Dynamic programming methods, systems, electronic devices, and storage media for unmanned shuttle vehicles

Abstract

This invention belongs to the field of transportation resource allocation and relates to a dynamic planning method, system, electronic device, and storage medium for unmanned shuttle buses. The method includes: obtaining weight values ​​for the number of flights, remaining flight departure time, boarding gate location, and number of vulnerable passengers in each region based on real-time data such as the number of flights, remaining flight departure time, boarding gate location, and number of vulnerable passengers; calculating the unmanned shuttle bus demand for each region after normalizing the weight values; generating a target number of unmanned shuttle buses for each region based on the demand scores; and dynamically adjusting the number of unmanned shuttle buses in each region based on the target number and the current number of unmanned shuttle buses. This invention solves the problems of low utilization rate of airport terminals, low passenger transport efficiency, and low level of intelligent operation of unmanned shuttle buses.

Description

Technical Field

[0001] This invention relates to the field of transportation resource allocation, and specifically discloses a dynamic planning method, system, electronic device and storage medium for unmanned shuttle vehicles. Background Technology

[0002] With the continued growth of global air transport, modern civil aviation airports are accelerating their intelligent transformation. Currently, in the passenger shuttle process at the terminal, the passenger shuttle service in the departure level and transfer area of ​​the airport mainly relies on manually driven vehicles. Its technical architecture is still at the mechanized stage and has not yet achieved a deep integration of digitalization and intelligence.

[0003] In the departure level passenger shuttle scenario, drivers rely on manual inquiry to obtain passengers' target boarding gate information, lacking the data integration capabilities of smart terminals, and route planning depends entirely on the driver's subjective judgment. When transporting passengers from the transfer gate to another gate, passengers must either walk independently or randomly flag down a passing shuttle vehicle to complete the cross-area movement. Throughout the entire terminal passenger shuttle process, it is all done manually by vehicles, failing to achieve intelligent and unmanned operation, resulting in low terminal utilization, low passenger transportation efficiency, and incompatibility with the new requirements of smart airport construction. Summary of the Invention

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

[0005] The specific solution of the present invention is as follows:

[0006] A dynamic programming method for unmanned shuttle buses includes:

[0007] Based on the real-time data on the number of flights, remaining flight departure time, gate location, and number of vulnerable passengers in each region, the weight values ​​for the number of flights, remaining flight departure time, gate location, and vulnerable passengers in each region are obtained respectively.

[0008] After normalizing the weight values ​​of each region, the demand for unmanned shuttle buses in each region is calculated to obtain the demand score for unmanned shuttle buses in each region.

[0009] The target number of unmanned shuttle buses for each region is generated based on the demand score for unmanned shuttle buses in each region.

[0010] The number of unmanned shuttle buses in each region is dynamically adjusted based on the target number and the current number of unmanned shuttle buses in each region.

[0011] In some embodiments, it also includes:

[0012] Real-time data acquisition of battery levels of unmanned shuttle buses and the number of future flights in each region;

[0013] The workload of unmanned shuttle buses in each region is predicted based on the number of future flights in each region.

[0014] The charging sequence for the unmanned shuttle buses in each region is planned based on their battery level and operating intensity.

[0015] In some embodiments, it also includes:

[0016] Adjust the charging locations of the unmanned shuttle buses according to the workload of the unmanned shuttle buses in each area;

[0017] When the charging stations in a certain area cannot meet the charging needs of the unmanned shuttle bus, the unmanned shuttle bus will be moved to a charging station in an area where charging is available.

[0018] In some embodiments, it also includes:

[0019] Based on the basic data of passengers in the unmanned shuttle bus, the boarding gate is obtained, and the required stop location, the number of passengers getting off at the stop location, and the remaining boarding time are obtained according to the boarding gate.

[0020] The shortest path for the unmanned shuttle bus is obtained by determining the locations of the stations where the unmanned shuttle bus stops in order from nearest to farthest.

[0021] Based on the number of passengers disembarking at each station location and the remaining boarding time, the operating path of the unmanned shuttle bus with the maximum number of passengers disembarking and the shortest remaining boarding time at each station location is obtained, and the green channel path for the unmanned shuttle bus is generated.

[0022] The shortest path for the unmanned shuttle bus is merged with the green channel path for the unmanned shuttle bus to generate the target path for the unmanned shuttle bus.

[0023] In some embodiments, a method for obtaining the boarding gate based on basic passenger data in an unmanned shuttle bus includes:

[0024] After boarding, passengers can select their departure gate via the screen on the unmanned shuttle bus, or scan their boarding pass using the unmanned shuttle bus's QR code scanning device.

