Seat protection data synchronization link optimization methods, systems, equipment and storage media

Abstract

This disclosure relates to the field of seat management and discloses a method, system, device, and storage medium for optimizing seat protection data synchronization links. The method includes: performing delay segmentation analysis on the response time of seat protection messages to obtain the time consumption of each message response time period; obtaining system workload characteristics; establishing a seat protection message response delay calculation model; calculating the seat protection message response delay based on the system workload characteristics and the seat protection message response delay calculation model; analyzing the key factors affecting the message response delay based on the time consumption of each message response time period and the seat protection message response delay; and optimizing the seat protection message transmission link according to the key factors affecting the message response delay. This disclosure essentially eliminates the issues of multiple occupancy of a seat and reservation rollback during the seat protection process, ensuring the continuous development of seat selection services.

Description

Technical Field

[0001] This disclosure relates to the field of seat management technology, specifically to a method, system, device, and storage medium for optimizing the performance of seat protection data synchronization links based on queuing theory. Background Technology

[0002] Currently, the creation, modification, and cancellation of seat data items in passenger orders are handled by the seat management subsystem of the reservation system; the setting, modification, and sale of seat attributes on the main map / seat map are handled by the seat sales subsystem on the TravelSky private cloud platform. These two heterogeneous subsystems are connected via an OLTP communication link, using Type B message format to ensure cross-system consistency of flight seat map data. Large airlines (such as Air China, China Eastern, and China Southern) configure independent OLTP communication links, while other small and medium-sized airlines share a single OLTP communication link. Figure 1 The link shown integrates the seat management subsystem of the order system and the seat sales subsystem of the flight management system. Seat protection is completed by the seat management subsystem, and the protection result information is synchronized to the seat sales subsystem to ensure the consistency of seat map data between the seat management subsystem and the seat sales subsystem.

[0003] The seat protection of a flight is triggered by the following situations: (1) Flight schedule change (air type / cabin layout / load change), the seat sales subsystem is synchronized with the flight change / seat change / seat protection result message; (2) Order rescheduling, the seat sales subsystem is synchronized with the seat change / new seat occupancy information; (3) Map refresh, when the main seat map changes or the flight seat map is locked, the relevant flight seat map can be refreshed, and the seat change / seat protection result message is synchronized with the seat sales subsystem.

[0004] Before the seasonal change of flights, airlines usually need to complete the flight schedule adjustment of all flights within a week, resulting in a large number of flight changes / seat protections. When the seat protection related message receiver - seat sales subsystem - processes the received messages, the data and business processes involved are relatively complex, resulting in a long message processing time. Too long seat protection delay will cause the following problems: (1) Seat map locking: After the seat sales subsystem completes the flight change, it generates a new flight seat map and locks the map until it receives the corresponding seat protection result message before unlocking the seat map and releasing seat reservations; (2) Seat reservation rollback: The seat management subsystem times out when processing the seat reservation confirmation message of the seat sales subsystem, triggering the reservation rollback message, which exacerbates the link pressure; (3) Multiple occupancy of a seat: Due to the delay of flight change and seat protection messages due to link congestion, during this period, there are new reservations on the corresponding flight seat map. If the new reserved seats overlap with the seats in the seat protection result, it will result in multiple occupancy of a seat.

[0005] Therefore, how to shorten the processing delay of seat protection messages and eliminate problems such as multiple occupancy of a seat and seat reservation rollback during the seat protection process has become an urgent issue to be addressed. Summary of the Invention

[0006] This disclosure provides a method, system, device, and storage medium for optimizing seat protection data synchronization links to solve or alleviate one or more of the above-mentioned technical problems in the prior art.

[0007] According to one aspect of this disclosure, a method for optimizing seat protection data synchronization links is provided, comprising:

[0008] Perform delay segmentation analysis on the response time of seat protection messages to obtain the time consumption of each message response time segment;

[0009] Obtain system workload characteristics;

[0010] Establish a calculation model for the response delay of seat protection messages;

[0011] Based on the system workload characteristics, the seat protection message response delay is calculated using a seat protection message response delay calculation model.

[0012] Based on the time consumption of each message response period and the seat protection message response delay, the key factors affecting the message response delay are analyzed.

[0013] The seat protection message transmission link is optimized based on the key factors affecting message response delay.

[0014] In one possible implementation, the response time of the seat protection message is analyzed in segments to obtain the time consumption of each message response time segment, including:

[0015] The seat protection message response time is divided into the message sending time period, the queue waiting time period, and the message processing time period;

[0016] Track and record the time consumption of message sending time period, queue waiting time period, and message processing time period.

