Airport luggage management system

Abstract

The invention relates to the technical field of luggage check-in, in particular to an airport luggage management system, which adopts a multi-factor weighted scoring and hierarchical processing method, calculates a luggage weight through a five-dimensional weight model, and allocates a sequence number; a three-dimensional hierarchical A * algorithm is adopted to plan an optimal path, and cross-layer jump and real-time obstacle avoidance are supported; the luggage is moved to a specified three-dimensional position (layer / row / column) in an internal conveying structure of the trunk transfer trolley, and it is ensured that the high-priority luggage is located on the outer side of the top layer (the position where the luggage is most easily unloaded); and an unloading sequence is finally generated after the luggage boxes are placed, so that the high-priority luggage can be firstly unloaded. The whole system improves the luggage transfer efficiency by 45% and reduces the error rate by 96.7%. And full-process intelligent management of the luggage from disorder to order is realized.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of luggage consignment, in particular to an airport luggage management system. BACKGROUND

[0002] Currently, the general process of luggage consignment by plane includes: printing a luggage tag, consignment, security check, luggage sorting, flight sorting, loading and unloading transportation to the cargo hold of the plane, unloading to the arrival transportation belt, and arrival luggage pickup carousel. At present, during the process of transporting the luggage from the airport luggage sorting area to the plane parking place, or from the cargo hold of the plane to the luggage pickup area, workers need to carry the luggage onto the transfer trolley and then complete the carrying by the transfer trolley, which is time-consuming and laborious. SUMMARY

[0003] In view of the deficiencies of the prior art, the purpose of the present application is to provide an airport luggage management system.

[0004] The technical scheme adopted by the present application to solve its technical problems is:

[0005] An airport luggage management system, comprising a central control platform and a luggage trolley, the central control platform being in communication connection with the luggage trolley;

[0006] The luggage trolley comprises a trolley body, the trolley body being divided into multiple layers of conveying spaces, each layer of conveying space being composed of multiple parallel conveying channels, each conveying channel comprising a unidirectional conveying mechanism located in the middle section, and a turning conveying mechanism butted at both ends of the unidirectional conveying mechanism, the tail end of the trolley body being provided with two entrances, a lifting drum conveying mechanism being arranged at each entrance, wherein the lifting drum conveying mechanism at the A entrance of the two entrances is used for the access and delivery of the luggage, and the lifting drum conveying mechanism at the B entrance is used for the transfer of the luggage between the conveying spaces;

[0007] The central control platform is responsible for the whole process coordination and decision-making, and is specifically used for

[0008] S1, acquiring the tag information of the luggage to be transferred in real time, determining the weight of each luggage by using a multi-factor weighted scoring and hierarchical processing method, and assigning a luggage serial number to each luggage according to the determined weight;

[0009] S2, assigning a position serial number to the placement position of each luggage in the luggage trolley according to the rules that the priority of the number of layers of conveying spaces gradually decreases from high to low, and the priority of the placement position of the luggage in each conveying channel of each conveying space gradually decreases from near to far to the A entrance;

[0010] S3, assign a position to each luggage case according to the principle that the higher the weight of the luggage case, the closer to the A exit, and establish a mapping relationship between the luggage sequence number and the position sequence number;

[0011] S4, adopt a three-dimensional layered A* algorithm to plan an optimal path for each luggage case to run to the assigned position, and coordinate and control the one-way conveying mechanism, the steering conveying mechanism and the lifting drum conveying mechanism at the B exit to convey each luggage case received by the luggage case transfer vehicle to the assigned position;

[0012] S5, unload the luggage case according to the principle of ensuring that high-weight luggage cases are unloaded first to generate an unloading sequence, and sequentially complete the luggage case unloading.

[0013] As a preferred, the further technical scheme of the present application is:

[0014] Preferably, S1 specifically includes:

[0015] Five weight factors of the luggage case are set, and the basic weight distribution of the weight factors is VIP level, travel type, time state, size and special attribute from high to low;

[0016] The scoring levels of each different factor in each weight factor are set, wherein the scoring levels of VIP luggage, first-class cabin luggage, business-class cabin luggage and economy-class cabin luggage in the VIP level are sequentially reduced; the scoring levels of stopover plane luggage and direct flight luggage in the travel type are sequentially reduced; the scoring levels of late arrival luggage and early arrival luggage in the time state are sequentially reduced; the scoring levels of luggage larger than 203 cm, between 159-203 cm and smaller than 158 cm in the size are sequentially reduced; the scoring levels of valuable luggage, fragile luggage, living body luggage and general luggage in the special attribute are sequentially reduced;

[0017] According to the label information of each luggage case, the weight of each luggage case is calculated according to the basic weight and the scoring level.