[0025] In some embodiments, it also includes:

[0026] The station location is determined based on the number of passengers at the boarding gate;

[0027] When the number of passengers at the boarding gate reaches the first limit, a station location will be set up for the corresponding boarding gate.

[0028] If the total number of passengers at multiple boarding gates does not reach the first limit, then multiple boarding gates will share a single station location.

[0029] In some embodiments, it also includes:

[0030] Adjust the path width of the unmanned shuttle bus based on the boarding gate location;

[0031] When a boarding gate location is set, the path width of the unmanned shuttle vehicle is increased to the first preset width; when no boarding gate location is set, it is reduced to the second preset width.

[0032] This invention also relates to a dynamic programming system for unmanned shuttle buses, used in the aforementioned dynamic programming method for unmanned shuttle buses, comprising:

[0033] The data acquisition module is used to acquire various data information from different regions.

[0034] The unmanned shuttle bus quantity adjustment module is used to dynamically adjust the number of unmanned shuttle buses in each region based on the number of flights, the remaining time of flight departure, the boarding gate location, and the number of vulnerable passengers.

[0035] The unmanned shuttle bus charging sequence planning module is used to plan the charging sequence of unmanned shuttle buses in each area based on the battery level and working intensity of the unmanned shuttle buses in each area.

[0036] The unmanned shuttle bus charging location adjustment module is used to adjust the charging location of the unmanned shuttle bus according to the working intensity of the unmanned shuttle buses in each area.

[0037] The unmanned shuttle bus route planning module is used to obtain the boarding gate based on the basic data of passengers in the unmanned shuttle bus, obtain the required stop location, the number of passengers getting off at the stop location, and the remaining boarding time based on the boarding gate, and generate the target route of the unmanned shuttle bus based on the required stop location, the number of passengers getting off at the stop location, and the remaining boarding time.

[0038] The station location planning module is used to set the station location based on the number of passengers at the boarding gate;

[0039] The unmanned shuttle bus path width adjustment module is used to adjust the path width of the unmanned shuttle bus based on the boarding gate location.

[0040] The present invention also relates to an electronic device, comprising: a processor and a memory; the memory for storing executable instructions of the processor, the processor being configured to execute the above-described dynamic programming method for an unmanned shuttle bus by executing the executable instructions.

[0041] The present invention also relates to a computer storage medium storing a computer program, which, when executed by a processor, implements the above-described dynamic programming method for an unmanned shuttle bus.

[0042] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0043] This invention utilizes real-time data on flight information, passenger information, and unmanned shuttle bus battery levels in various areas of the terminal to plan and adjust the number of unmanned shuttle buses, their charging sequence, target routes, station locations, charging locations, and route widths in each area. This enables dynamic planning and adjustment of unmanned shuttle buses in each area, improving terminal utilization, passenger transport efficiency, and the level of intelligent operation of unmanned shuttle buses. It is suitable for smart airports. Attached Figure Description

[0044] Figure 1 This is a schematic diagram of the various areas of the terminal building in an embodiment of the present invention.

[0045] Figure 2 This is a flowchart illustrating the dynamic adjustment of the number of unmanned shuttle buses in each area according to an embodiment of the present invention.

[0046] Figure 3 This is a block diagram of the dynamic planning system for the unmanned shuttle bus in an embodiment of the present invention.

[0047] Attached label: 1-Terminal, 2-Automatic shuttle bus departure area, 21-Security checkpoint, 22-Central parking area, 23-Automatic charging area for automated shuttle buses in departure area, 24-Automatic shuttle bus storage area in departure area, 25-Automatic shuttle bus departure route, 3-First area, 31-Walking path in first area, 32-Connecting area in first area, 33-Automatic shuttle bus route in first area, 34-Station location in first area, 35-Passenger pick-up and drop-off area for automated shuttle buses in first area, 36-Boarding gate in first area, 361-First boarding gate in first area, 362-Second boarding gate in first area, 363-First transfer check-out gate in first area, 364-Second transfer check-out gate in first area, 37-Automatic shuttle bus storage area in first area, 38-First area 39 - First Area - Unmanned Shuttle Bus Automatic Charging Area; 4 - Second Area; 41 - Second Area - Walking Path; 42 - Second Area - Connecting Area; 43 - Second Area - Unmanned Shuttle Bus Path; 44 - Second Area - Station Location; 45 - Second Area - Unmanned Shuttle Bus Passenger Pick-up / Drop-off Area; 46 - Second Area - Boarding Gate; 461 - Second Area - First Boarding Gate; 462 - Second Area - Second Boarding Gate; 463 - Second Area - First Transfer Check-out Gate; 464 - Second Area - Second Transfer Check-out Gate; 47 - Second Area - Transfer Unmanned Shuttle Bus Storage Area; 48 - Second Area - Unmanned Shuttle Bus Automatic Charging Area; 49 - Second Area - Unmanned Shuttle Bus Operation Area; 5 - Unmanned Shuttle Bus Transfer Path; 6 - First Parking Area; 7 - Second Parking Area. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0049] like Figure 1 As shown, the functional areas of the civil aviation airport terminal include the unmanned shuttle bus departure area 2, the first area 3, the second area 4, the unmanned shuttle bus transfer route 5, the first parking area 6, and the second parking area 7.

