may be an electronic device, such as a server, etc. The method includes the following steps S101 and S102.

[0062] Step S101, based on the stranded vehicle data (stranded vehicles are vehicles stranded in the roll-on / roll-off passenger transport hub), the booked vehicle data, the future vehicle flow forecast data and the future flight plan, the cumulative vehicle flow and the cumulative transport capacity are compared in time series to determine the time when the evacuation is completed.

[0063] Specifically, there are two main types of vehicles entering and leaving the port: passenger cars for carrying passengers and trucks for carrying cargo. Generally speaking, passenger cars will book tickets before going to the port and go to the ro-ro passenger hub according to the flight time corresponding to the booking, while trucks will go directly to the port (without booking). Stranded vehicles are vehicles that are currently stranded at the port, and vehicles that will come to the port in the future include vehicles that have booked tickets but have not yet come to the port and trucks that have not booked tickets but are expected to come to the port.

[0064] It can be seen that the capacity of future flight plans should be used to evacuate stranded vehicles first, and secondly to transport vehicles that have been booked but have not yet arrived at the port and trucks that have not been booked but are expected to arrive at the port. The accumulated vehicle flow can be calculated in time series based on the data of stranded vehicles (reflecting the vehicles currently in the ro-ro passenger hub), the data of booked vehicles (reflecting the vehicles that have been booked through the ticketing system of the ro-ro passenger hub) and the future vehicle flow forecast data (reflecting the flow of unbooked trucks that will come to the ro-ro passenger hub in the future). According to the future flight plan, the accumulated capacity can be calculated in time series. By comparing the accumulated vehicle flow and the accumulated capacity in time series, the time when the accumulated capacity exceeds the accumulated vehicle flow (that is, the time when the evacuation is completed) can be determined, and the time when the evacuation is completed can be changed (advanced or postponed) by adjusting the future flight plan (increasing flights or reducing flights).

[0065] For the future vehicle flow prediction data, a truck flow data set can be constructed based on the historical truck flow (including the historical truck flow arriving at the port by flights and the historical truck flow departing at the port by flights) and the unbooked truck flow arriving at the port in each historical period (as labels in the training process). The truck flow data set can be used to train a machine learning model to predict the unbooked truck flow arriving at the port in a supervised learning manner. The trained model can then be used to predict the unbooked truck flow that will arrive at the roll-on / roll-off passenger hub in the future.

[0066] Step S102, based on the first evacuation intensity, the second evacuation intensity, the stranded vehicle data, the booked vehicle data, the future vehicle flow forecast data and the future flight plan, perform a rebooking analysis for the target time period between the current time and the evacuation completion time to determine the evacuation plan.

[0067] Among them, the future vehicle flow forecast data is used to represent the flow of unbooked trucks arriving at the port in the future. The first evacuation intensity is used to represent the rescheduling ratio of booked vehicles in the rescheduled flights (flights involved in the rescheduling). The rescheduled flights are flights in the future flight plan. The capacity released by the rescheduling of the rescheduled flights is used first to evacuate stranded vehicles. The second evacuation intensity is used to represent the proportion of the remaining capacity after the stranded vehicles are evacuated that is allocated to unbooked trucks arriving at the port in the future. The evacuation plan is used to represent the recommended flights corresponding to each vehicle.

[0068] Specifically, after determining the time when the evacuation is completed, a rebooking analysis can be performed for flights in the target time period in the future flight plan. During the rebooking analysis, the stranded vehicles will be rebooked to flights in the target time period. Specifically, for one or more flights in the target time period, all or part of the booked vehicles in the flights can be rebooked to other subsequent flights according to the first evacuation intensity. The vacated loading indicators in the flights (the capacity released by the rebooking) can be used first to arrange the stranded vehicles. After the stranded vehicles are evacuated, the remaining capacity can be divided into two parts according to the second evacuation intensity. One part of the remaining capacity is used to transport unbooked trucks that will arrive in the future, and the other part of the remaining capacity is used to transport the rebooked vehicles.

