A tourist attraction standardization construction command and dispatch system and method

Abstract

The application relates to the technical field of smart tourism and intelligent scheduling, and discloses a standardized construction command and scheduling system for a tourist attraction; the system comprises a data acquisition module, a data analysis and evaluation module, a command and scheduling decision and execution module, and a visual display and information release module; through the whole-process closed-loop design of multi-source data sensing and acquisition, single threshold, comprehensive evaluation, intelligent scheduling and visual display, the application realizes real-time control and active risk prevention of the operation situation of the tourist attraction, so that the safety, order and tourist experience of the operation of the tourist attraction are improved; based on the road passing cost and the multi-target path planning strategy, the shortest time, the shortest distance and the highest comfort candidate paths are generated, the tourist can be effectively diverted, local congestion can be relieved, and the tourist can be provided with diversified travel options, so that the tourism experience is improved.

Description

Technical Field

[0001] This invention relates to the field of smart tourism and intelligent scheduling technology, specifically a command and dispatch system for the standardized construction of tourist attractions. Background Technology

[0002] As important cultural and tourism resources, tourist attractions attract a large number of tourists for visits and leisure. During peak tourist seasons or holidays, the number of tourists increases dramatically, which also increases the difficulty of scheduling and management of the attractions. Tourist attractions are functional areas where tourists concentrate their activities, and their operational order, resource allocation, and safety guarantees directly affect the tourist experience and the operational efficiency of the attractions. With the development of large-scale attractions, complex attractions, and theme attractions, the pressure on scheduling the number of tourists, attractions vehicles, and internal staff is constantly increasing. Currently, traditional scenic area management relies heavily on manual reporting, single sensor data collection, or broadcast systems at key points, with managers manually directing and diverting visitors based on experience. These methods are slow to respond and cannot pinpoint specific groups or roads, often leading to repeated congestion in some areas while other areas remain underutilized, resulting in low management efficiency. Existing scenic areas generally provide route guidance to tourists through maps, signs, or static app navigation. However, these methods only provide the shortest distance or conventional routes, lacking dynamic awareness of real-time visitor flow and road conditions. This easily leads to large numbers of tourists concentrating at a few popular attractions, resulting in low traffic efficiency and a poor visitor experience. Therefore, there is an urgent need for an intelligent tourism scenic area command and dispatch method that can realize multi-source data collection, intelligent risk analysis, multi-target path recommendation, automated scheduling execution and feedback, so as to improve scheduling efficiency and safety. Summary of the Invention

[0003] To address the problems in related technologies, this invention provides a standardized construction command and dispatch system for tourist attractions, thereby overcoming the aforementioned technical problems in existing related technologies.

[0004] To solve the aforementioned technical problem, the present invention is achieved through the following technical solution: This invention provides a command and dispatch system for the standardized construction of tourist attractions, specifically including: Data acquisition module: used to collect tourist data, traffic flow data, staff on-duty status and weather data in real time, and to integrate and clean the collected data; Data Analysis and Evaluation Module: Based on the functional layout of the scenic area, the scenic area is divided into various functional zones, which are interconnected by several main roads, and the boundary range is marked on the GIS map; The collected visitor data, traffic flow data, staff on-duty status, and meteorological data of the functional areas are analyzed and evaluated to obtain the visitor density value, parking occupancy rate, traffic flow value, staff dispatch value, service pressure value, and meteorological risk level quantification value of the functional areas. The first level of judgment is made based on the preset single-indicator safety threshold. If any indicator exceeds the safety threshold, dispatch is triggered. If the safety threshold is not triggered, the comprehensive risk value is calculated based on the parameters of the functional area and the second level of judgment is made. The risk level is determined according to the threshold range in which the comprehensive risk value is located. The multi-path recommendation module for tourists receives path planning requests from tourist terminals. Based on real-time collected road traffic data and pre-stored road network topology data, it calculates a road cost value for each road in the road network. Using this road cost value as the edge weight, it calculates four optimal paths from the starting point to the destination functional area using the Yen's K shortest path algorithm. It performs feature analysis on the generated paths and generates recommendation tags for each path based on different feature indicators. The tagged path recommendation results are then sent to the tourist terminal for display. Command and dispatch decision-making and execution module: By comprehensively analyzing indicators such as tourist flow, traffic flow and functional area pressure, and based on route recommendation results, it automatically generates and executes dynamic dispatch instructions; Visualization and Information Release Module: Based on the collected real-time data, output regional risk indicators, and generated road network traffic status, the module presents the core situation of tourist distribution and flow on the command screen, and realizes dynamic visualization and hierarchical information release through the command screen, management terminals, and public service channels.

[0005] Preferably, the data analysis and evaluation module includes: The collected data on visitor numbers, vehicle flow, staff on-duty status, and meteorological data for each functional area are comprehensively calculated to obtain visitor carrying capacity saturation, visitor density, parking occupancy rate, traffic flow, staff availability, service pressure, and meteorological risk level. These calculated parameter values ​​are compared with preset single-indicator safety thresholds. If any indicator exceeds its corresponding safety threshold, a risk trigger is established, an alarm is output, and a dispatch plan is executed. When no single indicator exceeds its safety threshold, the visitor density, parking occupancy rate, staff dispatch, service pressure, and meteorological risk level are comprehensively calculated to obtain a comprehensive risk value. The obtained comprehensive risk value is compared with the preset comprehensive risk threshold range. When the comprehensive risk value is greater than or equal to the maximum value of the comprehensive risk threshold range, it is determined to be an emergency risk level; when the comprehensive risk value is greater than or equal to the value within the comprehensive risk threshold range, it is determined to be a moderate risk level; when the comprehensive risk value is less than the minimum value of the comprehensive risk threshold range, it is determined to be a normal risk level.

[0006] Preferably, the single-index security threshold includes: Tourist density threshold, parking occupancy threshold, traffic flow threshold, staff dispatch threshold, service pressure threshold, and weather risk level.

[0007] Preferably, the road toll cost value is specifically: The road toll cost is calculated by combining the estimated travel time, road length, and congestion level of each road obtained from the scenic area map.

[0008] Preferably, the automatic generation and execution of dynamic scheduling instructions includes: Based on tourist density, traffic flow, and net inflow into functional areas, the system automatically classifies dispatch levels and generates corresponding dispatch instructions when different level thresholds are reached. These instructions include tourist diversion, vehicle and traffic dispatch, service personnel and resource dispatch, emergency broadcasting, and opening of temporary shelters. The instructions are executed after being confirmed by the commander through interaction with the situation sand table display. The execution results are fed back and the effectiveness is verified within a preset time period. If the effect is not satisfactory, the dispatch plan is automatically upgraded and executed again. When the risk level is ≥ medium, the system automatically overrides the tourist terminal route recommendation results and forcibly pushes diversion routes; when the risk level is ≤ mild, the multi-route recommendation function is retained.

[0009] Preferably, the visualization and information publishing module includes: Command Center Global Situation Visualization: Based on the collected real-time data, output regional risk indicators, and generated road network traffic status, a global tourist flow arrow situation map is generated by integrating the data with the GIS base map on the command screen. Tourist flow status is mapped using multi-dimensional arrows: On the road layer between functional areas, dynamic arrow groups are used to visualize and map tourist flow status based on real-time collected tourist movement speed and density data. The specific rules for generating tourist flow arrows are as follows: the system constructs arrow diagrams using 1×1 pixel grids as basic units, and dynamically reflects the real-time status of the road through the length and width of the arrows; The arrow length is the number of vertical pixels, used to represent the average movement speed of tourists; The arrow width represents the number of horizontal pixels, used to indicate visitor density; The arrows are aligned with the overall movement of the tourist group, and their shapes are rendered in real time based on the collected data, helping managers to intuitively grasp the traffic status of each road section and implement controls.