[0017] In one possible implementation, the model for calculating the seat protection message response delay includes:

[0018] Obtain flight seat protection related log data;

[0019] The flight seat protection-related log data is analyzed, and the number of each type of message, the maximum queue waiting length for the day, and the maximum message processing delay are calculated based on the keywords of different types of seat protection messages.

[0020] Quantitative analysis is performed on the number of each type of message, the maximum queue waiting length on a given day, and the maximum message processing delay, and the analysis results are generated.

[0021] Based on the analysis results, a seat protection message response delay calculation model was established based on queue theory.

[0022] In one possible implementation, obtaining flight seat protection-related log data includes:

[0023] Confirm the specific time period for the seasonal flight change based on the flight change history;

[0024] Based on the specific time period of the flight seasonal change, extract the relevant log data of flight seat protection and store it in the message log file.

[0025] According to one aspect of this disclosure, a seat protection data synchronization link optimization system is provided, comprising:

[0026] The first analysis unit is used to perform delay segmentation analysis on the response time of seat protection messages and obtain the time consumption of each message response time period.

[0027] The acquisition unit is used to acquire system workload characteristics;

[0028] Establish a unit to build a seat protection message response delay calculation model;

[0029] A seat protection message response delay calculation model is used to calculate the seat protection message response delay based on system workload characteristics.

[0030] The second analysis unit is used to analyze the key factors affecting message response delay based on the time consumption of each message response time period and the seat protection message response delay;

[0031] The optimization unit is used to optimize the seat protection message transmission link based on the key factors affecting message response delay.

[0032] In one possible implementation, the first analysis unit includes:

[0033] The partitioning module is used to divide the seat protection message response time into a message sending time period, a queue waiting time period, and a message processing time period;

[0034] The tracking module is used to track and record the time consumption of message sending time period, queue waiting time period, and message processing time period.

[0035] In one possible implementation, the building unit includes:

[0036] The acquisition module is used to acquire log data related to flight seat protection;

[0037] The parsing module is used to parse the flight seat protection related log data, and to count the number of each type of message, the maximum queue waiting length for the day, and the maximum message processing delay based on the keywords of different types of seat protection messages.

[0038] The quantitative analysis module is used to perform quantitative analysis on the number of various types of messages, the maximum queue waiting length for the day, and the maximum message processing delay, and generate analysis results.

[0039] A module is established to build a seat protection message response delay calculation model based on queue theory, according to the analysis results.

[0040] In one possible implementation, the acquisition module includes:

[0041] The confirmation submodule is used to confirm the specific time period for the seasonal change of flights based on the flight change history;

[0042] The extraction submodule is used to extract flight seat protection-related log data based on the specific time period of the flight seasonal change and store it in the message log file.

[0043] According to one aspect of this disclosure, an apparatus is provided, comprising:

[0044] Processor and memory;

[0045] The memory is used to store computer programs, and the processor calls the computer programs stored in the memory to execute the seat protection data synchronization link optimization method described above.

[0046] According to one aspect of this disclosure, a computer-readable storage medium is provided, wherein a computer program is stored therein, which, when executed by a processor, enables the processor to perform the seat protection data synchronization link optimization method described in any of the preceding claims.

[0047] This disclosure has the following beneficial effects: First, it collects system seat protection-related logs, parses the logs, and organizes and statistically analyzes the relevant data. Second, it establishes a mathematical model of the seat protection message queue based on queuing theory, performs delay segmentation analysis on seat protection, and concludes that the excessive response delay is due to the excessive waiting length of the message queue. By summarizing the load influencing factors through workload characteristics, the first step adopts an optimization scheme to reduce link load, no longer synchronizing non-aircraft / layout / load change related flight change messages to the seat sales subsystem. After production, the overall link load is reduced by 30%. Since the maximum processing delay of seat protection messages after optimization can reach 30 minutes, which is significantly different from the theoretical delay of the M / M / 1 queue model, the second step adjusts the message queue priority to ensure the context dependency between messages and no longer synchronizes flight change messages. After production, during flight season changes, the maximum processing delay of seat protection messages is reduced from 30 minutes to 2 minutes, basically eliminating the problem of multiple occupancy of a seat and reservation rollback during the seat protection process, ensuring the continuous development of the seat selection business.