[0069] Carrying out evacuation operations according to the evacuation plan obtained from the rescheduling analysis can ensure that stranded vehicles can board the ship first after the resumption of flights, and can guide vehicles that have not arrived at the port to arrive at the port in an orderly manner according to the corresponding flight schedule (if the vehicle that has not arrived at the port is a rescheduled vehicle, it will be guided to arrive at the port according to the flight schedule of the rescheduled flight) to avoid crowding at the port (causing congestion at the passenger transport hub and increasing the difficulty of evacuation).

[0070] Therefore, by giving priority to the evacuation of stranded vehicles and reasonably guiding the travel of vehicles that have not arrived at the port, efficient vehicle evacuation can be achieved.

[0071] The following are several optional examples of the present application, but they are not intended to limit the present application.

[0072] Figure 2 This is a second flow chart of the evacuation method of the ro-ro passenger transport hub provided in the embodiment of the present application, such as Figure 2 As shown, the method includes the following steps S201 to S210.

[0073] The input parameters of this method are: stranded vehicle data, booked vehicle data, future vehicle flow forecast data, future flight schedule, and evacuation intensity. The output of this method is an evacuation plan, that is, a recommendation on the flight that each vehicle should take.

[0074] The first three vehicle data in the input parameters of this method are objective parameters and are not subject to manual control; future flight plans and evacuation intensity are subjective parameters. Dispatchers can output different evacuation plans by controlling these two parameters and select the optimal plan.

[0075] The future flight schedule is an array of flights, represented by {F1, F2, …F s} indicates that the flights are sorted by the scheduled departure time. The flight plan can be used to control the length of evacuation time: when the flight plan has sufficient capacity, the speed of transporting stranded vehicles is faster and the evacuation time is correspondingly shorter; when the flight plan has insufficient capacity, the speed of transporting stranded vehicles is slower and the evacuation time is correspondingly longer.

[0076] The evacuation intensity includes two settings; one is how many vehicles on normal flights after the resumption of flights will be rescheduled to release capacity to serve stranded vehicles, recorded as SS1 (that is, the first evacuation intensity mentioned above). The value range of SS1 is from 0 to 1: when the value is 0, the vehicles on normal flights after the resumption of flights will not be rescheduled, and the stranded vehicles can only be evacuated through the remaining loading indicators of the flights; when the value is 1, all loading indicators of flights after the resumption of flights are used to evacuate stranded vehicles, and all passengers with flight tickets are rescheduled. The second is how much of the available capacity will be used for trucks that have not booked tickets but are expected to arrive at the port after the evacuation of stranded vehicles is completed, recorded as SS2 (that is, the second evacuation intensity mentioned above). The value range of SS2 is from 0 to 1: when the value is 0, the available capacity is not used to evacuate such trucks; when the value is 1, all available capacity is used to transport such trucks.

[0077] Step S201, obtaining stranded vehicle data, booked vehicle data and future vehicle flow prediction data.

[0078] Step S202, receiving future flight plans.

[0079] Step S203, calculating the time of completion of evacuation.

[0080] Specifically, based on the stranded vehicle data, the ticketed vehicle data and the future vehicle flow forecast data, the vehicle flow is analyzed in time series to obtain the cumulative vehicle flow curve, which is used to represent the changes of the cumulative vehicle flow over time; based on the future flight plan, the capacity is analyzed in time series to obtain the cumulative capacity curve, which is used to represent the changes of the cumulative capacity over time; the intersection point between the cumulative vehicle flow curve and the cumulative capacity curve is analyzed, and the time corresponding to the intersection point is determined as the time when the evacuation is completed.

[0081] Figure 3 is a schematic diagram of calculating the evacuation completion time provided in an embodiment of the present application, such as Figure 3As shown in the figure, the cumulative vehicle flow over time curve is calculated based on the stranded vehicle data, the booked vehicle data, and the future vehicle flow forecast data, and the cumulative capacity over time curve is calculated based on the future flight plan. The evacuation completion time can be predicted based on the intersection of the two curves. Figure 3 In the coordinate axis, the horizontal axis represents the time and the vertical axis represents the number of vehicles.

[0082] Step S204, determining whether the evacuation completion time is acceptable, if yes, executing step S206, if no, executing step S205.