[0010] Preferably, the congestion level value is specifically: The congestion level is calculated by combining the values ​​of road density and net inflow rate. Specifically, the congestion level is a comprehensive indicator that reflects both the current congestion risk and the future congestion trend by weighting and superimposing the road density and net inflow rate indicators.

[0011] Preferably, the generation of multiple optimal candidate paths specifically involves: The Yen's K Shortest Path Algorithm will be used to find the path with the lowest overall travel cost, and will be labeled as the recommended path; the Yen's K Shortest Path Algorithm will be used to find the path with the shortest estimated travel time, and will be labeled as the fast path; the Yen's K Shortest Path Algorithm will be used to find the path with the shortest total physical road length, and will be labeled as the shortest path; the Yen's K Shortest Path Algorithm will be used to find the path with the lowest road congestion level, and will be labeled as the comfortable path.

[0012] Preferably, the visualization and information dissemination also includes: Tiered early warning and multi-terminal information push: Command Center: When an arrow with a length of ≤3 grids or an arrow with a width of ≥2 grids is detected, a congestion warning event is automatically triggered and the warning event is fed back to the dispatch center and management terminal; Management terminal: Sends structured instructions to security and dispatch personnel via a dedicated APP or SMS, and requests confirmation and feedback upon receipt; Public service channels: Real-time congestion status will be converted into traffic management suggestions, and real-time route guidance and service notices will be released to tourists through scenic area apps, mini-programs, information screens, broadcasts, and other means.

[0013] This invention provides a method for command and dispatch of standardized construction in tourist attractions, comprising the following steps: S1: Data Acquisition: Used to collect real-time data on tourist numbers, vehicle traffic, staff on-duty status, and weather conditions, and to integrate and clean the collected data; S2: Data Analysis and Evaluation: Based on the functional layout of the scenic area, the scenic area is divided into various functional areas, including: entrance area, parking area, sightseeing area, amusement area, catering area, shopping area and exit area. Each functional area is connected to each other by several main roads, and the boundary range is marked on the GIS map. The collected data on visitor numbers, vehicle flow, staff on-duty status, and weather conditions in the functional areas are analyzed and evaluated to obtain visitor density, parking occupancy rate, traffic flow, staff dispatch, service pressure, and weather level for each functional area. A first-level judgment is made based on preset single-indicator safety thresholds. If any indicator exceeds the safety threshold, dispatch is triggered. If the safety threshold is not triggered, a comprehensive risk value is calculated based on the parameters of each functional area, and a second-level judgment is made. The risk level is determined based on the threshold range in which the comprehensive risk value falls. S3: Tourist Multi-Path Recommendation: This function receives route planning requests from tourist terminals. Based on real-time collected road traffic data and pre-stored road network topology data, it calculates a road cost value for each road in the road network. Using this road cost value as the edge weight, it calculates four optimal paths from the starting point to the destination functional area using the Yen's K shortest path algorithm. It performs feature analysis on the generated paths and generates recommendation tags for each path based on different feature indicators. The tagged path recommendation results are then sent to the tourist terminal for display. S4: Command and Dispatch Decision Generation and Execution: By comprehensively analyzing multi-dimensional indicators of tourist flow data, vehicle flow data, and functional area pressure, and combining route recommendation results, dynamic dispatch instructions are automatically generated and executed. S5: Visualization and Information Release: Based on the collected real-time data, output regional risk indicators, and generated road network traffic status, the core situation of tourist distribution and flow is presented on the command screen, and dynamic visualization and hierarchical information release are achieved through the command screen, management terminals, and public service channels.

[0014] The present invention has the following beneficial effects: 1. By integrating real-time data collection modules on tourist numbers, vehicle flow, personnel status, and weather data, and combining single-indicator threshold judgment with comprehensive risk value calculation, a graded risk identification is achieved, avoiding misjudgment based on a single indicator and improving the accuracy and timeliness of risk warnings.

[0015] 2. Through the multi-path recommendation module for tourists, based on road toll costs and multi-objective path planning strategies, candidate routes with the shortest time, shortest distance, and highest comfort are generated. This can effectively divert tourists, alleviate local congestion, provide tourists with diversified travel options, and improve the tourism experience.

[0016] 3. The command and dispatch decision-making and execution module combines risk level and path prediction results to automatically generate various types of dispatch instructions, such as tourist diversion, traffic scheduling, personnel resource allocation, and emergency broadcasting. It also verifies and upgrades the effects through a visual situation sand table and feedback mechanism, realizing closed-loop management of the entire process from risk identification and dispatch execution to result optimization, which greatly improves the scientific nature and response speed of scenic area management.

[0017] Of course, any product implementing this invention does not necessarily need to achieve all of the advantages described above at the same time. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of the invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the invention. For those skilled in the art, the drawings can be obtained from these drawings without creative effort.

[0019] Figure 1 This invention provides a flowchart of a command and dispatch system for the standardized construction of tourist attractions; Figure 2 This invention provides a flowchart illustrating a standardized construction command and dispatch method for tourist attractions. Detailed Implementation

[0020] 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. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] To achieve the above objectives, such as Figure 1 As shown, this embodiment of the invention provides a command and dispatch system for the standardized construction of tourist attractions, specifically including: a data acquisition module, a data analysis and evaluation module, a command and dispatch decision generation and execution module, and a visualization display and information release module; The data acquisition module is used to collect tourist data, traffic flow data, staff on-duty status, and weather data in real time, and to fuse and clean the collected data. Data Analysis and Evaluation Module: Based on the functional layout of the scenic area, the scenic area is divided into various functional zones, which are interconnected by several main roads, and the boundary range is marked on the GIS map; The collected visitor data, traffic flow data, staff on-duty status, and meteorological data of the functional areas are analyzed and evaluated to obtain the visitor density value, parking occupancy rate, traffic flow value, staff dispatch value, service pressure value, and meteorological risk level quantification value of the functional areas. The first level of judgment is made based on the preset single-indicator safety threshold. If any indicator exceeds the safety threshold, dispatch is triggered. If the safety threshold is not triggered, the comprehensive risk value is calculated based on the parameters of the functional area and the second level of judgment is made. The risk level is determined according to the threshold range in which the comprehensive risk value is located. The multi-path recommendation module for tourists is used to receive path planning requests from tourist terminals, calculate a road cost value for each road in the road network based on real-time collected road traffic data and pre-stored road network topology data, and use the road cost value as the edge weight to calculate four optimal paths from the starting point to the destination functional area using the Yen's K shortest path algorithm; perform feature analysis on the generated paths, generate recommendation tags for each path according to different feature indicators, and send the tagged path recommendation results to the tourist terminal for display; The command and dispatch decision-making and execution module: by comprehensively analyzing indicators such as tourist flow, traffic flow and functional area pressure, and based on the route recommendation results, it automatically generates and executes dynamic dispatch instructions; The visualization and information release module: Based on the collected real-time data, output regional risk indicators, and generated road network traffic status, it presents the core situation of tourist distribution and flow on the command screen, and realizes dynamic visualization and hierarchical information release through the command screen, management terminal, and public service channels.