[0018] Preferably, S2 specifically includes:

[0019] Each conveying channel is regarded as a row, each channel is divided into multiple columns of placement positions for placing luggage cases, and a three-dimensional space position unloading priority model is established:

[0020] Position priority=(layer priority coefficient x 10000)+(column priority coefficient x 100)+row priority coefficient;

[0021] Wherein, the layer priority coefficient is sequentially reduced from high to low, the column priority coefficient is gradually reduced away from the A exit position, and the row priority coefficient is gradually reduced away from the A exit position;

[0022] Determine the position priority of each placement position, and assign a position serial number to the placement position according to the position priority.

[0023] Preferably, S3 specifically includes:

[0024] Dynamic adjustment during the allocation of positions, including assigning living luggage to the intermediate level of the conveying space; preferentially assigning fragile luggage to a row of conveying channels near the A entrance; and raising the layer of valuable items based on the originally determined placement layer.

[0025] Preferably, S4 specifically includes:

[0026] 1) Three-dimensional space layering processing

[0027] Spatial structure: a grid system is established for each layer of conveying space according to the division method of layer number x row number x column number;

[0028] Key nodes: the A entrance position as the loading and unloading port, and the B entrance position as the interlayer movement special point;

[0029] 2) Layered constraint processing mechanism

[0030] Intra-layer movement: supports horizontal four-direction movement in front, back, left and right; the movement cost of one placement position is uniformly 1 unit; the minimum row number is the conveying channel near the A entrance;

[0031] Interlayer movement: luggage box interlayer movement is limited to the B entrance position; cross-layer transfer is supported; the movement cost is uniformly 5 times the layer difference;

[0032] Movement cost model setting: the cost of horizontal movement of one placement position is 1 unit; the cost of vertical movement of one layer is 5 units; the comprehensive cost is the number of horizontal movement positions + 5 times the vertical layer difference;

[0033] 3) Design of optimization heuristic function

[0034] Design a heuristic function for calculating the movement cost:

[0035] H(n) = |r1-r2| + |c1-c2| + 5x|1-1-2|

[0036] Where l1, l2 are layer coordinates; r1, r2 are row coordinates; and c1, c2 are column coordinates. The heuristic function accurately quantifies the distance between placement positions, reduces interlayer movement, optimizes horizontal paths, and balances calculation efficiency and path quality.

[0037] 4) Obstacle avoidance mechanism

[0038] Adopt three-level obstacle avoidance strategy: detect adjacent positions in the same layer, select the path with the lowest moving cost; when the same layer cannot be bypassed, temporarily jump to the adjacent layer through the B entrance, return to the original layer after obstacle avoidance; when both strategies fail, globally re-plan the path to ensure successful obstacle avoidance;

[0039] 5) Multi-task coordination optimization, realize multi-bag parallel processing:

[0040] Priority sorting: process in descending order of bag weight;

[0041] Path conflict resolution: mark the planned path as a temporary obstacle, and avoid the occupied path in the later planning task to dynamically adjust the path to avoid intersection;

[0042] Resource balancing: monitor the load of each layer, automatically balance the distribution of luggage, and prevent single-layer overload.

[0043] Preferably, the lifting roller conveying mechanism comprises lifting adjustment lead screws vertically arranged on the vehicle body, lead screw stepping motors for driving the lifting adjustment lead screws to rotate, an upper moving block and a lower moving block threadedly connected to each lifting adjustment lead screw, a roller transmission unit rotatably arranged between the two opposite lower moving blocks, a pull rod arranged between the frame of the roller transmission unit and the upper moving block, and the pull rod being hinged to the frame of the roller transmission unit; an angle adjustment lead screw is arranged on the upper moving block, a lead screw stepping motor for driving the angle adjustment lead screw to rotate is arranged on the upper moving block, an angle adjustment block is threadedly arranged on the angle adjustment lead screw, and the pull rod is hinged to the angle adjustment block.

[0044] Preferably, the unidirectional conveying mechanism is composed of longitudinal electric rollers, and the steering conveying mechanism is composed of longitudinal electric rollers and transverse electric rollers, and each row of longitudinal electric rollers and each row of transverse electric rollers are staggered.

[0045] Preferably, double T-shaped railings are arranged between adjacent unidirectional conveying mechanisms in the same layer, and telescopic rods are arranged at both ends of the double T-shaped railings, and the extension length of the telescopic rods is adapted to the length of the steering conveying mechanism.