[0050] The unmanned shuttle bus departure area 2 is the preliminary work area for passengers to pass through security and wait for passengers to board the unmanned shuttle bus. The unmanned shuttle bus departure area 2 includes a security check area 21, a central parking area 22, an unmanned shuttle bus automatic charging area 23, an unmanned shuttle bus storage area 24, and an unmanned shuttle bus departure route 25.

[0051] Passengers entering Terminal 1 of the airport first go through security checks, and then proceed to the central parking area of ​​the unmanned shuttle bus departure area.

[0052] The central parking area 22 is a dedicated parking spot for driverless shuttle buses. It connects to the security checkpoint 21, the automated charging area 23 for driverless shuttle buses in the departure area, the storage area 24 for driverless shuttle buses in the departure area, and the departure path 25 for driverless shuttle buses. Driverless shuttle buses carrying passengers travel from the central parking area 22 to the departure path 25 and begin their journey. After a driverless shuttle bus leaves the central parking area, a spare driverless shuttle bus is dispatched from the storage area 24 to the security checkpoint 21 to wait for passengers. When no passengers board or the minimum charging threshold is reached, the driverless shuttle bus automatically travels to the automated charging area 23 in the departure area to complete automatic charging.

[0053] The automatic charging zone 23 in the departure area provides automatic charging for unmanned shuttle buses.

[0054] The unmanned shuttle bus storage area 24 in the departure area is for storing spare unmanned shuttle buses. When the unmanned shuttle buses in the central parking area 22 leave, unmanned shuttle buses can be quickly dispatched to replenish the central parking area 22.

[0055] The departure route 25 for the unmanned shuttle bus is a dedicated channel for the departure phase of the unmanned shuttle bus. The departure route 25 connects the unmanned shuttle bus route 33 in the first area and the unmanned shuttle bus route 43 in the second area.

[0056] The first area 3 is the side of the terminal building where the boarding gates are closer to the central parking area. The first area 3 includes the first area pedestrian path 31, the first area connecting area 32, the first area unmanned shuttle bus path 33, the first area station location 34, the first area unmanned shuttle bus passenger pick-up and drop-off area 35, the first area boarding gate 36, the first area transfer unmanned shuttle bus storage area 37, the first area unmanned shuttle bus automatic charging area 38, and the first area unmanned shuttle bus operation area 39.

[0057] Among them, pedestrian path 31 in the first area is the pedestrian passageway in the first area of ​​the terminal building.

[0058] The first area connecting zone 32 connects the first area pedestrian path 31 and the first area automated shuttle bus path 33. The first area connecting zone 32 serves to separate the automated shuttle bus path from the pedestrian path. The width of the first area connecting zone can be appropriately adjusted to ensure the width of the first area automated shuttle bus path, thus meeting the operational requirements of the automated shuttle buses.

[0059] The first area automated shuttle bus route 33 is the layout of the road sections that the first route needs to pass through. The first area automated shuttle bus route 33 connects the automated shuttle bus departure route 25 and the first area automated shuttle bus passenger pick-up and drop-off area 35. Automated shuttle buses carry departing passengers from the first area to the second area of ​​the terminal via the automated shuttle bus transfer route 5. Furthermore, the automated shuttle buses from the first area automated shuttle bus route 33 then transport transfer passengers from the first area of ​​the terminal to the second area of ​​the terminal via the automated shuttle bus transfer route 5. The width of the first area automated shuttle bus route is set according to the physical area of ​​the terminal and the physical conditions required for automated driving. The width of the automated shuttle bus route is obtained by appropriately adjusting the width of the connecting area of ​​the first area.

[0060] The first area station location 34 is a station for unmanned shuttle buses to stop at, based on the location of the first area boarding gate. The first area station location 34 includes the first area regular boarding gate stopping location and the first area transfer boarding gate stopping location.