[0022] Specifically, a scenic area command and dispatch system can be constructed using components such as video surveillance cameras, RFID vehicle identification terminals, GPS positioning terminals, visitor counters, parking space occupancy detectors, service pressure sensing terminals, environmental sensors, a command and dispatch screen, and an integrated control host. Video surveillance cameras are deployed at main entrances and exits, visitor concentration areas, and road junctions to collect visitor distribution and road traffic status. RFID vehicle identification terminals are installed at shuttle bus stops and parking lot entrances and exits to identify vehicle traffic. GPS positioning terminals are installed on shuttle buses or sightseeing vehicles to collect vehicle trajectories and travel times. Visitor counters are deployed in the core functional areas of the scenic area and at attraction entrances to record the real-time number of visitors. Parking space occupancy detectors are installed in parking areas to obtain real-time parking usage information. Service pressure sensing terminals are deployed at service counters, dining areas, and restrooms to reflect visitor service needs and... Pressure levels; environmental sensors are deployed at key ecological locations within the scenic area to monitor environmental carrying capacity; based on changes in the dynamic arrow shape of tourist flow, corresponding congestion warnings are generated; during operation, the system dynamically generates risk levels through two mechanisms: single-indicator threshold triggering and multi-indicator comprehensive risk assessment; based on road toll costs and multi-objective path planning strategies, candidate routes with the shortest time, shortest distance, and highest comfort are generated, which can effectively divert tourists, alleviate local congestion, and provide tourists with diversified travel options, improving the tourism experience; when potential risks are identified or changes in the dynamic arrow shape of tourist flow are observed, the system automatically generates a scheduling plan, including tourist diversion, vehicle control, personnel scheduling, and service resource allocation, and issues execution instructions through the command and dispatch terminal, forming a closed-loop control of monitoring, evaluation, scheduling, execution, and feedback, realizing digital monitoring and intelligent command and dispatch of the scenic area's operational status.

[0023] In the specific implementation of the above embodiments, firstly, video surveillance equipment, RFID identification terminals, GPS positioning terminals, visitor flow counters, and environmental sensors are deployed in key areas of the scenic area to collect visitor data, vehicle operating status, parking space occupancy, environmental pressure, and meteorological data in real time. This data is then transmitted to the system backend for unified processing and cleaning via the network. Secondly, for key indicators such as visitor carrying capacity, visitor density in functional areas, parking occupancy rate, staff scheduling capacity, and service pressure, safety thresholds are pre-set based on historical data statistics and expert experience. When a single indicator exceeds the threshold, the system directly triggers the corresponding risk alarm, enabling rapid identification and response to emergencies. If no single threshold is triggered, the system normalizes the above multiple indicators to eliminate dimensional differences and obtains the comprehensive risk value of the functional area through a preset weighted calculation formula. The weighting coefficients are determined based on the analytic hierarchy process (AHP) combined with historical operating results and expert knowledge, thus ensuring that the influence of each indicator conforms to actual operating patterns. This mechanism can provide a comprehensive quantitative assessment of potential risks, avoiding the risk of being assessed solely by a single indicator. The system ignores systemic risks even when indicators are within limits; then, based on identified risk events or trends, it automatically generates optimal scheduling plans, covering personnel scheduling, vehicle allocation, traffic control, and service resource adjustment. It not only has the function of formulating scheduling plans but also emphasizes the issuance and feedback mechanisms of execution instructions, achieving a closed loop from monitoring, evaluation, command, and execution. Finally, the scheduling plans, real-time status, risk distribution, and early warning information are displayed through visual screens, heat maps, or dynamic dashboards, allowing managers to intuitively grasp the overall operational status and risk level of the scenic area, thereby improving the controllability and transparency of command and dispatch. The system design emphasizes standardized processes and modular construction, making it applicable to tourist attractions of different sizes and types. It also supports adaptive parameter adjustment and algorithm expansion, facilitating rapid deployment and secondary development based on actual application needs. Through a closed-loop design encompassing multi-source data sensing and collection, single-item thresholds, comprehensive evaluation, intelligent scheduling, and visual display, the system achieves real-time control of the scenic area's operational status and proactive risk prevention, effectively improving the safety, orderliness, and visitor experience of the scenic area.