[0046] The application adopting the above technical scheme has the following outstanding features compared with the prior art:

[0047] This invention relates to an airport baggage management system. It employs a multi-factor weighted scoring and hierarchical processing method, calculating baggage weights and assigning sequence numbers using a five-dimensional weight model. A three-dimensional hierarchical A* algorithm is used to plan the optimal path, supporting cross-level jumps and real-time obstacle avoidance. Baggage is moved to designated three-dimensional positions (layers / rows / columns) within the baggage transfer vehicle's internal transport structure, ensuring high-priority baggage is located on the top outer layer (easiest unloading position). Furthermore, after baggage is placed, an unloading sequence is generated, guaranteeing that high-priority baggage is unloaded first. The entire system improves baggage transfer efficiency by 45% and reduces the error rate by 96.7%. It achieves intelligent management of baggage throughout the entire process, from disorder to order. Attached Figure Description

[0048] Figure 1 This is a schematic cross-sectional view of the luggage transfer vehicle in an embodiment of the present invention;

[0049] Figure 2 This is a schematic diagram of the lifting roller conveying mechanism in an embodiment of the present invention;

[0050] Figure 3 This is a top view of the conveying channel portion in an embodiment of the present invention;

[0051] Figure 4 This is a schematic diagram of the steering and conveying mechanism in an embodiment of the present invention;

[0052] Figure 5 This is a schematic diagram of the unidirectional conveying mechanism in an embodiment of the present invention;

[0053] Figure 6 This is a schematic diagram of the double T-shaped railing mechanism in an embodiment of the present invention;

[0054] Figure 7 This is a schematic diagram of the allocated position numbers in the second-layer conveying space in this embodiment of the invention;

[0055] Figure 8 This is an example diagram of a partial process transport flow in an embodiment of the present invention.

[0056] Explanation of reference numerals in the attached drawings: 1. Vehicle body; 2. Conveying space; 3. Conveying channel; 4. One-way conveying mechanism; 5. Steering conveying mechanism; 6. Lifting roller conveying mechanism; 7. Double T-shaped railing; 8. Lifting adjusting screw; 9. Upper moving block; 10. Lower moving block; 11. Roller transmission unit; 12. Tie rod; 13. Longitudinal electric roller; 14. Transverse electric roller; 15. Telescopic rod. Detailed Implementation

[0057] The present invention will be further illustrated below with reference to specific embodiments. The purpose of this illustration is solely to provide a better understanding of the invention. Therefore, the examples given do not limit the scope of protection of the present invention.

[0058] This embodiment provides an airport baggage management system, including a central control platform and a baggage transfer vehicle, with the central control platform and the baggage transfer vehicle communicating with each other;

[0059] See Figure 1 The luggage transfer vehicle includes a vehicle body 1, which is divided into multiple transport spaces 2. Each transport space 2 is used for transporting and carrying luggage. Specifically, it consists of multiple parallel transport channels 3. Each transport channel 3 includes a one-way transport mechanism 4 located in the middle section and a turning transport mechanism 5 that connects to both ends of the one-way transport mechanism 4. There are two entrances and exits at the rear of the vehicle body. Each entrance and exit is equipped with a lifting roller transport mechanism 6. The lifting roller transport mechanism 6 at entrance A is used for the entry and exit of luggage, and the lifting roller transport mechanism 6 at entrance B is used for the transfer of luggage between the transport spaces 2.

[0060] The central control platform is responsible for the coordination and decision-making of the entire process, specifically used for...

[0061] S1. Obtain the tag information of the suitcases to be transferred in real time, use multi-factor weighted scoring and hierarchical processing methods to determine the weight of each suitcase, and assign a suitcase number to each suitcase according to the determined weight.

[0062] S2. Assign a position number to each suitcase in the luggage transfer vehicle according to the rule that the priority of each layer of the conveying space decreases from high to low, and the priority of the luggage placement position on each conveying channel in each layer of the conveying space decreases from near to far from entrance A.

[0063] S3. Assign a location to each suitcase according to the principle that the higher the weight of the suitcase, the closer it is to entrance / exit A, and establish a mapping relationship between the suitcase number and the location number;

[0064] S4. The optimal path for each suitcase to run to the assigned position is planned using a three-dimensional hierarchical A* algorithm. The suitcases received by the suitcase transfer vehicle are transported to the assigned position through the coordinated control of the unidirectional conveyor mechanism 4, the turning conveyor mechanism 5 and the lifting roller conveyor mechanism 6 at entrance B.

[0065] S5. During the unloading of suitcases, an unloading sequence is generated based on the principle of prioritizing the unloading of high-weight suitcases, and the unloading of suitcases is completed in sequence.

[0066] In implementation, S1 specifically includes:

[0067] Five weighting factors are set for the suitcase, and the basic weighting of the factors is distributed from high to low as follows: VIP level, trip type, time status, size, and special attributes.

[0068] Each weighted factor has a rating level for different factors. Within the VIP category, the rating levels for VIP baggage, first-class baggage, business-class baggage, and economy-class baggage decrease in that order. Within the itinerary type, the rating levels for baggage arriving at a stopover and baggage arriving on a direct flight decrease in that order. Within the time status, the rating levels for late-arriving baggage (baggage with later boarding time) and early-arriving baggage decrease in that order. Within the size category, the rating levels for baggage larger than 203cm, between 159-203cm, and smaller than 158cm decrease in that order. Within the special attributes category, the rating levels for valuable baggage, fragile baggage, live animal baggage, and general baggage decrease in that order.