[0061] The first area's automated shuttle bus pick-up / drop-off area 35 connects the first area station location 34 and the first area boarding gate 36. After passengers are transported from the central parking area 22 of the automated shuttle bus departure area 2 to the first area station location 34, they proceed through the first area's automated shuttle bus pick-up / drop-off area 35 to the first area's regular boarding gate. Transfer passengers, upon arriving at the first area station location 34, proceed through the first area's automated shuttle bus pick-up / drop-off area 35 to the first area's transfer gate. Transfer passengers exit from the first area's transfer gate and wait for the automated shuttle bus to arrive at the first area's automated shuttle bus pick-up / drop-off area 35.

[0062] The first area boarding gate 36 includes the first area regular boarding gate and the first area transit boarding gate. The first area regular boarding gate includes the first area first boarding gate 361 and the first area second boarding gate 362. The first area transit boarding gate includes the first area first transit boarding gate 363 and the first area second transit boarding gate 364.

[0063] The first zone, the unmanned shuttle bus storage area 37, is used to store unmanned shuttle buses that transport transit passengers.

[0064] The first area, the automated charging zone 38 for unmanned shuttle buses, is used to provide automated charging for transfer unmanned shuttle buses.

[0065] The first area's unmanned shuttle bus operation area 39 is a dedicated operating route for transfer unmanned shuttle buses. It connects to the first area's unmanned shuttle bus route 33, the first area's transfer unmanned shuttle bus storage area 37, and the first area's unmanned shuttle bus automatic charging area 38. When transfer passengers are waiting in the first area's unmanned shuttle bus pick-up / drop-off area 35, the unmanned shuttle bus is dispatched to reach the first area's station location 34 via the first area's unmanned shuttle bus operation area 39. When the task is idle or the minimum charging threshold is reached, the unmanned shuttle bus automatically travels to the first area's unmanned shuttle bus automatic charging area 38 to complete automatic charging.

[0066] The second area 4 is the side of the terminal building where the boarding gates are farther from the central parking area. The second area 4 includes the second area walking path 41, the second area connecting area 42, the second area unmanned shuttle bus path 43, the second area station location 44, the second area unmanned shuttle bus passenger pick-up and drop-off area 45, the second area boarding gate 46, the second area transfer unmanned shuttle bus storage area 47, the second area unmanned shuttle bus automatic charging area 48, and the second area unmanned shuttle bus operation area.

[0067] Among them, pedestrian path 41 in the second area is the pedestrian passageway in the second area of ​​the terminal building.

[0068] The second area connecting zone 42 connects the second area pedestrian path 41 and the second area automated shuttle bus path 43. The second area connecting zone 42 serves to separate the automated shuttle bus path from the pedestrian path. The width of the second area connecting zone can be appropriately adjusted to ensure the width of the second area automated shuttle bus path, thus meeting the operational requirements of the automated shuttle buses.

[0069] The second area automated shuttle bus route 43 is the layout of the road sections that the second route needs to pass through. The second area automated shuttle bus route 43 connects the automated shuttle bus departure route 25 and the second area automated shuttle bus passenger pick-up and drop-off area 45. Automated shuttle buses carry departing passengers from the second area to the first area of ​​the terminal via the automated shuttle bus transfer route 5. In addition, the automated shuttle buses from the second area automated shuttle bus route 43 then transport transfer passengers from the second area of ​​the terminal to the first area of ​​the terminal via the automated shuttle bus transfer route 5. The width of the second area automated shuttle bus route is set according to the physical area of ​​the terminal and the physical conditions required for automated driving. The width of the automated shuttle bus route is obtained by appropriately adjusting the width of the connecting area of ​​the second area.

[0070] The second area station location 44 is a station for unmanned shuttle buses to stop at, based on the location of the second area boarding gate. The second area station location 44 includes the second area regular boarding gate stopping location and the second area transfer boarding gate stopping location.

[0071] The second area's automated shuttle bus pick-up / drop-off area 45 connects the second area station location 44 and the second area boarding gate 46. After passengers are transported from the central parking area of ​​the automated shuttle bus departure area to the second area station location 44, they proceed through the second area's automated shuttle bus pick-up / drop-off area 45 to the second area's regular boarding gate. Transfer passengers, upon arriving at the second area station location 44, proceed through the second area's automated shuttle bus pick-up / drop-off area 45 to the second area's transfer exit gate. Arriving transfer passengers exit from the second area's transfer exit gate and wait for the automated shuttle bus to arrive at the second area's automated shuttle bus pick-up / drop-off area 45.