[0024] Furthermore, to better illustrate the technical solution of the embodiments of the present invention, based on the above-mentioned command and dispatch system for standardized construction of tourist attractions, such as... Figure 2 As shown in the figure, this embodiment of the invention provides a command and dispatch method for the standardized construction of tourist attractions, which specifically includes the following steps: S1: Data Collection: Real-time collection of tourist numbers, vehicle flow, staff on-duty status, and weather data; and fusion and cleaning of the collected data. S1 includes the following steps: S11: Visitor Data Acquisition: High-definition video surveillance cameras and infrared thermal imaging sensors are deployed at the main entrances and exits of the scenic area, core attractions, main traffic arteries and areas where crowds tend to gather. The real-time number and density distribution of visitors are obtained through crowd flow statistics algorithms. Combined with ticketing and gate system data, dynamic monitoring of the number of visitors entering and exiting and the number of people in the park is realized. S12: Vehicle Data Acquisition: Real-time location and operating status of vehicles (sightseeing buses, shuttle buses) operating within the scenic area are collected through GPS positioning devices; entry / exit records of tourist vehicles and other vehicles, parking capacity and occupancy rate within the scenic area are collected through RFID vehicle identification terminals and intelligent parking systems; and traffic flow and road conditions are obtained by combining road monitoring sensors. S13: Staff Data Acquisition: Real-time collection of the number of staff on duty and the number of available backup staff through employee smart terminals (including positioning modules and task management APP) to provide a basis for subsequent scheduling and task allocation; S14: Environmental and Facility Data Acquisition: Real-time weather, temperature, humidity, rainfall, wind speed, visibility and other information are obtained through the scenic area's self-built weather station and third-party weather APIs; S15: Data Fusion and Cleaning: Input the collected data on the number of tourists, vehicle traffic, staff on-duty status and weather into the database, unify the timestamps and spatial coordinates from different sources, and remove duplicate and abnormal data, such as missing data caused by sensor false alarms or monitoring obstruction. In this embodiment, all physical and business data related to operation, safety, and service within the scenic area are automatically and comprehensively collected, and transmitted to the central data processing platform in real time and reliably. Specifically, for example, in a 5A-level mountain scenic area, high-definition video surveillance cameras and infrared thermal imaging sensors are installed at the main entrance, core attractions (such as the main peak viewing platform), and main pedestrian paths. The video surveillance system identifies the number of visitors entering and leaving in real time, and combined with ticket gate records, it achieves visitor entry and exit statistics. Infrared sensors simultaneously calculate the visitor density distribution within functional areas. Entrance gates record the total number of visitors entering the park. Remaining parking spaces are obtained from the license plate management system in the parking lot. Smart terminals or mobile apps equipped with security, sanitation, and customer service personnel are used not only for communication but also for uploading their GPS location information in real time. The platform can monitor the dynamic distribution of all personnel at any time. Meteorological APIs collect data every five minutes and transmit it back via a 4G network. All received data is cleaned and formatted, and the processed data is sent to a database for storage. S2: Data Analysis and Evaluation: This function analyzes and evaluates collected data on visitor numbers, vehicle traffic, staff on-duty status, and weather conditions to obtain visitor density, parking occupancy rate, traffic flow, staff scheduling, service pressure, and weather level for the functional area. It performs a first-level judgment based on preset single-indicator safety thresholds; if any indicator exceeds the safety threshold, scheduling is triggered. If the safety threshold is not triggered, a comprehensive risk value is calculated based on the parameters of the functional area, and a second-level judgment is performed, determining the risk level based on the threshold range of the comprehensive risk value. S2 includes the following steps: S21: Functional Zone Division Rules: The scenic area is divided into several functional zones to achieve zonal data analysis and scheduling. Based on the functional layout of the scenic area, it is divided into various functional zones, including: entrance zone, parking zone, sightseeing zone, amusement zone, dining zone, shopping zone, and exit zone. Each functional zone is interconnected by several main roads. The boundaries are marked on the GIS map, and each functional zone is numbered as i, i=1,2,3,…I, where i is the sequence number of the functional zone and I is the total number of functional zones. The zoning rules comprehensively consider the following factors: geographical boundaries and passageway distribution, using natural or artificial boundaries such as ridges, lakes, and roads as the basis for division, and limiting the inclusion of functionally similar areas into the same functional zone. Obtain the maximum carrying capacity of visitors in the current functional area, the number of visitors in the current functional area, and the effective area of ​​the current functional area. The effective area of ​​the current functional area is the net area obtained by subtracting the area of ​​obstacles and inaccessible areas from the total area of ​​the functional area. Use the formula... The tourist density value Pi of the functional area is calculated, where Pi represents the compactness of the tourist distribution in the space; S22: Traffic and Parking Data Analysis: Utilizing RFID vehicle identification terminals installed at parking lot entrances or exits, obtain real-time data on the total number of parking spaces and the number of occupied spaces within the scenic area, and then use formulas... The parking occupancy rate Ri is calculated, where Ri represents the parking pressure. When Ri > 0.9, it means that the parking area is close to full capacity. By installing GPS positioning terminals on shuttle buses or sightseeing vehicles, and combining this with RFID vehicle identification terminals deployed at each shuttle station, the system obtains real-time timestamps of vehicle arrivals at stations. Based on the time difference between departure and arrival at two adjacent stations, the system calculates the vehicle's actual travel time for the current period. Simultaneously, it retrieves the average travel time from historical data within one hour of park opening or two hours before closing from the historical operation database, using this average travel time as a benchmark. Based on this, the system then uses a formula... The traffic flow value Hi between the two stations is calculated. S23: Staff Distribution and Scheduling Capability Analysis: Obtain the number of on-duty staff and the number of staff available for deployment, and use the formula... The staff scheduling value Ci is calculated; S24: Service Pressure Analysis: Obtain the average waiting time of tourists in the past hour, and use the formula... The service pressure value Fi is calculated. S25: Meteorological Risk Level Quantification: Obtain real-time weather data, including temperature, wind speed, and rainfall, and acquire weather warning information; set weather risk levels, where a normal weather risk level is: sunny weather, no warning, and this risk level is quantified, with a value recorded as 0; a slightly risky weather risk level is: light rain (1-hour rainfall ≤ 4mm) or high temperature > 35℃, and this risk level is quantified, with a value recorded as 1; a moderate weather risk level is: heavy rain, strong wind ≥ level 6, and this risk level is quantified, with a value recorded as 2; a high weather risk level is: lightning warning, heavy rain warning, extreme high temperature, etc., and this risk level is quantified, with a value recorded as 3; and record the above meteorological risk level quantification values ​​as Wi; S26: Comprehensive Assessment and Scheduling Judgment: During the comprehensive risk assessment phase, the system presets several individual risk thresholds, including: tourist density threshold, parking occupancy threshold, traffic flow threshold, staff scheduling threshold, service pressure threshold, and weather risk level threshold. When any indicator exceeds its corresponding safety threshold, it is judged as a moderate risk and a scheduling plan is triggered. The system directly outputs the risk alarm and enters the corresponding scheduling response stage. The specific triggering rules are as follows; Visitor density threshold: When the visitor density per unit area in a functional area exceeds 3.5 people / ㎡, the visitor density is deemed too high, triggering scheduling. This threshold is set based on historical scenic area operation data and the "Safety Management Standards for Public Gathering Places". Crowd safety studies have shown that when the crowd density exceeds 3.5 people / ㎡, there is a risk of crowding, pushing, or even stampede. Parking occupancy threshold: When the parking space occupancy rate is greater than 0.9, the parking lot is determined to have entered a critical saturation state, triggering scheduling; this threshold is set by fitting historical parking lot operation data and referring to the critical point of saturation in traffic engineering. Traffic flow efficiency threshold: When the traffic flow efficiency index is lower than the threshold, the area is judged to be severely congested and dispatching is triggered. This threshold is obtained by comparing GPS+RFID operation data with historical operation time through a statistical model, and the 40th percentile of the traffic flow congestion distribution is selected as the severe congestion boundary. Staff dispatch threshold: When the difference between the actual number of staff on duty in the functional area and the number of staff required for emergency response is less than 10%, it is determined that the manpower dispatch reserve is insufficient and dispatch is triggered; this threshold is determined based on the manpower dispatch curve of historical emergencies and safety operation specifications. Service pressure threshold: When the average queuing time of tourists in the functional area exceeds 30 minutes, it is determined that the service facilities are under too much pressure and dispatch is triggered. This threshold is derived by combining tourist complaint data, operation records and experience questionnaires, and is set in combination with queuing theory and tourist behavior principles. Weather risk level threshold: When the meteorological department issues a moderate or higher risk level (such as rainstorm, gale ≥ level 6, thunderstorm, heavy rainstorm warning or extreme high temperature), the dispatch is triggered when the meteorological risk level quantification value is ≥ 2; this threshold is set directly according to the national meteorological department's graded warning standards. If no individual threshold is triggered, the system will further calculate the comprehensive risk value Zi of the functional area; normalize the values ​​of the functional area's visitor density Pi, parking occupancy rate Ri, staff scheduling Ci, traffic flow Hi, service pressure Fi, and meteorological risk level Wi to unify their range to the [0,1] interval, in order to eliminate the influence of different units and value ranges; and substitute the normalized values ​​of the functional area's visitor density Pi, parking occupancy rate Ri, staff scheduling Ci, service pressure Fi, and meteorological risk level Wi into the preset comprehensive risk assessment formula. The comprehensive risk value Zi of functional area i within the scenic area is calculated, where a1, a2, a3, a4, a5 and a6 are the set weight factors, and a1+a2+a3+a4+a5+a6=1. The design principle of the comprehensive risk assessment formula is as follows: different risk factors have different degrees of impact on the overall situation, and weight coefficients are used to reflect relative importance. The weights can be dynamically adjusted according to the characteristics of the scenic area or the focus of the operator. A single indicator can often only reflect one aspect. Comprehensive evaluation can avoid misjudgment caused by fluctuations in a single data point. The superposition of multiple risks will significantly increase operational risks. Therefore, a weighted cumulative model is adopted. The comprehensive risk assessment formula adopts normalization processing to eliminate the differences in the dimensions of each indicator. The weighting mechanism ensures that different risk factors participate in the calculation according to their importance. The weight setting rules for a1, a2, a3, a4, a5, and a6 are as follows: the initial values ​​of weights a1, a2, a3, a4, a5, and a6 are determined by the Analytic Hierarchy Process (AHP). The specific steps are as follows: construct a 6×6 indicator importance matrix, determine the relative importance based on expert scores, calculate the eigenvectors and normalize them to obtain the initial weights. A comprehensive risk threshold range is set. The comprehensive risk value is compared and analyzed with the set comprehensive risk threshold range. When the comprehensive risk value is greater than or equal to the maximum value of the comprehensive risk threshold range, it is determined to be an emergency risk level. The system directly outputs the risk alarm and enters the corresponding scheduling response stage. When the comprehensive risk value is greater than or equal to the comprehensive risk threshold range, it is determined to be a moderate risk level. The system directly outputs the risk alarm and enters the corresponding scheduling response stage. When the comprehensive risk value is less than the minimum value of the comprehensive risk threshold range, it is determined to be a normal risk level, and no scheduling is triggered. The comprehensive risk threshold is derived from retrospective analysis of historical scheduling cases. First, based on historical data and expert