[0069] The weight of each suitcase is calculated based on its tag information, basic weight, and rating level.

[0070] The weighting of luggage is calculated based on a comprehensive priority score derived from five key weighting factors, providing a basis for subsequent space allocation and route planning. Specifically, a factor-weighted scoring model is used, assigning basic weights to the five weighting factors and calculating a comprehensive score for each luggage item based on its specific factor level. Luggage is then sorted from highest to lowest score (number 1 being the highest weight and 120 the lowest). Factor weight allocation (total weight 1):

[0071] 1) VIP level: Base weight 0.35 (VIP baggage class > First class baggage class > Business class baggage class > Economy class baggage class).

[0072] 2) Trip type: Basic weight 0.25 (baggage class for flights with layovers > baggage class for direct flights).

[0073] 3) Time status: base weight 0.15 (late baggage class > normal baggage class).

[0074] 4) Size: Basic weight 0.15 (size greater than 203cm > size between 159-203cm > size less than 158cm).

[0075] 5) Special attributes: Base weight 0.10 (valuable, fragile, live baggage > general baggage).

[0076] Specifically, the rating within each weighting factor (normalized to 0-1).

[0077] ①VIP levels: VIP = 1.0, First Class = 0.8, Business Class = 0.6, Economy Class = 0.4.

[0078] ② Stopover: Stopover = 1.0, Direct Flight = 0.6.

[0079] ③Late arrival: Late arrival = 1.0, Normal arrival = 0.6.

[0080] ④ Dimensions: Greater than 203cm = 1.0, 159-203cm = 0.8, less than 158cm = 0.6.

[0081] ⑤ Special Attributes: Valuable = 1.0, Fragile = 0.9, Living = 1.0 (Living is the same level as Valuable), Common = 0.7

[0082] Overall weight = (0.35*①) + (0.25*②) + (0.15*③) + (0.15*④) + (0.10*⑤).

[0083] Then, the luggage is sorted from high to low according to its overall weight. Luggage with the same score is sorted according to the order of arrival at Gate A (first come, first served). The higher the overall score, the higher the luggage class and the smaller the serial number. Table 1 shows some examples of sorting results.

[0084] Table 1 shows the partial sorting results.

[0085] Serial number VIP level Journey type Time status Size Special attribute Weight score 1 VIP Stopover Late > 203 cm Valuable 100 2 VIP Stopover Late 159-203 cm Valuable 98 ... ... ... ... ... ... ... 119 Economy class Direct flight Normal <158cm General 42 120 Economy class Direct flight Normal <158cm General 40

[0086] In practice, S2 specifically includes:

[0087] Each conveyor channel is treated as a row, and each channel is divided into multiple columns for placing suitcases. A three-dimensional spatial unloading priority model is established:

[0088] Position priority = (layer priority coefficient × 10000) + (column priority coefficient × 100) + row priority coefficient;

[0089] Among them, the layer priority coefficient decreases from high to low, the column priority coefficient decreases gradually as it moves away from entrance / exit A, and the row priority coefficient decreases gradually as it moves away from entrance / exit A.

[0090] Determine the position priority of each placement location, and assign a position number to the placement location based on the position priority.

[0091] For example, consider a baggage transfer vehicle with three layers of transport space, each layer having four transport channels, and each transport channel divided into 10 placement positions:

[0092] Layer priority coefficient: 2nd layer (highest) → 1st layer → 0th layer (lowest), with values ​​of 2 → 1 → 0.

[0093] Column priority coefficient: Column number 9 (outermost) → 0 (innermost), value 9 → 0.

[0094] Row priority coefficient: row number 0 (easiest to uninstall) → 3 (hardest to uninstall), the position sequence is generated from 0 to 3.

[0095] Generate a position priority sequence according to the following rules, such as Figure 7The diagram shows the numbering distribution of luggage storage locations on the second level:

[0096] First priority: layer (2 layers > 1 layer > 0 layers).

[0097] Second priority: column (within the same level, column number decreases from 9 to 0, with 9 being the outermost column).

[0098] Third priority: row (within the same column, row number increases from 0 to 3, with 0 being the row closest to entrance / exit A).

[0099] In practice, S3 specifically includes:

[0100] The allocation process is dynamically adjusted, including fixed allocation of live luggage to the middle level of the transport space; priority allocation of fragile luggage to a transport channel near entrance A; and raising the original placement level of valuables by one level.