[0083] Specifically, the preset evacuation completion time is compared with the calculated evacuation completion time. If it is determined that the calculated evacuation completion time is later than the preset evacuation completion time, the evacuation completion time is unacceptable. If it is determined that the calculated evacuation completion time is earlier than or equal to the preset evacuation completion time, the evacuation completion time is acceptable.

[0084] Optionally, the estimated evacuation completion time can be displayed to the transport dispatcher, who can speed up or slow down the evacuation by adjusting the flight plan (increasing flights or reducing flights), thereby changing the evacuation completion time.

[0085] Step S205: The dispatcher adjusts the flight plan and continues to execute step S202.

[0086] Step S206, receiving the sparse transportation intensity (including the first sparse transportation intensity and the second sparse transportation intensity).

[0087] Optionally, the dispatcher can input the evacuation intensity to control the evacuation plan output by the system.

[0088] Step S207: output the recommended transportation plan and calculate the average variance of the delay time.

[0089] Specifically, based on the first evacuation intensity, the second evacuation intensity, stranded vehicle data, booked vehicle data, future vehicle flow forecast data and future flight plans, a rebooking analysis is performed for the target time period between the current time and the evacuation completion time to obtain an evacuation plan.

[0090] Execute flight rescheduling analysis, specifically including: based on the stranded vehicle data, place the stranded vehicles into the queue of vehicles to be arranged in the order of arrival time; traverse the target flights in the future flight plan in the order of flight schedule departure time, and perform flight rescheduling analysis on the traversed target flights until the queue of vehicles to be arranged is empty, the first standby vehicle queue is empty, and the second standby vehicle queue is empty, and the traversal is stopped when the flight schedule departure time of the target flight is earlier than the evacuation completion time.

[0091] The flight rescheduling analysis specifically includes: selecting a first number of vehicles from the booked vehicles of the target flight as rescheduling vehicles and adding them to the first standby vehicle queue, the first number being the product of the first evacuation intensity and the number of booked vehicles of the target flight, the value range of the first evacuation intensity being 0 to 1; taking out vehicles from the to-be-arranged vehicle queue and rescheduling them to the target flight according to the loading margin of the target flight, if the to-be-arranged vehicle queue is emptied and the loading margin of the target flight is greater than 0, taking out vehicles from the first standby vehicle queue and the second standby vehicle queue and rescheduling them to the target flight according to the second evacuation intensity.

[0092] For example, you can arrange a vehicle rescheduling by following these 7 steps:

[0093] (1) Put the stranded vehicles (or called stranded vehicles) into the waiting vehicle queue Q1 according to the order of arrival time;

[0094] (2) Process the flight data {F1, F2, ... F1, F2, ... F2, F1, F2, F2, F3, F4, F5, F6, F7, F8, F9, F10, F11, F12, F13, F14, F15, F16, F17, F18, F19, F20, F21, F22, F33, F34, F19, F21, F35, s For flight F i (i=1, 2, ..., s), whose data structure is (T, O, C): T is the scheduled departure time of the flight, O is the number of load quotas sold for the flight (or the number of booked vehicles, which can be determined by the booked vehicle data), and C is the remaining available load quotas for the flight;

[0095] (3) From F i Select F from the booked vehicle of the flight (can be determined by the booked vehicle data) i .O×SS1 (i.e. the first number mentioned above) vehicles are added to the end of the first standby vehicle queue Q2 as changed vehicles.

[0096] (4) Trucks that arrive at the port without booking are placed in the second waiting vehicle queue Q3 according to the predicted arrival time.

[0097] (5) After completing the previous step, F i The available loading quota in the flight is F i .O×SS1+F i .C, according to the available loading quota, take the corresponding number of vehicles from the waiting vehicle queue Q1 and rebook to F i flight.

[0098] (6) When there are no vehicles in queue Q1 (queue Q1 is empty), if F i If the flight still has available loading quota (remaining capacity after evacuating the stranded vehicles), vehicles can be selected from the Q2 and Q3 queues and rebooked to F i Flight selection rules are as follows:

[0099] (a)Fi The number of available loading indicators for a flight is K. Then K×(1-SS2) vehicles are selected from the Q2 queue to be rebooked on flight Fi, and K×SS2 vehicles are selected from the Q3 queue to be rebooked on flight F. i flight.