annotations, a sample set containing multi-dimensional indicators and final scheduling decision results is constructed. Then, ROC curve analysis is used to find the optimal critical point that can most effectively distinguish between scheduling-required and non-scheduling states. This point achieves an optimal balance between high recall and low false alarm rate. On this basis, combined with operational management strategies, a buffer zone, such as 0.6-0.7, is set around this optimal critical point. Within this range, the system can initiate a low-level warning or the commander can conduct a manual assessment. When the comprehensive risk value exceeds the upper limit of the range, a scheduling instruction is automatically triggered. This method ensures both scientific rigor and objectivity while incorporating flexible management techniques. In this embodiment, the multi-source heterogeneous data collected within the scenic area (including visitor flow, traffic, manpower, service, and environmental data) is standardized and transformed into a series of quantifiable core risk indicators. A two-level risk assessment is then implemented. The first level is single-item instantaneous triggering: a safety red line is established; if any single indicator exceeds its safety threshold, the system immediately triggers scheduling with the highest priority for the fastest response. The second level is comprehensive trend early warning: when there is no instantaneous danger, the system calculates the weighted comprehensive risk value of each indicator. This comprehensive risk value reflects the cumulative effect of multiple moderate risk factors, identifying potential systemic risks arising from the superposition of multiple moderate risk factors, thereby achieving proactive intervention. Finally, the system... This method outputs a clear and executable binary scheduling instruction and accurately locates the risk source, providing clear decision support for commanders. Its advantage lies in ensuring rapid response to emergencies while avoiding false alarms caused by single data fluctuations through multi-factor fusion evaluation, achieving precise and intelligent scheduling decisions. Specifically, for example, taking a scenic area's peak operation scenario at 11:00 AM on a weekend as an example, based on collected data, the system automatically executes the calculation module. The calculation yields a visitor carrying capacity saturation index of approximately 0.92, a real-time visitor density of approximately 0.34 people per square meter, and a parking space occupancy rate of 0.95. According to the preset calculation formula, the service pressure index... The number was calculated to a maximum of 1.0, and the personnel adequacy index was approximately 0.11. The system entered the risk assessment and scheduling judgment phase, firstly initiating the first-level single-indicator over-limit check, comparing the calculation results with the safety threshold database one by one. Analysis revealed that the real-time tourist density of 0.34 people / ㎡ was below the congestion threshold of 3.5 people / ㎡, the environmental risk level of mild did not reach the trigger standard of moderate or above, the traffic flow rate of 0.65 was far higher than the severe congestion threshold of 0.4, but the parking occupancy rate of 0.95 had exceeded the saturation threshold of 0.9, the personnel adequacy index of 0.11 was below the warning line of 0.2, and the service pressure index of 1.0 far exceeded the pressure threshold of 0.7. This assessment determined that the scenic area was in a complex high-risk situation with multiple indicators exceeding limits simultaneously, immediately triggering the highest priority dispatch instruction without needing to enter the second-level comprehensive assessment process. A dispatch plan was then automatically generated and executed. The core alarm information clearly indicated three risks: parking lot saturation (95%), extremely high service pressure (queue > 30 minutes), and insufficient reserve personnel (11%). Based on these risks, a pre-set dispatch plan was invoked and executed. Data was collected again 15 minutes after the plan was executed. Feedback showed that the parking occupancy rate had decreased to 0.88, the service pressure index had decreased to 0.8, and the personnel adequacy had increased to 0.19, indicating that the risks had been effectively mitigated. The system continued to monitor this functional area. S3: Tourist Multi-Path Recommendation: When receiving route planning requests from tourist terminals, based on real-time collected road traffic data and pre-stored road network topology data, a road toll cost value is calculated for each road in the road network. Using this road toll cost value as the edge weight, the Yen's K shortest path algorithm is used to calculate four optimal paths from the starting point to the destination functional area. Feature analysis is performed on the generated paths, and recommendation tags are generated for each path according to different feature indicators. The tagged path recommendation results are sent to the tourist terminal for display. S3 includes the following steps: S31: Obtain the topology information of the road network through the scenic area map. Let the total number of all access roads in the scenic area be J, and the number of each access road be j. Calculate the physical length of each access road segment and denote it as Lj. Obtain the effective access area of ​​each road and denote it as Mj; where j = 1, 2, 3, ... J. Select the tourist's target functional area as the endpoint and the functional area where the tourist is currently located as the starting point. Denote any road connecting the starting functional area and the endpoint functional area as a access road. By deploying access roads at the starting point, endpoint, and key nodes of all main roads between each functional area... The dual-channel tourist flow statistics equipment and direction recognition sensor count the number of tourists heading to and leaving the target functional area on each road within a unit of time. The number of tourists entering the target functional area on the main road is recorded as the number of tourists flowing in per unit of time, and the number of tourists leaving the target functional area is recorded as the number of tourists flowing out per unit of time. The difference between these two values ​​is used to calculate the net number of tourists flowing in per unit of time. Combined with the real-time monitoring of the overall tourist movement speed, the average tourist movement speed on each road is obtained, denoted as Vj. The statistical interval is 1 to 5 minutes before the user requests the route planning. S32: Combine tourist travel speed with road physical length to calculate estimated travel time Tj = Lj / Vj; use the time when a tourist submits a route planning request as the starting point for statistics, obtain the number of tourists on the road in real time, and calculate road tourist density Pj = real-time number of tourists on the road / Mj; combine the net inflow of tourists per unit time with road physical length to calculate road net inflow rate Dj = net inflow of tourists per unit time / Lj. The net inflow rate reflects the trend of tourist congestion growth per unit length of road. If Dj > 0, it indicates that tourists are accumulating on the road, and the risk of congestion is increasing; if Dj < 0, it indicates that tourists are dissipating on the road, and the risk of congestion is decreasing; substitute road tourist density and road net inflow rate into the set formula. The congestion level value Fj is calculated. The formula Fj is designed based on the dual-factor coupling approach of traffic flow theory and congestion prediction. By weighting and superimposing road density and net inflow rate indicators, a comprehensive indicator is formed that reflects both the current congestion risk and the future congestion trend, avoiding the prediction lag caused by a single parameter. β1 and β2 are set weighting factors, using empirical initial values ​​(e.g., β1=0.6, β2=0.4) and offline calibration through historical backtracking (least square method). During operation, the values ​​are adjusted through a sliding time window regression every 30 minutes, with each adjustment not exceeding 10%, while maintaining β1+β2=1, and β1>0, β2>0. S33: The estimated travel time, road length, and congestion level of each road are converted into road travel cost values. The calculation principle is as follows: when the pedestrian flow and density on a road increase, and the estimated travel time for tourists decreases, the travel cost of that road increases accordingly. The higher the road travel cost value, the greater the resistance to traffic on that road. The road travel cost value transforms the difficulty of traveling a road under different conditions into a calculable quantity, measuring the resistance to tourists traveling from the current functional area to the next functional area. It is neither simply distance nor simply time, but a comprehensive weight that considers the estimated travel time of tourists on each road, the tourist density on each road, and the length of each road leading to the destination functional area. The specific calculation formula is as follows: β3, β4, and β5 are set weighting factors; β3 reflects the impact of the estimated travel time on the total time cost of road travel, β4 measures the impact of road length on traffic efficiency, and β5 reflects the contribution of tourist density per unit area to traffic resistance. β3, β4, and β5 are initialized by the analytic hierarchy process (AHP) and obtained by calculating the pairwise importance matrix of indicators based on the historical data of the scenic area. S34: When a tourist selects their current functional area and destination functional area on a terminal device (such as a mobile app or scenic area navigation screen), the system receives the tourist's route planning request, sets the tourist's current location as the starting point, and the center point of the destination functional area as the ending point. Then, using the toll cost of each road as the edge weight, the Yen's K shortest path algorithm generates multiple candidate paths, where K=4, to ensure that in addition to the optimal path, several alternative suboptimal paths are also provided to meet the diverse needs of different tourists for shortest time, shortest distance, or congestion avoidance. The generated candidate paths are highlighted on the tourist's terminal interface; specifically including: For each calculated path, its characteristic indicators are analyzed; the path with the lowest comprehensive toll cost value is obtained through the Yen's K shortest path algorithm and is recommended as the recommended path; the path with the shortest estimated travel time is obtained through the path algorithm and is recommended as the fast path; the path with the shortest total physical road length is obtained through the path algorithm and is recommended as the shortest path; the path with the lowest road congestion value is obtained through the Yen's K shortest path algorithm and is recommended as the comfortable path. Furthermore, when the number of visitors in the current functional area plus the current net inflow of visitors reaches 80% of the maximum capacity of the functional area, the scheduling module is automatically triggered to divert visitors and generate an additional route planning suggestion to other functional areas. The route planning to other functional areas selects the route to the other functional area with the lowest overall travel cost as the display route. S35: The backend monitors global route selection in real time and calculates the selection rate of each recommended route. A selection rate threshold is set. When the selection rate of a route exceeds this threshold, the system determines that it may cause associated congestion due to over-recommendation and performs scheduling. After scheduling, the route recommendation module automatically sets the toll cost of closed road sections to infinity to physically avoid congested road sections. It should be noted that if the route is a diversion route forcibly pushed by the scheduling module, its selection rate will not participate in the route recalculation trigger rule. At the same time, the route planning results are refreshed at a fixed period (e.g., every 10 minutes) to ensure the real-time nature of the recommendation results. It should be noted that tourists can click on route recommendations on their personal mobile devices or see route recommendation schemes on the scenic area's guide screens. The guide screens scroll through route recommendations for different destination functional areas to serve all tourists. The selection rate threshold is an empirical threshold. More than half of the selection rates are guided to the same route, which may bring risks. For example, it can be set to 40%. When the route is a diversion route forcibly pushed by the scheduling module, it will not participate in the selection rate monitoring. In this embodiment, when a tourist submits a route planning request via a mobile terminal, the system uses the tourist's current location as the starting point and the target functional area as the ending point. Based on real-time collected road status parameters, including tourist density, average speed, road width, and net inflow, it dynamically calculates the toll cost of each road. This module adopts a multi-objective route planning strategy, which can generate three types of candidate routes: shortest time, shortest distance, and highest comfort, and predict and avoid congestion risks. Finally, the system highlights multiple candidate routes on the tourist's terminal map, along with time, distance, and congestion risk prompts, for the tourist to choose from. Specifically, for example, if a tourist is in a certain functional area of ​​the scenic area and sets the next destination functional area through the scenic area's official APP, the system calculates the toll cost of each road based on real-time data transmitted from sensors. The system uses the tourist's current location as the starting point and the center of the destination functional area as the ending point, utilizing Yen's... The K-shortest path algorithm generates multiple candidate routes, including A1, A2, and A3, which are clearly highlighted on the tourist's app map. Path A1: Although physically longer, it avoids congested road L1, resulting in the lowest overall cost (1195 seconds), and is labeled as the recommended path. Path