[0101] Baggage weights are calculated based on the received baggage data packets (containing 5 attribute categories) from the airport system. Based on the calculated baggage weights, sequence numbers from 1 to 120 are assigned, a location priority sequence is generated to establish a linear mapping between sequence numbers and locations, and adaptive adjustments are made for special baggage locations. Finally, the 3D coordinates (L, R, C) of each baggage are output. To avoid reduced unloading efficiency due to excessive baggage on a certain layer, the system can also monitor the number of baggage items on each layer in real time: the maximum capacity of a single layer is 40 items. If the number of baggage items on a layer exceeds 40 (i.e., overloaded), a load balancing mechanism is triggered. The system selects the baggage with the lowest priority (i.e., the highest sequence number) from the overloaded layer and moves it to the same row and column position in an adjacent layer (e.g., if the top layer is overloaded, it is moved to a middle layer). If the target position is already occupied, an adjacent position is found. After migration, the load is rechecked until the number of baggage items on each layer is balanced (none exceeding 40 items).

[0102] The mapping relationship is shown in the following example:

[0103] Sequence number 1 (highest weight suitcase) → Position sequence [0] (2,0,9).

[0104] Sequence number 2 → Position sequence [1] (2,0,8).

[0105] Sequence number 120 (lowest weight suitcase) → Position sequence

[119] (0,3,0).

[0106] In implementation, the path planning method is based on the hierarchical constraint A* algorithm for 3D path planning, suitable for optimal path planning of suitcases in a grid-structured 3D space. The A* algorithm is a heuristic search algorithm used to find the optimal path between two points in a graph or grid. It combines the advantages of best-first search and Dijkstra's algorithm, guiding the search direction through an evaluation function, significantly improving path planning efficiency. This algorithm always finds a solution as long as it exists, guaranteeing the optimal solution when the heuristic function h satisfies acceptability, making it more efficient than breadth-first search.

[0107] The existing A* algorithm fails to consider the unique grid structure constraints and inter-level movement characteristics of baggage transfer vehicles in 3D extensions, resulting in low path planning efficiency and an average planning time exceeding 500ms, which cannot meet real-time requirements. Therefore, in the application of airport baggage transfer vehicle path planning in this invention, S4 specifically includes:

[0108] 1) Three-dimensional spatial layering

[0109] Spatial structure: The placement positions in each layer of the transport space are established into a grid system according to the division method of layer number × row number × column number; the three-dimensional space is divided into an independent 3-layer (0-bottom layer, 1-middle layer, 2-top layer) × 4 rows (0-3) × 10 columns (0-9) grid system.

[0110] Key nodes: Entrance / exit A serves as the loading / unloading port; Entrance / exit B serves as the dedicated inter-floor movement point; each floor (floor, 0, 9) serves as the loading / unloading port; each floor (floor, 3, 9) serves as the dedicated inter-floor movement point.

[0111] 2) Hierarchical constraint processing mechanism

[0112] Intra-layer movement: Supports movement in four directions (front, back, left, right, and horizontal); the cost of moving a placement position is uniformly 1 unit; the minimum row number is the conveyor channel closest to entrance / exit A;

[0113] Inter-floor movement: Luggage can only be moved between floors at Entrance / Exit B; cross-floor transfers are supported; the movement cost is a flat rate of 5 times the floor difference.

[0114] The moving cost model is set as follows: moving one horizontal position costs 1 unit; moving one vertical layer costs 5 units; the total cost is the number of horizontal moving positions + 5 times the vertical layer difference.

[0115] 3) Design of optimized heuristic functions

[0116] Design a heuristic function for calculating movement costs:

[0117] H(n)=|r1-r2|+|c1-c2|+5×|l1-l2|

[0118] Where l1 and l2 are layer coordinates; r1 and r2 are row coordinates; c1 and c2 are column coordinates. The heuristic function accurately quantifies the distance between placement positions, reduces inter-layer movement (5 times weight), optimizes the horizontal path, and balances computational efficiency and path quality.

[0119] 4) Obstacle avoidance mechanism

[0120] A three-level obstacle avoidance strategy is adopted: detect adjacent positions on the same floor and select the detour path with the lowest movement cost; when detours on the same floor are not possible, temporarily jump to the adjacent floor through entrance / exit B, complete obstacle avoidance, and return to the original floor; when both strategies fail, the path is replanned globally to ensure successful obstacle avoidance.

[0121] 5) Multi-task coordination optimization enables parallel processing of multiple suitcases:

[0122] Priority sorting: Process luggage in descending order of weight;

[0123] Path conflict resolution: Mark the planned path as a temporary obstacle, and subsequently planned tasks will avoid the occupied path. Dynamically adjust the path to avoid intersection.

[0124] Resource balancing: Monitors the load on each layer and automatically balances the distribution of luggage compartments to prevent overloading of a single layer.

[0125] During implementation, see Figures 2-6 The baggage transfer vehicle mainly consists of two parts: an external baggage access system (lifting roller conveyor mechanism 6) and an internal carrying and conveying system (multi-level conveying space 2). The external baggage access system has two entrances and exits on both sides of the rear of the vehicle, each equipped with a lifting roller conveyor mechanism 6. The lifting roller moves up and down by means of a screw drive and can be adjusted in angle. In actual handling, one of the lifting roller conveyor mechanisms 6 plays the role of transferring baggage compartments between different levels, while the other lifting roller conveyor mechanism 6 only plays the role of input or output within the same level. This can effectively improve work efficiency.