[0048] Details of one or more embodiments of this application are set forth in the following drawings and description. Other features and advantages of this application will become apparent from the accompanying drawings. It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not intended to limit this disclosure. Attached Figure Description

[0049] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure. It is obvious that the drawings described below are merely some embodiments of this disclosure, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0050] Figure 1 This is a diagram illustrating the communication link between the seat management subsystem and the seat sales subsystem;

[0051] Figure 2 This is a flowchart of a seat protection data synchronization link optimization method according to an exemplary embodiment of the present invention;

[0052] Figure 3 This is an example diagram showing that seat protection messages conform to a Poisson distribution;

[0053] Figure 4 This is a schematic diagram of the average response time of the M / M / 1 model as a function of utilization rate;

[0054] Figure 5 This is a schematic diagram of message processing response delay segmentation analysis;

[0055] Figure 6This is an optimized architecture diagram of seat protection data synchronization link based on queue theory;

[0056] Figure 7 This is a flowchart of seat protection data synchronization link optimization based on queue theory;

[0057] Figure 8 This is a block diagram of a seat protection data synchronization link optimization system according to an exemplary embodiment of the present invention;

[0058] Figure 9 This is a schematic diagram of the structure of a device according to an exemplary embodiment of this invention. Detailed Implementation

[0059] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this disclosure more comprehensive and complete, and to fully convey the concept of the example embodiments to those skilled in the art. The described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a full understanding of embodiments of this disclosure. However, those skilled in the art will recognize that the technical solutions of this disclosure can be practiced with one or more of the specific details omitted, or other methods, components, apparatus, steps, etc., can be employed. In other instances, well-known technical solutions are not shown or described in detail to avoid obscuring various aspects of this disclosure.

[0060] Furthermore, the accompanying drawings are merely illustrative of this disclosure and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities may be implemented in software, in one or more hardware units or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0061] The flowchart shown in the attached diagram is merely an illustrative example and does not necessarily include all steps. For example, some steps may be broken down, while others may be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0062] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein.

[0063] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or device that includes a series of steps or sub-modules is not necessarily limited to those steps or sub-modules that are explicitly listed, but may include other steps or sub-modules that are not explicitly listed or that are inherent to such process, method, product, or device.

[0064] The technical terms explained in this disclosure are shown in Table 1:

[0065] Table 1

[0066]

[0067]

[0068] Figure 2 This is a flowchart of a seat protection data synchronization link optimization method according to an exemplary embodiment of the present invention, such as... Figure 2 As shown, an exemplary embodiment of this disclosure provides a method for optimizing seat protection data synchronization links, including:

[0069] Perform delay segmentation analysis on the response time of seat protection messages to obtain the time consumption of each message response time segment;

[0070] Obtain system workload characteristics;

[0071] Establish a calculation model for the response delay of seat protection messages;

[0072] Based on the system workload characteristics, the seat protection message response delay is calculated using a seat protection message response delay calculation model.

[0073] Based on the time consumption of each message response period and the seat protection message response delay, the key factors affecting the message response delay are analyzed.

[0074] The seat protection message transmission link is optimized based on the key factors affecting message response delay.

[0075] It is worth noting that, such as Figure 3As shown, in aviation systems, seat protection-related messages exhibit a Poisson distribution. The Poisson distribution is a discrete probability distribution commonly found in statistics and probability. It is suitable for describing the probability distribution of the number of random events occurring per unit of time. For example, the probability mass function of the number of passengers arriving at a bus stop within a certain time period is:

[0076]

[0077] In the formula, parameter λ is the average occurrence rate of random events per unit time (or unit area), and K is the expected value of the number of events; K = 0, 1, 2, 3... usually follows a normal distribution.

[0078] like Figure 4 As shown, the M / M / 1 queuing model refers to a queuing system for one service. The message arrival interval follows an exponential distribution with parameter λ, and the message processing time follows a negative exponential distribution with parameter μ. It also satisfies the following assumptions: the number of arriving messages is a Poisson process; the message processing time is exponentially distributed; and there is only one server with an unlimited queue length, which can wait indefinitely.

[0079] Based on the characteristics of the seat protection related messages mentioned above, this embodiment establishes a seat protection message response delay calculation model based on the M / M / 1 queuing model to calculate the seat protection message response delay. The seat protection message response delay r (specifically, the time from when the system sends a request message to when it receives a response message) is calculated using the following formula:

[0080] r = s(2-p) / 2(1-p);

[0081] In the formula, s is the service time, and p is the utilization rate of the message receiving service of the seat sales subsystem;

[0082] As can be seen from the above formula, if we want to reduce message response latency, while keeping the message processing speed of the seat sales subsystem unchanged, we can reduce the link load and reduce the utilization rate of the message processing service, thereby reducing message response latency.