[0072] The second area boarding gate 46 includes the second area regular boarding gate and the second area transit boarding gate. The second area regular boarding gate includes the second area first boarding gate 461 and the second area second boarding gate 462. The second area transit boarding gate includes the second area first transit boarding gate 463 and the second area second transit boarding gate 464.

[0073] The second zone, the unmanned shuttle bus storage area 47, is used to store unmanned shuttle buses that transport transit passengers.

[0074] The second area, the automated charging zone 48 for unmanned shuttle buses, is used to provide automated charging for transfer unmanned shuttle buses.

[0075] The second area's unmanned shuttle bus operation zone 49 is a dedicated operating route for transfer unmanned shuttle buses. It connects to the second area's unmanned shuttle bus route 43, the second area's transfer unmanned shuttle bus storage area 47, and the second area's unmanned shuttle bus automatic charging area 48. When transfer passengers are waiting in the second area's unmanned shuttle bus pick-up / drop-off area 45, the dispatched unmanned shuttle bus travels through the second area's unmanned shuttle bus operation zone 49 to reach the second area's station location 44. When the task is idle or the minimum charging threshold is reached, the unmanned shuttle bus automatically travels to the second area's unmanned shuttle bus automatic charging area 48 to complete automatic charging.

[0076] First parking area 6 is the aircraft parking position close to the first area boarding gate.

[0077] Second parking area 7 is the aircraft parking position close to the second area boarding gate.

[0078] A dynamic programming method for unmanned shuttle buses includes:

[0079] Based on the acquired flight and passenger information, a target number of autonomous shuttle buses is generated for each region. The number of autonomous shuttle buses in each region is then dynamically adjusted according to the target number and the current number of autonomous shuttle buses. Figure 2 As shown, it includes:

[0080] S1. Obtain real-time flight and passenger information for all areas of the terminal.

[0081] Flight information includes the number of flights, remaining departure time, and gate location; passenger information includes the number of vulnerable passengers.

[0082] S2. Based on the number of flights, remaining flight departure time, boarding gate location, and number of vulnerable passengers in each region, obtain the weight values ​​for the number of flights, remaining flight departure time, boarding gate location, and vulnerable passengers in each region.

[0083] The flight quantity weight value W1 reflects the regional flight density; high-density areas require more unmanned shuttle buses. The flight quantity weight value W1 ranges from 0.3 to 0.5. For every 10 additional flights, the flight quantity weight value increases by 0.1, with a maximum of 0.5. For example, if a region has 10 flights, the flight quantity weight value is 0.3; if the number of flights in that region increases to 30, the weight value is 0.5; and if the number of flights in that region increases to 40, the weight value is still 0.5.

[0084] The remaining takeoff time weight value W2 is used to prioritize emergency flights and avoid passenger delays. The range of the remaining takeoff time weight value W2 is 0.2 to 0.4. When the remaining takeoff time is less than or equal to 30 minutes, the weight value is 0.4; when the remaining takeoff time is greater than or equal to 90 minutes, the weight value is 0.2; when the remaining takeoff time is greater than 30 minutes and less than 90 minutes, the weight value is calculated using linear interpolation.

[0085] The distance to the boarding gate determines the pick-up time; more distant gates require longer pick-up times and necessitate the allocation of more automated shuttle buses. The weight value W3 for the boarding gate location ranges from 0.1 to 0.3. When the distance to the boarding gate is greater than 500 meters, the weight value is 0.3; when the distance is less than or equal to 200 meters, the weight value is 0.1; when the distance is less than or equal to 500 meters and greater than 200 meters, the weight value is calculated proportionally.

[0086] Vulnerable passengers include the elderly, children, and people with disabilities. A weight value W4 for vulnerable passengers is used to protect their rights to travel. The weight value W4 ranges from 0.05 to 0.15. When the proportion of vulnerable passengers is greater than or equal to 15%, the weight value is 0.15; when the proportion is less than or equal to 5%, the weight value is 0.05; when the proportion is less than 15% but greater than 5%, the weight value is calculated proportionally.

[0087] S3. After normalizing the weight values ​​of each region, calculate the demand for unmanned shuttle buses in each region to obtain the demand score for unmanned shuttle buses in each region.

[0088] Based on real-time scene information of each region, the weight values ​​are dynamically adjusted. The weight values ​​of each region are normalized to obtain the weight values ​​of each region that meet the normalization constraints. The normalization constraint condition is: W1+W2+W3+W4=1. That is, when a certain weight value of a region increases, the remaining weight values ​​of that region are compressed proportionally so that the sum of the weight values ​​of that region equals 1.