A2: Shortest physical distance, but highest cost, labeled as the shortest path, with a warning of main road congestion and slow traffic. Path A3: Moderate time, marked as an alternative route, with a suggestion to take the cable car for easy access, with an estimated 15-minute wait. By monitoring tourist selection behavior and automatically adjusting algorithm parameters, the system achieves scenic area-level crowd diversion and optimization, demonstrating its intelligence and adaptability. S4: Command and Dispatch Decision Generation and Execution: By comprehensively analyzing indicators such as tourist flow, traffic flow, and functional area pressure, and based on route recommendation results, dynamic dispatch instructions are automatically generated and executed. S4 includes the following steps: S41: Dispatch Level and Priority Classification: Dispatch needs are divided into normal dispatch, light dispatch, moderate dispatch, and emergency dispatch. Normal dispatch means that when the S2 indicator is within a safe range and the sum of the net inflow to the S3 functional area and the number of tourists within the functional area does not reach the threshold, only routine pedestrian and vehicle guidance is implemented. Light dispatch means that when the S2 output indicator is close to the threshold and the sum of the net inflow to the S3 functional area and the number of tourists within the functional area reaches the threshold, local intervention is initiated, increasing shuttle buses or opening backup parking areas. Moderate dispatch is triggered by the following conditions: a single indicator exceeds the threshold, or the congestion prediction time is >15 minutes. Emergency dispatch means that when multiple thresholds of the S2 output indicator are triggered simultaneously, or extreme weather occurs, or extreme net inflow is predicted in S3 leading to persistent congestion, some entrances need to be closed, emergency broadcasts implemented, and traffic control enforced. When the risk level is ≥ moderate, the system automatically overrides the tourist terminal route recommendation results and forcibly pushes diversion routes. When the risk level is ≤ light, the multi-path recommendation function is retained. S42: Tourist diversion scheduling: When a congestion warning is issued and the scheduling instruction is regional diversion, the scenic area automatically calls the multi-objective path planning function. Starting from the congested area and ending at the secondary attractions recommended by the system, the optimal diversion path is generated in reverse. Strong guidance information is sent to tourists who are located or are heading to the functional area through APP message push, SMS, and entrance guide screen, and the route map is directly displayed to the tourists. S43: Traffic Flow and Traffic Dispatch: When the traffic flow value of S2 exceeds the threshold, the system issues detour prompts in advance to guide vehicles to divert. When the main parking area is saturated, the system dynamically adjusts the number of parking spaces available and directs vehicles to divert to the backup parking area. It also links with the smart traffic guidance screen to update the information on available parking spaces in real time. Furthermore, the system dynamically dispatches sightseeing vehicles within the scenic area to prioritize the connection to densely populated areas. When the traffic index is below the threshold, the system issues a traffic police cooperation instruction to implement external road control and temporary road closures. S44: Personnel and Resource Scheduling: When the service pressure index of S2 exceeds the threshold, additional staff will be assigned to catering, ticketing, and ticket checking positions, and backup ticket windows or mobile ticketing terminals will be opened to shorten the waiting time for tourists. Security personnel, guides, and emergency rescue personnel will also be dispatched to this functional area. S45: Emergency Broadcasting and Coordination Mechanism: When the estimated travel time of S3 reaches half an hour or the weather risk level is too high, an early warning will be immediately issued to tourists in real time through broadcasting, SMS, and APP push; when the risk level is emergency, tourists will be guided to evacuate according to evacuation routes and emergency broadcasts; in case of emergency dispatch, the dispatch module can directly force the push of recommended routes as official diversion routes. S46: Command Coordination and Decision Support: After the system generates the corresponding scheduling plan, it displays the path prediction of S3 on the situation sand table. Commanders can select plans, modify parameters, or delay execution based on risk indicators and prediction data. The background system counts tourists' selection behavior of recommended paths as input for scheduling judgment. When the selection rate of a certain recommended path is too high, it will trigger diversion or recalculate the recommendation. S47: Dispatch Feedback and Optimization: Data is transmitted back 15 minutes after execution. The dispatch effect is verified in real time through monitoring video and sensor data. The tourist density, traffic index, service pressure value, and route throughput value after dispatch execution are re-evaluated. If the dispatch does not achieve the expected effect (e.g., tourist density decreases by less than 15%), the backup plan (e.g., opening emergency lanes) is activated to form a dynamic closed-loop control. If the backup plan is still ineffective, a manual takeover command is triggered. It should be noted that the dispatch upgrade for the same functional area shall not exceed 2 times. After dispatch execution, the route recommendation module automatically sets the passage cost of closed road sections to infinity to physically avoid congested road sections. In this embodiment, different intensity contingency plans are automatically matched according to the risk level (normal, mild, moderate, and emergency) to ensure that the response intensity matches the risk level. The dispatch plan covers four dimensions: tourists (diversion and guidance), vehicle flow (traffic control), personnel (manpower allocation), and information (emergency broadcasting), forming a three-dimensional response network. The system automatically generates the optimal plan, but gives the commander the final decision-making power (confirmation, modification, and veto). In emergency situations, the system can execute first and then report, balancing efficiency and control. After execution, the effect is continuously monitored and feedback is verified. If the expected results are not achieved, the dispatch plan is dynamically upgraded, forming a closed loop of continuous self-optimization. Specifically, for example, a certain functional area in the scenic area issues an alarm signal. The system triggers a medium-risk level, specifically indicating that visitor density and service pressure exceed thresholds. The medium-risk level automatically matches the preset scheduling plan. The system immediately broadcasts multilingual guidance messages through the park's public address system, while simultaneously pushing content prompts and recommended route maps to the official scenic area app and all electronic guide screens. Based on the functional area where service pressure exceeds the threshold, and finding excessively long queues at retail outlets, the system automatically sends an instruction to the retail outlet manager's terminal: activate backup cash register #2. All generated instructions and suggestions are aggregated on the large screen of the integrated command platform in the command center. After 15 minutes, the S2 analysis process is invoked to reassess the risk of the functional area and continuously monitor it. S5: Visualization and Information Release: Based on the collected real-time data, output regional risk indicators, and generated road network traffic status, the core situation of tourist distribution and flow is presented on the command screen, and dynamic visualization and hierarchical information release are achieved through the command screen, management terminals, and public service channels. S5 includes the following steps: S51: Global Situation Visualization of Command Center: Based on real-time data collected by S1, regional risk indicators output by S2, and road network traffic status generated by S3, a global tourist flow status arrow situation map is generated by integrating the data on the command screen GIS base map; Tourist flow status is mapped using multi-dimensional arrows: On the road layer between functional areas, based on real-time collected tourist movement speed and density data, dynamic arrow groups are used to visualize and map the tourist flow status. The specific rules for generating tourist flow arrows are as follows: the system constructs arrow diagrams using 1×1 pixel grids as basic units, and dynamically reflects the real-time status of the road through the length and width of the arrows; The arrow length is determined by the number of vertical pixels, representing the average movement speed of tourists. The maximum arrow length is 5 pixels, and the minimum is 1 pixel. When the average movement speed of tourists is faster, the arrow is composed of more vertical pixels; when the average movement speed of tourists is slower, the number of vertical pixels in the arrow decreases, and the length is shortened. The arrow length classification rule is as follows: based on the results of domestic and international research on the density and speed of people in scenic areas, and according to the average movement speed of tourists, the arrow length is set as follows: speeds greater than 1.2 m / s are mapped to a length of 5 pixels, speeds between 0.9 and 1.2 m / s are mapped to a length of 4 pixels, speeds between 0.6 and 0.9 m / s are mapped to a length of 3 pixels, speeds between 0.4 and 0.6 m / s are mapped to a length of 2 pixels, and speeds less than or equal to 0.4 m / s are mapped to a length of 1 pixel. The arrow width is determined by the number of horizontal pixels, representing visitor density. The maximum arrow width is 3 pixels, and the minimum is 1 pixel. When visitor density is high, the number of horizontal pixels increases, and the arrow becomes thicker; when visitor density is low, the number of horizontal pixels decreases, and the arrow becomes thinner. The arrow width grading rules are based on historical scenic area operation data and the "Safety Management Regulations for Public Gathering Places." Crowd safety studies show that when the crowd density exceeds 3.5 people / m², there is a risk of overcrowding, pushing, and even stampedes. Therefore, the arrow width is set according to visitor spatial density: a density less than 0.7 people / m² is mapped to a width of 1 pixel; a density between 0.7 and 3.5 people / m² is mapped to a width of 2 pixels; and a density greater than 3.5 people / m² is mapped to a width of 3 pixels. The arrow direction is consistent with the overall movement direction of the tourist group, which not only reflects the speed and density of tourist movement, but also intuitively displays the flow trend. The system renders the arrow shape in real time based on S3 data to help managers intuitively grasp the traffic status of each section and implement control measures. S52: Tiered Early Warning and Multi-Terminal Information Push: Command Center: When an arrow with a length ≤ 3 grids or an arrow with a width ≥ 2 grids is detected, a congestion warning is automatically triggered and fed back to the dispatch center and management terminal; when the arrow length ≤ 3 (i.e., speed ≤ 0.9m / s), it indicates that the movement of tourists in the area has become congested or blocked, and if no intervention is taken, it may further develop into serious queuing or even a stampede hazard; when the arrow width ≥ 2 (i.e., density ≥ 0.7 people / ㎡), it indicates that the crowd is no longer completely dispersed and may accumulate risks in a short period of time, especially during holidays or in narrow passages; when the width = 3, mandatory dispatch must be implemented immediately; Management terminal: Send structured instructions to security and dispatch personnel via dedicated APP or SMS (e.g., there is congestion on the main road in Zone B, please go and direct traffic), and request confirmation and feedback. Public service channels: Real-time congestion status will be converted into traffic management suggestions, and real-time route guidance and service notices will be released to tourists through scenic area apps, mini-programs, guide screens, broadcasts, and other means. S53: Visualization and Dispatch Closed-Loop Linkage: Based on the dynamic arrow status in S52, the system automatically triggers or prompts the execution of the predefined dispatch plan in S4 when the arrow length is ≤3 pixels or the width is ≥2 pixels, forming a closed-loop management of tourist flow monitoring, arrow visualization, automatic early warning, dispatch response, and feedback update. In this embodiment, the backend scheduling decisions are transformed into a multi-layered, multi-terminal visualized information flow on the front end, achieving a seamless connection from situational awareness to intelligent scheduling. Specifically, for example, in the command center, the GIS map is the core of the entire view on the huge LED command screen. The S5 module drives visualization based on real-time data. For instance, the dynamic arrow representing the flow of tourists on a main entrance road to a certain tourist area undergoes a significant change in shape, increasing in length from two grids to three grids in width. This automatically triggers a congestion warning event, which is then fed back to the dispatch center and management terminal. The scenic area management personnel receive the warning... Following the warnings, visitors were directed to designated areas for crowd control. Other visitors received alerts indicating overcrowding in those areas and were advised to visit a different area later. Simultaneously, large electronic screens along the main roads switched from promotional videos to guidance information, such as fewer visitors heading to other areas, and displayed multiple recommended routes in real time. From warnings to implementation, command personnel gained a holistic perspective, management staff received clear instructions, and visitors received safe and comfortable crowd control services without even realizing it, demonstrating the intelligent and efficient command and dispatch capabilities of smart management.