[0126] The internal conveyor system features a three-layer structure to accommodate different luggage sizes. The height of each layer varies, and each layer consists of three to four conveyor channels 3, each with a different width. These channels are divided into three sections, each housing different types of conveyor rollers: unidirectional rollers placed in the middle of the channel 3, and directional rollers placed at both ends of the channel. This creates a loop within the channels, allowing luggage to move freely. To prevent luggage from colliding and breaking during vehicle movement, a double T-shaped railing 7 is designed. This structure slides along rails to the vehicle body 1, adjusting the spacing between the railings according to the size of the luggage to prevent serious collisions and reduce damage.

[0127] In actual working environments, baggage transfer vehicles are mainly used for transporting luggage at airports. The operation area is entirely within the airside of the airport, and their main responsibility is to transport luggage from the airport baggage sorting area to the aircraft parking area, or from the aircraft cargo hold to the baggage claim area. When operating in the sorting area, the vehicle needs to be able to adapt to the limited space, turn and park precisely, and seamlessly connect with the sorting area's conveyor system to complete the baggage loading within a limited time and without delaying the aircraft's normal takeoff.

[0128] The environment is highly variable; the vehicles are completely exposed to the elements along the distance from the sorting area to the aircraft, potentially facing extreme environments. Airport baggage handling vehicles will encounter significant temperature differences depending on the season and region. In summer, temperatures in some areas can exceed 40°C, placing stringent requirements on the battery cooling and waterproofing of new energy vehicles. Similarly, in some low-temperature areas, vehicles must be able to operate at -20°C. Furthermore, the vehicles must be able to operate normally without breakdowns, regardless of heavy rain or snow.

[0129] The operational pressure is high; airport baggage transfer vehicles need to meet the demands of high frequency and high load, and must be able to operate around the clock. On the tarmac, vehicles frequently interact with aircraft and personnel, making safe distances and operational procedures crucial. Additionally, the road surface may be oily or uneven. During operations, strict adherence to aviation safety standards is required, with speed limits of 20-30 km / h, aviation warning lights, and collision avoidance systems. Furthermore, coordination with aircraft, lifting platform vehicles, and other equipment is essential to ensure that the entire process is completed within the critical 30 minutes before flight arrival.

[0130] This invention relates to a luggage transport vehicle designed for pure electric drive, which offers advantages over gasoline-powered vehicles, including lower noise, zero pollution, and greater traction. This paper uses currently available electric luggage towing vehicles as a reference for the overall vehicle power design. The parameters of the overall vehicle power system are shown in Tables 2 and 3.

[0131] Table 2 Vehicle Powertrain System Parameters

[0132]

[0133] Table 3 Vehicle Performance Indicators

[0134]

[0135]

[0136] Specifically, the lifting roller conveying mechanism 6 includes a lifting adjustment screw 8 vertically arranged opposite each other on the vehicle body 1, a screw stepper motor for driving the lifting adjustment screw 8 to rotate, an upper moving block 9 and a lower moving block 10 threadedly connected to each lifting adjustment screw 8, a roller transmission unit 11 rotatably arranged between the two opposite lower moving blocks 10, a pull rod 12 arranged between the two side frames of the roller transmission unit 11 and the upper moving block 9, and the pull rod 12 is hinged to the frame of the roller transmission unit 11; an angle adjustment screw and a screw stepper motor for driving the angle adjustment screw to rotate are arranged on the upper moving block 9, an angle adjustment block is threaded on the angle adjustment screw, and the pull rod 12 is hinged to the angle adjustment block.

[0137] During implementation, as the lifting adjustment screw 8 rotates, it drives the upper moving block 9 and the lower moving block 10 to move up or down synchronously, thereby driving the roller transmission unit 11 to rise or fall. As the angle adjustment screw rotates, it drives the angle adjustment block to rise or fall, thereby causing the upper end of the pull rod 12 to move up or down, thus adjusting the angle of the roller transmission unit 11. The roller transmission unit 11 is implemented using electric rollers and can be composed of a flat plate with electric rollers. The front of the flat plate is at a certain angle to facilitate the entry and exit of luggage. The middle of the flat plate is covered with electric rollers to control the entry and exit of luggage. There are a total of two sets of roller transmission units 11, corresponding to the screw lifting structure. Therefore, one set is only responsible for the output and input of luggage, without needing to consider the specific number of layers of luggage that need to enter or exit the vehicle body or the location of the luggage. The layer conversion of luggage and the order of luggage loading are handled by the other set. This can effectively improve the loading and unloading efficiency of luggage and reduce the wear and tear of parts during angle adjustment.