[0100] (b) When one of the two queues, Q2 or Q3, is emptied, all remaining available quotas are used for vehicles in the other queue.

[0101] (7) Repeat steps (2) to (6). When all flight data are processed (that is, when the queue of vehicles to be scheduled is empty, the first queue of standby vehicles is empty, and the second queue of standby vehicles is empty), the rescheduling plan calculation is completed, and the rescheduling plan list for all vehicles is output as the transportation plan.

[0102] Optionally, an evaluation method can be used to evaluate the pros and cons of different evacuation plans to facilitate the decision-making of dispatchers. The evaluation method is as follows:

[0103] The vehicles that need to be evacuated can be divided into three categories: one is the vehicles affected by the suspension of flights before the resumption of flights, recorded as the data set R{R1, R2, ...R n The second category is the vehicles that have booked tickets for flights after resumption of flights, recorded as data set P{P1, P2, ...P m}; The third category is the unbooked trucks arriving at the port in the future, recorded as data set N{N1, N2, ...N O}.

[0104] For vehicle R in R i The system records the time between the departure time of the rebooked evacuation flight and the resumption time as TR i For vehicle P in P j The time between the original flight departure time and the resumption time is recorded as OTP j The system records the time between the departure time of the rebooked evacuation flight and the resumption time as NTP. j , then P j The departure time of the rescheduled flight will be delayed by NTP j -OTP j For vehicles N in N k , and its arrival time at the port is recorded as OTN k The scheduled flight departure time is recorded as NTN k , then the delay time of the vehicle is NTN k -OTN k During the evacuation period:

[0105] The total delay time of all vehicles:

[0106]

[0107] Average delay time:

[0108]

[0109] The average variance of the delay duration is:

[0110]

[0111] By calculating the S value, it can be used to compare different evacuation plans to see which one is more ideal. Generally speaking, the plan with a smaller S value is more ideal and should be adopted first.

[0112] Among them, S represents the average variance of the delay time, and the vehicles planned to be carried by the suspended flights before resuming flights are represented by vehicle R i , vehicle R i The total number of vehicles after the change is recorded as n. i The time between the departure time of the flight and the resumption time is the vehicle R i The delay time is denoted as TR i ; The booked vehicle for the flight after resumption is represented as vehicle P j , vehicle P j The total number of vehicles before the change is recorded as m. j The time from the departure time of the flight to the resumption time is recorded as OTP j , after the change, vehicle P j The time from the departure time of the flight to the resumption time is recorded as NTP j , then vehicle P j The delay time is NTP j -OTP j ; The number of unbooked trucks expected to arrive at the port during the target period is represented by N k , vehicle N k The total number of vehicles is recorded as o, and the number of vehicles N k The estimated time of arrival is recorded as OTN k , vehicle N k The departure time of the flight is recorded as NTN k , then vehicle N k The delay time is NTN k -OTN k ; DT avg Represented by counting vehicles R i The delay time of vehicle P j The delay time and vehicle N k The average delay duration obtained by delay duration.

[0113] Step S208, judging whether the transportation plan is acceptable according to the variance, if yes, executing step S210, if no, executing step S209.

[0114] Specifically, the average variance of the delay time corresponding to the transportation plan is compared with the preset variance. If it is determined that the average variance of the delay time corresponding to the transportation plan is greater than the preset variance, the transportation plan is unacceptable; if it is determined that the average variance of the delay time corresponding to the transportation plan is less than or equal to the preset variance, the transportation plan is acceptable.

[0115] Step S209, receiving the evacuation intensity setting (including setting the first evacuation intensity and setting the second evacuation intensity), and continuing to execute step S206.

[0116] Step S210, outputting and executing the transportation plan, and automatically changing the vehicle order.

[0117] The following is a description of the evacuation device of the roll-on / roll-off passenger transport hub provided in the present application. The evacuation device of the roll-on / roll-off passenger transport hub described below and the evacuation method of the roll-on / roll-off passenger transport hub described above can be referenced to each other.