[0089] Based on the weights of each region satisfying the normalization constraints, as well as the number of flights, remaining flight departure time, gate location, and number of vulnerable passengers in each region, the demand for automated shuttle buses in each region is calculated to obtain a demand score for automated shuttle buses in each region. The demand score S for automated shuttle buses in a certain region is shown below. i The formula is:

[0090] ,

[0091] Among them, S i Score the demand for driverless shuttle buses in region i, N i T represents the number of flights in region i. i D represents the remaining departure time of flights in region i. i P is the distance to the boarding gate location in the i-th region. i It is the number of vulnerable passengers.

[0092] S4. Generate the target number of unmanned shuttle buses for each region based on the demand score of unmanned shuttle buses in each region.

[0093] Based on the demand for unmanned shuttle buses in each region, S i The numerical values ​​are proportionally allocated to generate the target number of unmanned shuttle vehicles in each area.

[0094] S5. Dynamically adjust the number of unmanned shuttle buses in each region based on the target number of unmanned shuttle buses and the current number of unmanned shuttle buses in the region.

[0095] Specifically, the target number of autonomous shuttle buses in each region is compared with the current number of autonomous shuttle buses in each region. If the current number of autonomous shuttle buses in a region does not meet the target number, the excess autonomous shuttle buses from regions where the current number of autonomous shuttle buses exceeds the target number are added to the current region. If the current number of autonomous shuttle buses in a region exceeds the target number, the excess autonomous shuttle buses from the current region are adjusted to regions where the current number of autonomous shuttle buses does not meet the target number.

[0096] By dynamically planning and adjusting the number of unmanned shuttle buses in each area based on real-time operational information and future flight information, the number of unmanned shuttle buses in each area is ensured to meet operational needs.

[0097] In some embodiments, when the operating intensity of the autonomous shuttle buses increases and the number of charging stations in the automatic charging area is less than the number of autonomous shuttle buses waiting to be charged, in order to ensure that all autonomous shuttle buses can maintain continuous operation, the following measures are taken: Real-time acquisition of the battery level of autonomous shuttle buses in each area and the number of future flights; and prediction of the operating intensity of autonomous shuttle buses in each area based on the number of future flights in each area.

[0098] Based on the battery level and workload of the unmanned shuttle buses in each region, the charging sequence of the unmanned shuttle buses in each region is planned, and the unmanned shuttle buses are controlled to charge in an orderly manner according to the charging sequence to ensure the operation needs of the unmanned shuttle buses.

[0099] In some embodiments, the method further includes: adjusting the charging location of the unmanned shuttle bus according to the workload of the unmanned shuttle bus in each area;

[0100] When the operating intensity of a certain area is high, there may be insufficient charging piles in that area to meet the charging needs of the unmanned shuttle buses. In this case, the unmanned shuttle buses that do not have charging piles in that area will be moved to charging piles in two other areas where charging is available, so as to make full use of the charging piles in each area and meet the charging needs of the unmanned shuttle buses.

[0101] In some embodiments, it also includes:

[0102] Before the unmanned shuttle bus departs, information such as boarding gate, number of passengers, and boarding time are obtained based on the basic data of passengers in the unmanned shuttle bus. The required stop location is obtained based on the boarding gate, as well as the number of passengers getting off at the stop location and the remaining boarding time. The location of each stop and the number of passengers getting off at each stop location and the remaining boarding time are added to the attributes of the unmanned shuttle bus.

[0103] Since the route to the boarding gate usually involves multiple intersections and different route combinations, the shortest path for the unmanned shuttle bus is obtained based on the locations of the stations where the unmanned shuttle bus stops in order from near to far.

[0104] Based on the attributes of the unmanned shuttle bus, the maximum number of passengers who can get off at the station location and the shortest remaining boarding time are obtained to determine the operating path of the unmanned shuttle bus and generate the green channel path for the unmanned shuttle bus.

[0105] The shortest route for the unmanned shuttle bus is fused with the green channel route for the unmanned shuttle bus using a fusion strategy AI algorithm to generate the target route for the unmanned shuttle bus, ensuring operational efficiency.

[0106] After the unmanned shuttle bus departs, its location is updated in real time, generating a map that includes the location of the unmanned shuttle bus and the location of its stops.

[0107] In some embodiments, a method for obtaining the boarding gate based on basic passenger data in an unmanned shuttle bus includes:

[0108] After boarding, passengers can select their departure gate via the screen on the unmanned shuttle bus, or scan their boarding pass using the unmanned shuttle bus's QR code scanning device.