[0138] The internal conveyor system is primarily responsible for carrying baggage and placing it at designated locations. When baggage enters the internal conveyor system from the external baggage handling system, it can be arranged according to… Figure 8 The flowchart illustrates the transport process. (This flowchart only describes a portion of the route; other undescribed routes are similar to those shown in the diagram and are therefore not described in detail. In the multi-size turning conveyor system 2-1-1 shown in the diagram, 2 represents the second layer, 1 represents the first conveyor channel, and the second 1 represents the first group of turning conveyors within the first conveyor channel. In the multi-size unidirectional conveyor system 2-1, 2 represents the second layer, and 1 represents the first conveyor channel. Since there is only one group of unidirectional conveyors in each conveyor channel, they are not numbered. The baggage transport route can be referenced.) Figure 8 .

[0139] The unidirectional conveying mechanism 5 is composed of longitudinal electric rollers, while the steering conveying mechanism 5 consists of longitudinal electric rollers 13 and transverse electric rollers 14, with each row of longitudinal electric rollers 13 and each row of transverse electric rollers 14 arranged alternately. The electric rollers can be implemented based on existing hub motor principles. Like the steering conveying mechanism 5, the unidirectional conveying mechanism 4 is bolted to the overall vehicle frame. Both structures are easily disassembled and replaced. This modular design primarily facilitates maintenance and replacement. The width of each conveying channel 3 in the unidirectional conveying mechanism 4 is the same as that in the steering conveying mechanism 5.

[0140] Double T-shaped railings 7 are installed between adjacent unidirectional conveyor mechanisms 4 on the same floor. Telescopic rods 15 are installed at both ends of the double T-shaped railings 7, and the extension length of the telescopic rods 15 is adapted to the length of the turning conveyor mechanism 5. During conveying, the telescopic rods 15 are in a retracted state. After the luggage is conveyed, the telescopic rods 15 at both ends extend outwards to secure the luggage on the turning conveyor mechanism 5. The luggage in the middle is secured by the double T-shaped railings 7 to prevent collisions between suitcases.

[0141] The airport baggage cart intelligent management system of this invention adopts algorithm innovation and electromechanical collaboration, which reduces baggage handling time from the traditional 90 seconds to 35 seconds, increases loading and unloading efficiency by 45%, reduces the error rate to 0.003%, and saves more than 70% of labor costs per year. It realizes the intelligentization of the entire process of air logistics from "disorderly entry into the vehicle" to "orderly unloading", and provides core infrastructure support for smart airports.

[0142] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of the invention. All equivalent changes made based on the description and drawings of the present invention are included within the scope of the present invention.

Claims

1. An airport baggage management system, characterized in that, It includes a central control platform and a luggage transfer vehicle, with communication connections between the central control platform and the luggage transfer vehicle; The luggage transfer vehicle includes a vehicle body, which is divided into multiple transport spaces. Each transport space consists of multiple parallel transport channels. Each transport channel includes a unidirectional transport mechanism located in the middle section and a steering transport mechanism that connects to both ends of the unidirectional transport mechanism. There are two entrances and exits at the rear of the vehicle body. Each entrance and exit is equipped with a lifting roller transport mechanism. The lifting roller transport mechanism at entrance A is used for the loading and unloading of luggage, while the lifting roller transport mechanism at entrance B is used for the transfer of luggage between different transport spaces. The central control platform is responsible for the coordination and decision-making of the entire process, specifically used for... S1. Obtain the tag information of the suitcases to be transferred in real time, use multi-factor weighted scoring and hierarchical processing methods to determine the weight of each suitcase, and assign a suitcase number to each suitcase according to the determined weight. S2. Assign a position number to each suitcase in the luggage transfer vehicle according to the rule that the priority of each layer of the conveying space decreases from high to low, and the priority of the luggage placement position on each conveying channel in each layer of the conveying space decreases from near to far from entrance A. S3. Assign a location to each suitcase according to the principle that the higher the weight of the suitcase, the closer it is to entrance / exit A, and establish a mapping relationship between the suitcase number and the location number; S4. The optimal path for each suitcase to run to the assigned position is planned using a three-dimensional hierarchical A* algorithm. The suitcases received by the suitcase transfer vehicle are transported to the assigned position through the coordinated control of the unidirectional conveyor mechanism, the turning conveyor mechanism and the lifting roller conveyor mechanism at entrance B. S5. During the unloading of suitcases, an unloading sequence is generated based on the principle of prioritizing the unloading of high-weight suitcases, and the unloading of suitcases is completed in sequence.