[0118] Figure 4 is a schematic diagram of the structure of the transport device of the ro-ro passenger transport hub provided in the embodiment of the present application, such as Figure 4 As shown, the device includes: an evacuation completion time determination module 10 and an evacuation plan determination module 20.

[0119] in:

[0120] The evacuation completion time determination module 10 is used to determine the evacuation completion time by comparing the accumulated vehicle flow and the accumulated transport capacity in time sequence based on the stranded vehicle data, the booked vehicle data, the future vehicle flow prediction data and the future flight plan;

[0121] The evacuation plan determination module 20 is used to perform a rebooking analysis for the target time period between the current time and the evacuation completion time based on the first evacuation intensity, the second evacuation intensity, the stranded vehicle data, the booked vehicle data, the future vehicle flow prediction data and the future flight plan, and determine the evacuation plan;

[0122] Among them, the future vehicle flow forecast data is used to represent the flow of unbooked trucks arriving at the port in the future. The first evacuation intensity is used to represent the rescheduling ratio of booked vehicles in the rescheduled flights. The rescheduled flights are flights in the future flight plan. The capacity released by the rescheduling of the rescheduled flights is used first to evacuate stranded vehicles. The second evacuation intensity is used to represent the ratio of the remaining capacity after the stranded vehicles are evacuated to the unbooked trucks arriving at the port in the future. The evacuation plan is used to represent the recommended flights corresponding to each vehicle.

[0123] It can be understood that the detailed functional implementation of each of the above-mentioned units / modules can be found in the introduction of the aforementioned method embodiment, and will not be repeated here.

[0124] It should be understood that the above-mentioned device is used to execute the method in the above-mentioned embodiment. The implementation principle and technical effect of the corresponding program module in the device are similar to those described in the above-mentioned method. The working process of the device can refer to the corresponding process in the above-mentioned method, which will not be repeated here.

[0125] Based on the method in the above embodiment, an embodiment of the present application provides an electronic device, Figure 5 is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application, such as Figure 5 As shown, the electronic device may include: a processor (Processor) 810, a communication interface (Communications Interface) 820, a memory (Memory) 830 and a communication bus 840, wherein the processor 810, the communication interface 820, and the memory 830 communicate with each other through the communication bus 840. The processor 810 can call the logic instructions in the memory 830 to execute the method in the above embodiment.

[0126] In addition, the logic instructions in the above-mentioned memory 830 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product, which is stored in a storage medium and includes a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application.

[0127] Based on the method in the above embodiment, an embodiment of the present application provides a computer-readable storage medium, which stores a computer program. When the computer program runs on a processor, the processor executes the method in the above embodiment.

[0128] Based on the method in the above embodiment, an embodiment of the present application provides a computer program product. When the computer program product runs on a processor, the processor executes the method in the above embodiment.

[0129] It is understandable that the processor in the embodiment of the present application may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field programmable gate arrays (FPGA) or other programmable logic devices, transistor logic devices, hardware components or any combination thereof. The general-purpose processor may be a microprocessor or any conventional processor.

[0130] The method steps in the embodiments of the present application can be implemented by hardware or by a processor executing software instructions. The software instructions can be composed of corresponding software modules, and the software modules can be stored in random access memory (RAM), flash memory, read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), registers, hard disks, mobile hard disks, CD-ROMs, or any other form of storage medium known in the art. An exemplary storage medium is coupled to a processor so that the processor can read information from the storage medium and write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and the storage medium can be located in an ASIC.

[0131] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted through the computer-readable storage medium. The computer instructions may be transmitted from a website site, a computer, a server or a data center to another website site, a computer, a server or a data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can access or a data storage device such as a server or a data center that includes one or more available media integrated. The available medium may be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive (SSD)), etc.

[0132] It should be understood that the various numerical numbers involved in the embodiments of the present application are only used for the convenience of description and are not used to limit the scope of the embodiments of the present application.