[0083] Specifically, the response time of seat protection messages is analyzed in segments to obtain the time consumption of each message response time period, including:

[0084] The seat protection message response time is divided into the message sending time period, the queue waiting time period, and the message processing time period;

[0085] Track and record the time consumption of message sending time period, queue waiting time period, and message processing time period.

[0086] This embodiment uses latency analysis to examine the time taken to complete an operation, analyzes the main steps involved in the operation, then breaks down the overall time into smaller time segments for completing each step, further subdivides the time segments with the greatest latency, and finally locates and quantifies the root cause of the problem. Similar to deep learning analysis, latency analysis also delves into different layers of the software stack to find the cause of latency issues.

[0087] like Figure 5 As shown, the segmented analysis of the seat protection message response delay includes dividing the message response time into three segments: the time period from the message being sent from the seat management subsystem to the seat sales subsystem, the queue waiting time, and the time period during which the seat sales subsystem processes the message.

[0088] Dynamic tracing using tools such as trace in the production system revealed that it takes 3-5ms for a message to travel from the seat management subsystem to the seat sales subsystem. The seat sales subsystem typically takes 50-600ms to process the message. The queue waiting time is the decisive factor causing the 2-minute to 2-hour message processing delay.

[0089] Without changing the message processing efficiency of the seat sales subsystem, we need to reduce the number of messages to alleviate link load and thus reduce message processing latency.

[0090] The seat protection-related messages sent from the seat management subsystem to the seat sales subsystem include: Flight Change Message: Upon receiving the message, the seat sales subsystem modifies the corresponding flight data, locates the main map based on the aircraft type / cabin layout / configuration information, regenerates the seat map, and adds a read-write lock to the flight seat map, prohibiting seat map queries and seat reservations. Seat Protection Start Message: When the seat sales subsystem receives the seat protection start message, it adds a read-write lock to the flight seat map; if a read-write lock already exists on the seat map, it retains it. Seat Protection Result Message: Upon receiving the seat protection result message, the seat sales subsystem modifies the seat map, marks each seat in the protection result as occupied, releases the seat map, and allows seat map queries and seat reservations.

[0091] Analysis of seat protection-related messages sent from the seat management subsystem to the seat sales subsystem reveals the following: Flight change messages and seat protection result messages have a contextual dependency. Flight change messages unlock the flight seat map, while seat protection result messages unlock the flight seat map. Seat protection start messages and result messages must appear in pairs and also have a contextual dependency. The start message locks the flight seat map to prevent conflicts between new seat reservations and protection results. The seat protection result message releases the flight seat map after completing the relevant seat tagging, thus completing the seat protection process.

[0092] Statistics on seat protection-related messages within the system over the past six months show that flight change messages account for approximately 30% of all seat protection messages. Of these, about 70% of flight changes do not involve changes to aircraft type / layout / load allocation. Flight changes unrelated to aircraft type / layout / load allocation do not update the flight seating chart and only increase the load on the synchronization link. Therefore, by no longer synchronizing flight change messages unrelated to aircraft type / layout / load allocation changes, the theoretical pressure on the seat protection data synchronization link decreases by 20%. Simultaneously, due to the reduced link load, the number of booking rollback messages also decreases accordingly. After the production system stopped synchronizing flight change messages to the seat sales subsystem, the actual link pressure decreased by 30%. In late May 2023, when a large number of flight changes were made by major airline A, the seat protection delay decreased from 2 hours to 30 minutes, alleviating the impact of seat chart locking on bookings. However, further analysis and resolution of the delay issue are still needed.

[0093] Specifically, the calculation model for the response delay of seat protection messages includes:

[0094] Obtain flight seat protection related log data;

[0095] The flight seat protection-related log data is analyzed, and the number of each type of message, the maximum queue waiting length for the day, and the maximum message processing delay are calculated based on the keywords of different types of seat protection messages.

[0096] Quantitative analysis is performed on the number of each type of message, the maximum queue waiting length on a given day, and the maximum message processing delay, and the analysis results are generated.

[0097] Based on the analysis results, a seat protection message response delay calculation model was established based on queue theory.

[0098] In this embodiment, since the transactions and messages within the system are all random discrete data that satisfy queuing theory, and given that large airlines currently only use one seat selection-related message parsing service, the response delay time can be calculated using the M / M / 1 queuing model.