[0025] In the description of this specification, references to terms such as "an embodiment," "example," "specific example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0026] The preferred embodiments of the invention disclosed above are merely illustrative of the invention. These preferred embodiments do not exhaustively describe all details, nor do they limit the invention to the specific implementations described. Clearly, many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention.

Claims

1. A standardized construction command and dispatch system for tourist attractions, characterized in that, The term includes: Data acquisition module: used to collect tourist data, traffic flow data, staff on-duty status and weather data in real time, and to integrate and clean the collected data; Data Analysis and Evaluation Module: Based on the functional layout of the scenic area, the scenic area is divided into various functional zones, and each functional zone is connected to each other by several main roads, and the boundary range is marked on the GIS map; The collected visitor data, traffic flow data, staff on-duty status, and meteorological data of the functional areas are analyzed and evaluated to obtain the visitor density value, parking occupancy rate, traffic flow value, staffing adequacy value, service pressure value, and meteorological risk level quantification value of the functional areas. The first level of judgment is made based on the preset single-indicator safety threshold. If any indicator exceeds the safety threshold, dispatch is triggered. If the safety threshold is not triggered, the comprehensive risk value is calculated based on the parameters of the functional area and the second level of judgment is made. The risk level is determined according to the threshold range in which the comprehensive risk value is located. The multi-path recommendation module for tourists receives path planning requests from tourist terminals. Based on real-time collected road traffic data and pre-stored road network topology data, it calculates a road cost value for each road in the road network. Using this road cost value as the edge weight, it calculates four optimal paths from the starting point to the destination functional area using the Yen's K shortest path algorithm. It performs feature analysis on the generated paths and generates recommendation tags for each path based on different feature indicators. The tagged path recommendation results are then sent to the tourist terminals for display. Command and dispatch decision-making and execution module: By comprehensively analyzing indicators such as tourist flow, traffic flow and functional area pressure, and based on route recommendation results, it automatically generates and executes dynamic dispatch instructions; Visualization and Information Release Module: Based on the collected real-time data, output regional risk indicators, and generated road network traffic status, the module presents the core situation of tourist distribution and flow on the command screen, and realizes dynamic visualization and hierarchical information release through the command screen, management terminals, and public service channels. The road toll cost is specifically as follows: The road toll cost is calculated by combining the estimated travel time, road length, and congestion level of each road obtained from the scenic area map.