[0133] It will be easily understood by those skilled in the art that the above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A method for evacuating passengers at a ro-ro passenger transport hub, characterized in that: include: Based on the data of stranded vehicles, booked vehicles, future vehicle flow forecast data and future flight plans, the accumulated vehicle flow and accumulated transport capacity are compared in time series to determine the time when evacuation is completed; Based on the first evacuation intensity, the second evacuation intensity, the stranded vehicle data, the booked vehicle data, the future vehicle flow forecast data and the future flight plan, a rebooking analysis is performed for the target time period between the current time and the evacuation completion time to determine an evacuation plan; Among them, the future vehicle flow prediction data is used to represent the flow of unbooked trucks arriving at the port in the future, the first evacuation intensity is used to represent the rescheduling ratio of booked vehicles in the rescheduled flights, the rescheduled flights are flights in the future flight plan, and the capacity released by the rescheduling of the rescheduled flights is used first to evacuate stranded vehicles, the second evacuation intensity is used to represent the ratio of the remaining capacity after the stranded vehicles are evacuated to the unbooked trucks arriving at the port in the future, and the evacuation plan is used to represent the recommended flight corresponding to each vehicle.

2. The method for evacuating ro-ro passenger transport hub according to claim 1, characterized in that: The method of comparing the accumulated vehicle flow and accumulated transport capacity in time sequence based on the stranded vehicle data, the booked vehicle data, the future vehicle flow forecast data and the future flight plan to determine the evacuation completion time includes: Based on the stranded vehicle data, the booked vehicle data, the future vehicle flow forecast data and the future flight plan, time calculation is performed to obtain the evacuation completion time corresponding to the first calculation, wherein the time calculation is performed by comparing the cumulative vehicle flow with the cumulative transport capacity in time sequence; Compare the evacuation completion time corresponding to the first calculation with the preset evacuation completion time; If it is determined that the evacuation completion time corresponding to the first calculation is later than the preset evacuation completion time, the future flight plan is continuously adjusted and the time calculation is performed until the calculated evacuation completion time is earlier than or equal to the preset evacuation completion time.

3. The method for evacuating ro-ro passenger transport hub according to claim 2, characterized in that: The execution time measurement includes: Based on the stranded vehicle data, the booked vehicle data and the future vehicle flow prediction data, the vehicle flow is analyzed in time series to obtain a cumulative vehicle flow curve, where the cumulative vehicle flow curve is used to represent the cumulative vehicle flow changes over time; Based on the future flight plan, analyzing the capacity in time series to obtain a cumulative capacity curve, where the cumulative capacity curve is used to represent the change of cumulative capacity over time; The intersection point between the cumulative vehicle flow curve and the cumulative transport capacity curve is analyzed, and the time corresponding to the intersection point is determined as the evacuation completion time.

4. The method for evacuating ro-ro passenger transport hub according to claim 1, characterized in that: The method of performing a rebooking analysis for a target time period between the current time and the evacuation completion time based on the first evacuation intensity, the second evacuation intensity, the stranded vehicle data, the booked vehicle data, the future vehicle flow prediction data, and the future flight plan to determine an evacuation plan includes: Based on the first evacuation intensity, the second evacuation intensity, the stranded vehicle data, the booked vehicle data, the future vehicle flow forecast data, and the future flight plan, perform a rebooking analysis for the target time period to obtain an initial evacuation plan; Compare the average variance of the delay time corresponding to the initial evacuation plan with the preset variance. The average variance of the delay time is obtained by counting the delay time of the vehicles to be evacuated. If it is determined that the average variance of the delay time corresponding to the initial evacuation plan is greater than the preset variance, the first evacuation intensity and the second evacuation intensity are continuously adjusted and the rescheduling analysis is performed until the average variance of the delay time corresponding to the evacuation plan obtained by the rescheduling analysis is less than or equal to the preset variance.