[0109] The unmanned shuttle bus controls its turn and selects the terminal functional area based on the departure gate information, entering either the first area unmanned shuttle bus route or the second area unmanned shuttle bus route.

[0110] In some embodiments, the method further includes: setting the station location based on the number of passengers at the boarding gate, and determining the density of the station locations based on the utilization rate of the boarding gate;

[0111] When the number of passengers at the boarding gate reaches the first limit, a station location will be set up for the corresponding boarding gate.

[0112] When the total number of passengers at multiple boarding gates does not reach the first limit, multiple boarding gates will share a single station location. By reducing the number of station locations, the start-stop time of the unmanned shuttle bus can be reduced, thus maximizing operational efficiency.

[0113] The first limit is 20% of the full capacity of the driverless shuttle bus. This ensures that all passengers can be transported in a maximum of five stops, while also balancing passenger experience and operational efficiency. The first limit can also be dynamically adjusted according to operational needs.

[0114] In some embodiments, the method further includes: adjusting the path width of the unmanned shuttle bus based on the boarding gate location;

[0115] When a boarding gate is set up, the width is increased to the first preset width to meet the operational requirements of the unmanned shuttle bus;

[0116] The first preset width is 120% of the sum of the width of the automated shuttle bus and the width of the automated shuttle bus's passenger pick-up and drop-off area, leaving a 20% safety distance for pedestrian avoidance and adjustment of the width of the automated shuttle bus's passenger pick-up and drop-off area. The first preset width can also be adjusted based on the automated shuttle bus's speed and safe driving requirements.

[0117] When no boarding gate location is provided, the width is reduced to the second preset width to maximize the width of the pedestrian walkway.

[0118] The second preset width is 120% of the width of the autonomous shuttle vehicle, leaving a 20% safety distance for pedestrians to avoid obstacles. The second preset width can also be adjusted based on the speed and safe driving requirements of the autonomous shuttle vehicle.

[0119] By acquiring real-time flight information, passenger information, and unmanned shuttle bus battery levels in various areas of the terminal, the system plans and adjusts the number of unmanned shuttle buses, their charging sequence, target routes, station locations, charging locations, and route widths in each area. This enables dynamic planning and adjustment of unmanned shuttle buses in each area, improving terminal utilization, passenger transport efficiency, and the level of intelligent operation of unmanned shuttle buses, making it suitable for smart airports.

[0120] This invention also relates to a dynamic programming system for unmanned shuttle buses, used in the aforementioned dynamic programming method for unmanned shuttle buses, such as... Figure 3 As shown, it includes:

[0121] The data acquisition module is used to acquire various data information from different regions.

[0122] The unmanned shuttle bus quantity adjustment module is used to dynamically adjust the number of unmanned shuttle buses in each region based on the number of flights, the remaining time of flight departure, the boarding gate location, and the number of vulnerable passengers.

[0123] The unmanned shuttle bus charging sequence planning module is used to plan the charging sequence of unmanned shuttle buses in each area based on the battery level and working intensity of the unmanned shuttle buses in each area.

[0124] The unmanned shuttle bus charging location adjustment module is used to adjust the charging location of the unmanned shuttle bus according to the working intensity of the unmanned shuttle buses in each area.

[0125] The unmanned shuttle bus route planning module is used to obtain the boarding gate based on the basic data of passengers in the unmanned shuttle bus, obtain the required stop location, the number of passengers getting off at the stop location, and the remaining boarding time based on the boarding gate, and generate the target route of the unmanned shuttle bus based on the required stop location, the number of passengers getting off at the stop location, and the remaining boarding time.

[0126] The station location planning module is used to set the station location based on the number of passengers at the boarding gate;

[0127] The unmanned shuttle bus path width adjustment module is used to adjust the path width of the unmanned shuttle bus based on the boarding gate location.

[0128] The present invention also relates to an electronic device, comprising: a processor and a memory; the memory for storing executable instructions of the processor, the processor being configured to execute the above-described dynamic programming method for an unmanned shuttle bus by executing the executable instructions.

[0129] The present invention also relates to a computer storage medium storing a computer program, which, when executed by a processor, implements the above-described dynamic programming method for an unmanned shuttle bus.