2. The command and dispatch system for standardized construction of tourist attractions according to claim 1, characterized in that, The data analysis and evaluation module specifically includes: The collected data on visitor numbers, vehicle flow, staff on-duty status, and weather conditions in the functional areas are comprehensively calculated to obtain visitor carrying capacity saturation, visitor density, parking occupancy rate, traffic flow, staff availability, service pressure, and meteorological risk level. The calculated parameter values ​​are compared with preset single-indicator safety thresholds. If any indicator value exceeds its corresponding safety threshold, it is determined to be a risk trigger, an alarm is directly output, and the dispatch plan is executed. When no single indicator exceeds the safety threshold, the comprehensive risk value is obtained by comprehensively calculating the visitor density value, parking occupancy rate value, staff scheduling value, traffic flow value, service pressure value and meteorological risk level quantification value of the functional area; The obtained comprehensive risk value is compared with the preset comprehensive risk threshold range. When the comprehensive risk value is greater than or equal to the maximum value of the comprehensive risk threshold range, it is determined to be an emergency risk level. When the comprehensive risk value is greater than or equal to the comprehensive risk threshold range, it is judged as a medium risk level. When the overall risk value is less than the minimum value of the overall risk threshold range, it is determined to be at the normal risk level.

3. The command and dispatch system for standardized construction of tourist attractions according to claim 1, characterized in that, The single-index security threshold includes: Tourist density threshold, parking occupancy threshold, traffic flow threshold, staff dispatch threshold, service pressure threshold, and weather risk level.

4. The command and dispatch system for standardized construction of tourist attractions according to claim 1, characterized in that, The automatic generation and execution of dynamic scheduling instructions includes: Based on tourist density, traffic flow, and net inflow into functional areas, the system automatically classifies dispatch levels and generates corresponding dispatch instructions when different level thresholds are reached. These instructions include tourist diversion, vehicle and traffic dispatch, service personnel and resource dispatch, emergency broadcasting, and opening of temporary shelters. The instructions are executed after being confirmed by the commander through interaction with the situation sand table display. The execution results are fed back and the effectiveness is verified within a preset time period. If the effect is not satisfactory, the dispatch plan is automatically upgraded and executed again. When the risk level is ≥ medium, the system automatically overrides the tourist terminal route recommendation results and forcibly pushes diversion routes; when the risk level is ≤ mild, the multi-route recommendation function is retained.

5. A command and dispatch system for standardized construction of tourist attractions according to claim 1, characterized in that, The visualization and information publishing module includes: Command Center Global Situation Visualization: Based on the collected real-time data, output regional risk indicators, and generated road network traffic status, a global tourist flow arrow situation map is generated by integrating the data with the GIS base map on the command screen. Tourist flow status is mapped using multi-dimensional arrows: On the road layer between functional areas, dynamic arrow groups are used to visualize and map tourist flow status based on real-time collected tourist movement speed and density data. The specific rules for generating tourist flow arrows are as follows: the system constructs arrow diagrams using 1×1 pixel grids as basic units, and dynamically reflects the real-time status of the road through the length and width of the arrows; The arrow length is the number of vertical pixels, used to represent the average movement speed of tourists; The arrow width represents the number of horizontal pixels, used to indicate visitor density; The arrows are aligned with the overall movement of the tourist group, and their shapes are rendered in real time based on the collected data to help managers accurately grasp the traffic status of each road section and implement controls.

6. The tourism scenic area standardized construction command and dispatch system according to claim 1, characterized in that, The congestion level value is specifically as follows: The congestion level is calculated by combining the values ​​of road density and net inflow rate. Specifically, the congestion level is a comprehensive indicator that reflects both the current congestion risk and the future congestion trend by weighting and superimposing the road density and net inflow rate indicators.

7. The command and dispatch system for standardized construction of tourist attractions according to claim 1, characterized in that, The process of generating recommendation tags for each path based on different feature indicators specifically involves: The Yen's K Shortest Path Algorithm will be used to find the path with the lowest overall travel cost, and will be labeled as the recommended path; the Yen's K Shortest Path Algorithm will be used to find the path with the shortest estimated travel time, and will be labeled as the fast path; the Yen's K Shortest Path Algorithm will be used to find the path with the shortest total physical road length, and will be labeled as the shortest path; the Yen's K Shortest Path Algorithm will be used to find the path with the lowest road congestion level, and will be labeled as the comfortable path.

8. A command and dispatch system for standardized construction of tourist attractions according to claim 1, characterized in that, The visualization and information dissemination also include: Tiered early warning and multi-terminal information push: Command Center: When an arrow with a length of ≤3 grids or an arrow with a width of ≥2 grids is detected, a congestion warning event is automatically triggered and the warning event is fed back to the dispatch center and management terminal; Management terminal: Sends structured instructions to security and dispatch personnel via a dedicated APP or SMS, and requests confirmation and feedback upon receipt; Public service channels: Real-time congestion status will be converted into traffic management suggestions, and real-time route guidance and service notices will be released to tourists through the scenic area's APP, mini-program, guide screens, and broadcasts.

9. A method for commanding and dispatching standardized construction of tourist attractions, characterized in that, Includes the following steps: S1: Data Acquisition: Used to collect real-time data on tourist numbers, vehicle traffic, staff on-duty status, and weather conditions, and to integrate and clean the collected data; S2: Data Analysis and Evaluation Based on the functional layout of the scenic area, the scenic area is divided into various functional areas, including: entrance area, parking area, sightseeing area, amusement area, catering area, shopping area and exit area. Each functional area is connected to each other by several main roads, and the boundary range is marked in the GIS map. The collected data on visitor numbers, vehicle flow, staff on-duty status, and weather conditions in the functional areas are analyzed and evaluated to obtain visitor density, parking occupancy rate, traffic flow rate, staff availability, service pressure, and weather level for each functional area. A first-level judgment is made based on preset single-indicator safety thresholds. If any indicator exceeds the safety threshold, dispatching is triggered. If the safety threshold is not triggered, a comprehensive risk value is calculated based on the parameters of each functional area, and a second-level judgment is made. The risk level is determined based on the threshold range in which the comprehensive risk value falls. S3: Tourist Multi-Path Recommendation: This function receives route planning requests from tourist terminals. Based on real-time collected road traffic data and pre-stored road network topology data, it calculates a road cost value for each road in the road network. Using this road cost value as the edge weight, it calculates four optimal paths from the starting point to the destination functional area using the Yen's K shortest path algorithm. It performs feature analysis on the generated paths and generates recommendation tags for each path based on different feature indicators. The tagged path recommendation results are then sent to the tourist terminal for display. S4: Command and Dispatch Decision Generation and Execution: By comprehensively analyzing indicators such as tourist flow, traffic flow, and functional area pressure, and based on route recommendation results, dynamic dispatch instructions are automatically generated and executed. S5: Visualization and Information Release: Based on the collected real-time data, output regional risk indicators, and generated road network traffic status, the core situation of tourist distribution and flow is presented on the command screen, and dynamic visualization and hierarchical information release are achieved through the command screen, management terminals, and public service channels. The road toll cost is specifically as follows: The road toll cost is calculated by combining the estimated travel time, road length, and congestion level of each road obtained from the scenic area map.

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