2. The airport baggage management system according to claim 1, characterized in that, S1 specifically includes: Five weighting factors are set for the suitcase, and the basic weighting of the factors is distributed from high to low as follows: VIP level, trip type, time status, size, and special attributes. Each weighted factor has a rating level for different factors. For example, in the VIP category, the rating level of VIP baggage, first-class baggage, business-class baggage, and economy-class baggage decreases in that order. In the itinerary type category, the rating level of baggage arriving at a stopover airport and baggage arriving on a direct flight decreases in that order. In the time status category, the rating level of baggage arriving late and baggage arriving early decreases in that order. In the size category, the rating level of baggage larger than 203cm, between 159-203cm, and smaller than 158cm decreases in that order. In the special attributes category, the rating level of baggage is lower for valuable baggage, fragile baggage, live baggage, and general baggage. The weight of each suitcase is calculated based on its tag information, basic weight, and rating level.

3. The airport baggage management system according to claim 1, characterized in that, S2 specifically includes: Each conveyor channel is treated as a row, and each channel is divided into multiple columns for placing suitcases. A three-dimensional spatial unloading priority model is established: Position priority = (layer priority coefficient × 10000) + (column priority coefficient × 100) + row priority coefficient; Among them, the layer priority coefficient decreases from high to low, the column priority coefficient decreases gradually as it moves away from entrance A, and the row priority coefficient decreases gradually as it moves away from entrance A. Determine the position priority of each placement location, and assign a position number to the placement location based on the position priority.

4. The airport baggage management system according to claim 3, characterized in that, S3 specifically includes: The allocation process is dynamically adjusted, including fixed allocation of live luggage to the middle level of the conveyor space; priority allocation of fragile luggage to a conveyor channel near entrance A; and raising the original placement level of valuables by one level.

5. The airport baggage management system according to claim 3, characterized in that, S4 specifically includes: 1) Three-dimensional spatial layering Spatial structure: A grid system is established by dividing the placement positions in each layer of the transport space according to the method of layer number × row number × column number; Key nodes: Entrance / exit A serves as the loading / unloading point, and entrance / exit B serves as the dedicated point for inter-floor movement; 2) Hierarchical constraint processing mechanism Intra-layer movement: Supports movement in four directions (front, back, left, right, and horizontal); the cost of moving a placement position is uniformly 1 unit; the minimum row number is the conveyor channel closest to entrance / exit A; Inter-floor movement: Luggage can only be moved between floors at Entrance / Exit B; cross-floor transfers are supported; the movement cost is a flat rate of 5 times the floor difference. The moving cost model is set as follows: moving one horizontal position costs 1 unit; moving one vertical layer costs 5 units; the total cost is the number of horizontal moving positions + 5 times the vertical layer difference. 3) Design of optimized heuristic functions Design a heuristic function for calculating movement costs: H(n)=|r1-r2|+|c1-c2|+5×|l1-l2| Where l1 and l2 are layer coordinates; r1 and r2 are row coordinates; c1 and c2 are column coordinates. The heuristic function accurately quantifies the distance between placement positions, reduces inter-layer movement, optimizes the horizontal path, and balances computational efficiency and path quality. 4) Obstacle avoidance mechanism A three-level obstacle avoidance strategy is adopted: detect adjacent positions on the same floor and select the detour path with the lowest movement cost; when detours on the same floor are not possible, temporarily jump to the adjacent floor through entrance / exit B, complete obstacle avoidance, and return to the original floor; when both strategies fail, the path is replanned globally to ensure successful obstacle avoidance. 5) Multi-task coordination optimization enables parallel processing of multiple suitcases: Priority sorting: Process luggage in descending order of weight; Path conflict resolution: Mark the planned path as a temporary obstacle, and subsequently planned tasks will avoid the occupied path. Dynamically adjust the path to avoid intersection. Resource balancing: Monitors the load on each layer and automatically balances the distribution of luggage compartments to prevent overloading of a single layer.

6. The airport baggage management system according to claim 1, characterized in that, The lifting roller conveyor mechanism includes a lifting adjustment screw vertically mounted on the vehicle body, a screw stepper motor for driving the lifting adjustment screw to rotate, an upper moving block and a lower moving block threadedly connected to each lifting adjustment screw, a roller transmission unit rotatably mounted between the two lower moving blocks, a pull rod mounted between the two side frames of the roller transmission unit and the upper moving block, and the pull rod hinged to the frame of the roller transmission unit; an angle adjustment screw and a screw stepper motor for driving the angle adjustment screw to rotate are mounted on the upper moving block, an angle adjustment block is threadedly mounted on the angle adjustment screw, and the pull rod is hinged to the angle adjustment block.

7. The airport baggage management system according to claim 1, characterized in that, The unidirectional conveying mechanism is composed of longitudinal electric rollers, while the turning conveying mechanism is composed of longitudinal electric rollers and transverse electric rollers, with each row of longitudinal electric rollers and each row of transverse electric rollers being staggered.

8. The airport baggage management system according to claim 1, characterized in that, Double T-shaped railings are installed between adjacent unidirectional conveying mechanisms on the same floor. Telescopic rods are installed at both ends of the double T-shaped railings, and the extension length of the telescopic rods is adapted to the length of the turning conveying mechanism.

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