[0130] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A dynamic programming method for unmanned shuttle vehicles, characterized in that, include: Based on the real-time data on the number of flights, remaining flight departure time, gate location, and number of vulnerable passengers in each region, the weight values ​​for the number of flights, remaining flight departure time, gate location, and vulnerable passengers in each region are obtained respectively. After normalizing the weight values ​​for each region, the demand for autonomous shuttle buses in each region is calculated to obtain the demand score for autonomous shuttle buses in each region. The normalization constraint is as follows: W1 + W2 + W3 + W4 = 1, Among them, W1 is the weight value of the number of flights, W2 is the weight value of the remaining departure time, W3 is the weight value of the gate location, and W4 is the weight value of the vulnerable passenger. The target number of unmanned shuttle buses for each region is generated based on the demand score for unmanned shuttle buses in each region. The number of unmanned shuttle buses in each region is dynamically adjusted based on the target number and the current number of unmanned shuttle buses in each region. Based on the basic data of passengers in the unmanned shuttle bus, the boarding gate is obtained, and the required stop location, the number of passengers getting off at the stop location, and the remaining boarding time are obtained according to the boarding gate. The shortest path for the unmanned shuttle bus is obtained by determining the locations of the stations where the unmanned shuttle bus stops in order from nearest to farthest. Based on the number of passengers disembarking at each station location and the remaining boarding time, the operating path of the unmanned shuttle bus with the maximum number of passengers disembarking and the shortest remaining boarding time at each station location is obtained, and the green channel path for the unmanned shuttle bus is generated. The shortest path for the unmanned shuttle bus is merged with the green channel path for the unmanned shuttle bus to generate the target path for the unmanned shuttle bus. Real-time data acquisition of battery levels of unmanned shuttle buses and the number of future flights in each region; The workload of unmanned shuttle buses in each region is predicted based on the number of future flights in each region. The charging sequence for the unmanned shuttle buses in each region is planned based on their battery level and operating intensity.

2. The dynamic programming method for an unmanned shuttle bus according to claim 1, characterized in that, Also includes: Adjust the charging locations of the unmanned shuttle buses according to the workload of the unmanned shuttle buses in each area; When the charging stations in a certain area cannot meet the charging needs of the unmanned shuttle bus, the unmanned shuttle bus will be moved to a charging station in an area where charging is available.

3. The dynamic programming method for an unmanned shuttle bus according to claim 1, characterized in that, The method for obtaining the boarding gate based on the basic data of passengers in the unmanned shuttle bus includes: After boarding, passengers can select their departure gate via the screen on the unmanned shuttle bus, or scan their boarding pass using the unmanned shuttle bus's QR code scanning device.

4. A dynamic programming method for an unmanned shuttle bus according to any one of claims 1 or 3, characterized in that, Also includes: The station location is determined based on the number of passengers at the boarding gate; When the number of passengers at a boarding gate reaches the first limit, a station location is set up for that boarding gate; when the sum of the number of passengers at multiple boarding gates does not reach the first limit, multiple boarding gates are set up together at one station location.

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

6. A dynamic programming system for unmanned shuttle buses, characterized in that, A dynamic programming method for an unmanned shuttle bus according to any one of claims 1-5 includes: The data acquisition module is used to acquire various data information from different regions. The unmanned shuttle bus quantity adjustment module is used to dynamically adjust the number of unmanned shuttle buses in each region based on the number of flights, the remaining time of flight departure, the boarding gate location, and the number of vulnerable passengers. The unmanned shuttle bus charging sequence planning module is used to plan the charging sequence of unmanned shuttle buses in each area based on the battery level and working intensity of the unmanned shuttle buses in each area. The unmanned shuttle bus charging location adjustment module is used to adjust the charging location of the unmanned shuttle bus according to the working intensity of the unmanned shuttle buses in each area. The unmanned shuttle bus route planning module is used to obtain the boarding gate based on the basic data of passengers in the unmanned shuttle bus, obtain the required stop location, the number of passengers getting off at the stop location, and the remaining boarding time based on the boarding gate, and generate the target route of the unmanned shuttle bus based on the required stop location, the number of passengers getting off at the stop location, and the remaining boarding time. The station location planning module is used to set the station location based on the number of passengers at the boarding gate; The unmanned shuttle bus path width adjustment module is used to adjust the path width of the unmanned shuttle bus based on the boarding gate location.

7. An electronic device, characterized in that, include: Processor and memory; The memory is used to store executable instructions of the processor, which is configured to execute the dynamic planning method for an unmanned shuttle bus according to any one of claims 1-5 by executing the executable instructions.

8. A computer storage medium, characterized in that: The computer storage medium stores a computer program, which, when executed by a processor, implements a dynamic planning method for an unmanned shuttle bus according to any one of claims 1-5.

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