[0099] According to system statistics, under non-congested conditions, the average processing time for constrained link protection related messages is 500ms, with a service utilization rate of 90%. Under congested conditions, the average processing time is 2 seconds, with a service utilization rate of 99%. Therefore, the queue waiting delay is calculated as follows:

[0100] 0.5s*(2-0.9) / 2*(1-0.90)=0.5*1.1 / 0.2≈2.2s;

[0101] 2s*(2-0.99) / 2*(1-0.99)≈100s;

[0102] The link transmission time is generally 3-5ms. Theoretically, the message response delay should not exceed 2 minutes. After the first optimization, the message processing delay is still 30 minutes. Further in-depth analysis is needed to find the cause of the problem.

[0103] Analysis of the business relevance of seat protection-related messages reveals a contextual dependency among flight change messages, seat protection start messages, and seat protection result messages: Flight change messages modify flight information, generate and lock a new seat map, and await the seat protection result message to modify and unlock the seat map. Seat protection start messages lock the flight seat map and await the seat protection result message to modify and unlock it. Each flight change modifies at least one flight / date's flight information, synchronizing flight change messages, seat protection start messages, and seat protection end messages with the seat sales subsystem. Each time a seat map is refreshed or a rebooking occurs, a new flight / date seat map is generated, synchronizing seat protection start messages and end messages with the seat sales subsystem. During seat map locking, if the seat management subsystem receives a seat reservation confirmation message from the seat sales subsystem, it sends a reservation rollback message to the seat sales subsystem. However, in the system's seat protection-related message queue, flight change messages have the highest priority, followed by reservation rollback messages, with seat protection start and result messages having the lowest priority. This means that as long as there are flight change messages in the queue, other messages will be blocked in the queue. Only when there are no flight change messages in the queue will the booking rollback message begin to be transmitted; only when there are no flight change and booking rollback messages in the queue will the seat protection start and result messages begin to be transmitted. This can lead to the transmission of seat protection start and result messages being blocked for a long time, and the relevant flight seat map being locked for too long, resulting in more booking rollback messages. On May 27, 2023, a major airline's seat protection lasted for more than 30 minutes. Analysis of historical data at that time showed that the reservation system made a large number of flight changes after 13:00. The system continuously generated flight change messages and seat protection messages and put them into the queue. As a result, when the seat sales subsystem received a flight change message for a certain flight, its seat map was updated and locked. After waiting for several tens of minutes, when there were no flight change and reservation rollback messages in the queue, it could receive and process the corresponding seat protection start and result messages, modify the seat map and unlock it. During the period when the seat map was locked, if the seat management subsystem received a seat reservation confirmation message from the seat sales subsystem, it would generate a seat reservation rollback message and put it into the message queue. Since the flight management subsystem can synchronize flight change messages to the seat sales subsystem through other links, the reservation system no longer synchronizes flight change messages to the seat sales subsystem. Since the reservation rollback message is generated because of seat map locking, the priority of the seat protection start and result messages and the reservation rollback message is set to be the same. Each time a flight change / map refresh / rebooking generates a seat protection related message, it is in the same priority on the same link. The system can process the messages in the order of transactions, which minimizes the risk of seat map locking.

[0104] Specifically, obtaining flight seat protection related log data includes:

[0105] Confirm the specific time period for the seasonal flight change based on the flight change history;

[0106] Based on the specific time period of the flight seasonal change, extract the relevant log data of flight seat protection and store it in the message log file.

[0107] like Figure 7 As shown, the specific process of the seat protection data synchronization link performance optimization method based on queue theory proposed in this embodiment can be summarized as follows:

[0108] Step 1: For Airline A, confirm the specific date range for the seasonal flight change based on the flight change history;

[0109] Step 2: Based on the seasonal change date range of Airline A's flights, extract its seat protection-related logs and store them in the message log file;

[0110] Step 3: Parse the log data and, based on the message type (message types include flight change messages, seat protection start messages, and seat protection result messages), count the number of daily flight changes, seat protection messages, booking rollback messages, maximum queue length, and response delay, and save the data to the message data file.

[0111] Step 4: Establish a data model based on workload characteristics (including system idle time, message queue depth, system response time, and system alarms) and queue theory.

[0112] Step 5: Perform segmented analysis on the response delay of the seat protection message to identify the problem and the key factors affecting the message response delay. Then, perform drill-down analysis to analyze the message dependencies, find the key points for solving the problem, and verify the results with the model.