5. The method for evacuating ro-ro passenger transport hub according to claim 4, characterized in that: The performing of the rebooking analysis comprises: Based on the stranded vehicle data, the stranded vehicles are placed into a queue of vehicles to be arranged in the order of their arrival time; According to the flight schedule departure time sequence, the target flights in the future flight schedule are traversed, and flight rescheduling analysis is performed on the traversed target flights, and the traversal is stopped when the to-be-arranged vehicle queue is empty, the first standby vehicle queue is empty, and the second standby vehicle queue is empty. The flight schedule departure time of the target flight is earlier than the evacuation completion time. The first standby vehicle queue is used to arrange flights for rescheduling vehicles in a queuing manner, and the second standby vehicle queue is used to arrange flights for unbooked trucks expected to arrive at the port within the target time period in a queuing manner. The to-be-arranged vehicle queue, the first standby vehicle queue, and the second standby vehicle queue operate in a first-in-first-out manner; The flight change analysis specifically includes: Selecting a first number of vehicles from the booked vehicles of the target flight as change vehicles and adding them to the first standby vehicle queue, wherein the first number is the product of the first evacuation intensity and the number of booked vehicles of the target flight, and the value range of the first evacuation intensity is 0 to 1; According to the loading margin of the target flight, a vehicle is taken out from the to-be-arranged vehicle queue and rescheduled to the target flight; if the to-be-arranged vehicle queue is emptied and the loading margin of the target flight is greater than 0, according to the second evacuation intensity, a vehicle is taken out from the first standby vehicle queue and the second standby vehicle queue and rescheduled to the target flight.

6. The method for evacuating ro-ro passenger transport hub according to claim 4, characterized in that: It also includes determining the average variance of the delay time by the following formula: Where S represents the average variance of the delay time, and the vehicle planned to be carried by the suspended flight before resuming flight is represented by vehicle R i , vehicle R i The total number of vehicles after the change is recorded as n. i The time between the departure time of the flight and the resumption time is the vehicle R i The delay time is denoted as TR i ; The booked vehicle for the flight after the resumption of flight is represented as vehicle P j , vehicle P j The total number of vehicles before the change is recorded as m. j The time from the departure time of the flight to the resumption time is recorded as OTP j , after the change, vehicle P j The time from the departure time of the flight to the resumption time is recorded as NTP j , then vehicle P j The delay time is NTP j -OTP j ; The number of unbooked trucks expected to arrive at the port during the target period is represented by N k , vehicle N k The total number of vehicles is recorded as o, and the number of vehicles N k The estimated time of arrival is recorded as OTN k , vehicle N k The departure time of the flight is recorded as NTN k , then vehicle N k The delay time is NTN k -OTN k ; DT avg Represented by counting vehicles R i The delay time of vehicle P j The delay time and vehicle N k The average delay duration obtained by delay duration.

7. The method for evacuating ro-ro passenger transport hub according to any one of claims 1 to 6, characterized in that: After the evacuation plan is determined, it also includes: Based on the evacuation plan, a rebooking message corresponding to each rebooked vehicle is pushed, and the rebooking message is used to indicate the flight that the vehicle will take after the rebooking.

8. A transport device for a ro-ro passenger transport hub, characterized in that: include: The evacuation completion time determination module is used to determine the evacuation completion time by comparing the accumulated vehicle flow and accumulated transport capacity in time sequence based on the stranded vehicle data, the booked vehicle data, the future vehicle flow forecast data and the future flight plan; A transportation plan determination module, configured to perform a rebooking analysis for a target time period between the current time and the transportation completion time based on the first transportation intensity, the second transportation intensity, the stranded vehicle data, the booked vehicle data, the future vehicle flow prediction data, and the future flight plan, and determine an transportation plan; Among them, the future vehicle flow prediction data is used to represent the flow of unbooked trucks arriving at the port in the future, the first evacuation intensity is used to represent the rescheduling ratio of booked vehicles in the rescheduled flights, the rescheduled flights are flights in the future flight plan, and the capacity released by the rescheduling of the rescheduled flights is used first to evacuate stranded vehicles, the second evacuation intensity is used to represent the ratio of the remaining capacity after the stranded vehicles are evacuated to the unbooked trucks arriving at the port in the future, and the evacuation plan is used to represent the recommended flight corresponding to each vehicle.

9. An electronic device, characterized in that: include: at least one memory for storing a computer program; At least one processor is used to execute the program stored in the memory. When the program stored in the memory is executed, the processor is used to execute the method according to any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program runs on a processor, the processor is caused to execute the method according to any one of claims 1 to 7.

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