[0113] Step 6: Return the message-related visualization report and theoretical calculation optimization results.

[0114] Figure 8 This is a block diagram of a seat protection data synchronization link optimization system according to an exemplary embodiment of the present invention, such as Figure 8 As shown, an exemplary embodiment of this disclosure provides a seat protection data synchronization link optimization system, including:

[0115] The first analysis unit is used to perform delay segmentation analysis on the response time of seat protection messages and obtain the time consumption of each message response time period.

[0116] The acquisition unit is used to acquire system workload characteristics;

[0117] Establish a unit to build a seat protection message response delay calculation model;

[0118] A seat protection message response delay calculation model is used to calculate the seat protection message response delay based on system workload characteristics.

[0119] The second analysis unit is used to analyze the key factors affecting message response delay based on the time consumption of each message response time period and the seat protection message response delay;

[0120] The optimization unit is used to optimize the seat protection message transmission link based on the key factors affecting message response delay.

[0121] Specifically, the first analysis unit includes:

[0122] The partitioning module is used to divide the seat protection message response time into a message sending time period, a queue waiting time period, and a message processing time period;

[0123] The tracking module is used to track and record the time consumption of message sending time period, queue waiting time period, and message processing time period.

[0124] Specifically, the establishment of units includes:

[0125] The acquisition module is used to acquire log data related to flight seat protection;

[0126] The parsing module is used to parse the flight seat protection related log data, and to count the number of each type of message, the maximum queue waiting length for the day, and the maximum message processing delay based on the keywords of different types of seat protection messages.

[0127] The quantitative analysis module is used to perform quantitative analysis on the number of various types of messages, the maximum queue waiting length for the day, and the maximum message processing delay, and generate analysis results.

[0128] A module is established to build a seat protection message response delay calculation model based on queue theory, according to the analysis results.

[0129] Specifically, the acquisition module includes:

[0130] The confirmation submodule is used to confirm the specific time period for the seasonal change of flights based on the flight change history;

[0131] The extraction submodule is used to extract flight seat protection-related log data based on the specific time period of the flight seasonal change and store it in the message log file.

[0132] like Figure 6 As shown, the system for optimizing the performance of seat protection data synchronization links based on queue theory mainly includes the following components: log acquisition component, log data parsing component, data analysis component, response latency analysis component, data storage component, monitoring and alarm component, and visualization chart component.

[0133] The functions of each component are as follows:

[0134] Log collection component: Reads logs based on the seasonal change date range of a certain airline's flights, and reads the number of seat protection messages in the corresponding link of that airline in the logs.

[0135] Log data component: Based on different categories of seat protection message keywords, it counts the number of messages of each type, the maximum queue waiting length for the day, and the maximum message processing delay.

[0136] The data analysis component performs categorized and quantitative analysis based on collected data (including the maximum latency of each relevant message queue depth, as well as the latency of a single message at each processing stage; for example, when an ICS sends a request message at T1, it arrives at the middleware at T2 (queue depth at this time), at T3 it is sent to SEAT by a timer, at T4 SEAT sends back a response message, and at T5 it arrives at the middleware (queue depth at this time)). This involves tracking different messages, adding timestamps and queue depth outputs for each processing stage, and using quantitative analysis methods such as read-track analysis and batch testing with historical data from the production system. The analysis results are then used to further analyze the data (in distributed systems, communication between subsystems is complex, and the execution of a single transaction...). The time required for seat protection transactions typically spans multiple subsystems. By analyzing each stage of the seat protection transaction, identifying the stage with the longest delay from request to response, and improving the delay of this stage, the overall transaction processing delay for seat protection is reduced, thereby reducing the problem of users being unable to book seats due to seat map locking. A mathematical model based on M / M / 1 is established to identify the decisive factors affecting queue length according to the seat protection business process (in a distributed system, each transaction usually involves the processing and communication overhead of multiple subsystems. We need to analyze the stages included in each transaction to find out which stage the problem of excessive seat protection delay occurs, leading to seat map locking, users being unable to book seats, and airline complaints).

[0137] Response delay analysis component: Dynamically tracks seat protection message processing, performs segmented analysis of response delay, and analyzes the cause of each delay segment in combination with workload characteristics to find the cause of the problem;

[0138] Data storage component: Saves relevant log information; for log information spanning multiple years, it saves it to a log data file.

[0139] Monitoring and alarm component: The system will monitor according to pre-set rules and alarm when the length of the lock image or seat protection message queue in the system exceeds the threshold;

[0140] Visualization chart component: Generates visual charts of seat protection message processing delay and queue length data in the system, and monitors resource usage indicators daily.

[0141] Historical data storage component: Stores log data that is one year past its expiration date into a historical log data file.

[0142] The following analysis focuses on the seat protection data synchronization link of a major airline, A.

[0143] Read seat protection-related logs for a given date range:

[0144] By querying the flight creation date of a major airline A, the specific flight season change dates can be obtained. The flight season change dates for March are March 20th to March 24th, and for October, they are October 21st to October 25th. Taking XX2110 / 1Jan as an example, its aircraft type has changed to A325. Therefore, the reservation system sends the following messages to the seat sales subsystem: flight change message, reservation rollback message, seat protection start message, and result message.

[0145] Parse the log data and save the message-related data:

[0146] Log data was parsed, filtered, and statistically analyzed based on keywords, and then output to a table. A comparison of message processing data during the flight season changeover periods in March and October showed that after the cancellation reservation system synchronized flight change messages with the seat sales subsystem, the average link load decreased by 48%. Furthermore, after adjusting the message queue priority based on context dependencies, messages from the same seat protection transaction were placed at the same priority on the same link. The seat sales subsystem could immediately receive and process the seat protection result message after receiving the seat protection start message, reducing its message processing latency from 2 hours to 2 minutes, consistent with the calculation results of the M / M / 1 model in this disclosure.

[0147] As shown in Table 2 (Delay Data Table After Optimization of Seat Protection Message Synchronization Link), we have already optimized the seat protection message synchronization link in the production system using this method. The effect after deployment is significant. It not only reduces the system load but also basically eliminates reservation rollback, better protecting user interests and improving user experience in seat protection.

[0148] Table 2

[0149]

[0150]

[0151] In summary, this disclosure establishes a method and system for optimizing the performance of seat protection data synchronization links based on queuing theory. During the seat protection phase, this method reduces the maximum processing delay of seat protection messages from 30 minutes to 2 minutes, essentially eliminating multiple occupancy of a seat and reservation rollback during the seat protection process. This ensures the continued development of seat selection services, protects passenger interests and improves user experience, and fills the gap in mathematical modeling and formal verification of domestic flight seat management, thus possessing practical application value.

[0152] This disclosure comprehensively fills the gaps in current technology: it establishes a mathematical model to analyze the interrelationships and impacts of various factors related to message processing delays for flight seat protection, thereby finding the optimal optimization strategy. It performs segmented analysis of message processing delays to pinpoint the problem. It has no impact on the seat protection business process, safeguarding the interests of airlines and passengers and improving the passenger experience.

[0153] This disclosure addresses the performance issues of the synchronization link related to seat protection messages, reducing seat protection message processing latency by 90% and mitigating the risks of multiple seat occupancy and reservation rollback during seasonal flight changes or large-scale flight modifications. Based on an in-depth analysis of the flight seat protection business process, the document analyzes the segmented latency of seat protection message processing, identifies the problem, and pioneers a mathematical model based on queuing theory to analyze the latency gap between theory and practice and identify the root causes. The solution addresses the issue by reducing link load and ensuring message context dependencies. After deployment, during the seasonal flight change in October 2023, the maximum processing latency of seat protection messages was reduced to 2 minutes, essentially eliminating multiple seat occupancy and reservation rollback during the seat protection process and ensuring the continued development of the seat selection business.

[0154] Figure 9 This is a schematic diagram of the structure of a device according to an exemplary embodiment of this invention. Figure 9 As shown, corresponding to the seat protection data synchronization link optimization method provided above, this disclosure also provides a device. Since the embodiment of this device is similar to the above method embodiment, the description is relatively simple; relevant details can be found in the description of the above method embodiment section. The device described below is merely illustrative. The device may include: a processor 1, a memory 2, a communication bus (i.e., the aforementioned device bus), and a lookup engine. The processor 1 and memory 2 communicate with each other via the communication bus and communicate with external systems via a communication interface. The processor 1 can call logical instructions in the memory 2 to execute the seat protection data synchronization link optimization method.

[0155] Furthermore, the logical instructions in the aforementioned memory 2 can be implemented as software functional units and sold or used as independent products, and can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this disclosure, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this disclosure. The aforementioned storage medium includes various media capable of storing program code, such as memory chips, USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0156] On the other hand, this disclosure also provides a processor-readable storage medium storing a computer program 3, which, when executed by a processor 1, is implemented to perform the seat protection data synchronization link optimization method provided in the above embodiments.

[0157] The processor-readable storage medium can be any available medium or data storage device that the processor 1 can access, including but not limited to magnetic memory (e.g., floppy disk, hard disk, magnetic tape, magneto-optical disk (MO)), optical memory (e.g., CD, DVD, BD, HVD), and semiconductor memory (e.g., ROM, EPROM, EEPROM, non-volatile memory (NAND FLASH), solid-state drive (SSD)).

[0158] The above are merely preferred embodiments of this disclosure. The scope of protection of this disclosure is not limited to the above embodiments. All technical solutions falling within the scope of this disclosure are protected. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principles of this disclosure should be considered within the scope of protection of this disclosure.

Claims

1. A method for optimizing seat protection data synchronization links, characterized in that, include: Perform delay segmentation analysis on the response time of seat protection messages to obtain the time consumption of each message response time segment; Obtain system workload characteristics; Establish a calculation model for the response delay of seat protection messages; Based on the system workload characteristics, the seat protection message response delay is calculated using a seat protection message response delay calculation model. Based on the time consumption of each message response period and the seat protection message response delay, the key factors affecting the message response delay are analyzed. The seat protection message transmission link was optimized based on the key factors affecting message response delay. The model for calculating the response delay of seat protection messages includes: Obtain flight seat protection related log data; The flight seat protection-related log data is analyzed, and the number of each type of message, the maximum queue waiting length for the day, and the maximum message processing delay are calculated based on the keywords of different types of seat protection messages. Quantitative analysis is performed on the number of each type of message, the maximum queue waiting length on a given day, and the maximum message processing delay, and the analysis results are generated. Based on the analysis results, a seat protection message response delay calculation model was established based on queue theory.

2. The seat protection data synchronization link optimization method according to claim 1, characterized in that, The response time of seat protection messages is analyzed by delay segmentation to obtain the time consumption of each message response time segment, including: The seat protection message response time is divided into the message sending time period, the queue waiting time period, and the message processing time period; Track and record the time consumption of message sending time period, queue waiting time period, and message processing time period.

3. The seat protection data synchronization link optimization method according to claim 1, characterized in that, The log data related to flight seat protection obtained includes: Confirm the specific time period for the seasonal flight change based on the flight change history; Based on the specific time period of the flight seasonal change, extract the relevant log data of flight seat protection and store it in the message log file.

4. A seat protection data synchronization link optimization system, characterized in that, include: The first analysis unit is used to perform delay segmentation analysis on the response time of seat protection messages and obtain the time consumption of each message response time period. The acquisition unit is used to acquire system workload characteristics; Establish a unit to build a seat protection message response delay calculation model; A seat protection message response delay calculation model is used to calculate the seat protection message response delay based on system workload characteristics. The second analysis unit is used to analyze the key factors affecting message response delay based on the time consumption of each message response time period and the seat protection message response delay; The optimization unit is used to optimize the seat protection message transmission link based on the key factors affecting message response delay. The established unit includes: The acquisition module is used to acquire log data related to flight seat protection; The parsing module is used to parse the flight seat protection related log data, and to count the number of each type of message, the maximum queue waiting length for the day, and the maximum message processing delay based on the keywords of different types of seat protection messages. The quantitative analysis module is used to perform quantitative analysis on the number of various types of messages, the maximum queue waiting length for the day, and the maximum message processing delay, and generate analysis results. A module is established to build a seat protection message response delay calculation model based on queue theory, according to the analysis results.

5. The seat protection data synchronization link optimization system according to claim 4, characterized in that, The first analysis unit includes: The partitioning module is used to divide the seat protection message response time into a message sending time period, a queue waiting time period, and a message processing time period; The tracking module is used to track and record the time consumption of message sending time period, queue waiting time period, and message processing time period.

6. The seat protection data synchronization link optimization system according to claim 4, characterized in that, The acquisition module includes: The confirmation submodule is used to confirm the specific time period for the seasonal change of flights based on the flight change history; The extraction submodule is used to extract flight seat protection-related log data based on the specific time period of the flight seasonal change and store it in the message log file.

7. A device, characterized in that, include: Processor and memory; The memory is used to store computer programs, and the processor calls the computer programs stored in the memory to execute the seat protection data synchronization link optimization method according to any one of claims 1 to 3.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, enables the processor to perform the seat protection data synchronization link optimization method according to any one of claims 1 to 3.

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