Ferry vehicle scheduling method and server

Abstract

The invention relates to the technical field of airport operation, in particular to a ferry vehicle scheduling method and a server. Through multi-system interaction with the flight management system, the airport management system and the ferry vehicle management system, the flight data, the airport operation information and the vehicle information of the ferry vehicle are acquired, and the ferry vehicle is scheduled by fusing multi-dimensional information, so that the scheduling of the ferry vehicle meets the transport capacity requirement of the target flight, and the scheduling efficiency is improved. And dynamic scheduling can be carried out based on the real-time passenger flow and the operation state of the airport, so that the scheduling flexibility of the ferry vehicle is improved.

Description

Technical Field

[0001] This disclosure relates to the field of airport operation technology, and in particular to a shuttle bus scheduling method and server. Background Technology

[0002] With the rapid development of autonomous driving technology, driverless buses have entered the demonstration operation stage in closed or semi-closed areas such as airports, industrial parks, ports and convention centers, and are gradually undertaking various transportation tasks such as shuttle, connection and patrol.

[0003] In airport scenarios, passenger shuttles mainly rely on manually driven shuttle buses. While driverless shuttle buses have improved the level of automation in passenger shuttle services to some extent, their fixed schedules make it difficult to adapt to the fluctuations in passenger flow during peak and off-peak periods at airports, resulting in a lack of flexibility in the scheduling of existing driverless shuttle buses. Summary of the Invention

[0004] To address the aforementioned technical issues, this disclosure provides a shuttle bus scheduling method and server to improve the flexibility of shuttle bus scheduling.

[0005] In a first aspect, embodiments of this disclosure provide a shuttle bus scheduling method, including: Obtain flight data for the target flight from the flight management system; Obtain airport operation information from the airport management system; The demand information for shuttle buses is determined based on flight data and airport operation information. The demand information includes at least one target vehicle type and the target quantity for each target vehicle type. Obtain vehicle information for shuttle buses from the shuttle bus management system; Based on demand information and vehicle information, at least one target shuttle bus should be identified; Based on airport operation information, at least one target shuttle bus is controlled to perform the shuttle task for the target flight.

[0006] Secondly, embodiments of this disclosure provide a server, including: Memory; Processor; and Computer programs; The computer program is stored in the memory and configured to be executed by the processor to implement the method as described in the first aspect.

[0007] The shuttle bus scheduling method and server provided in this disclosure interact with multiple systems, including the flight management system, the airport management system, and the shuttle bus management system, to obtain flight data, airport operation information, and shuttle bus vehicle information. By integrating multi-dimensional information, the shuttle bus scheduling is made to meet the capacity requirements of the target flight and can be dynamically scheduled based on the airport's real-time passenger flow and operational status, thereby improving the flexibility of shuttle bus scheduling. Attached Figure Description

[0008] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0009] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0010] Figure 1 This is a flowchart of a shuttle bus scheduling method provided in an embodiment of the present disclosure; Figure 2 A schematic diagram illustrating an application scenario provided by an embodiment of this disclosure; Figure 3 This is a timing diagram of a shuttle bus scheduling method provided in another embodiment of the present disclosure; Figure 4 This is a schematic diagram of the structure of the shuttle bus dispatching device provided in the embodiments of this disclosure; Figure 5 This is a schematic diagram of the server structure provided in an embodiment of this disclosure. Detailed Implementation

[0011] To better understand the above-mentioned objectives, features, and advantages of this disclosure, the solutions disclosed herein will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0012] Numerous specific details are set forth in the following description in order to provide a full understanding of this disclosure, but this disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some, and not all, of the embodiments of this disclosure.

[0013] This disclosure provides a shuttle bus scheduling method, which will be described below with reference to specific embodiments.

[0014] Figure 1This is a flowchart illustrating a shuttle bus scheduling method provided in an embodiment of this disclosure. This method can be applied to... Figure 2 The application scenario shown includes a cloud server running a scheduling system, a flight management system, an airport management system, a shuttle bus management system, a security officer scheduling system, as well as user terminals, shuttle bus terminals, and security officer terminals.

[0015] It is understood that the shuttle bus scheduling method provided in this disclosure can also be applied to other scenarios.

[0016] The following is combined Figure 2 The application scenarios shown are for Figure 1 The shuttle bus scheduling method shown is described below, and the specific steps of this method are as follows: S101. Obtain flight data of the target flight from the flight management system.

[0017] The Flight Information Management System (FIMS) is an information system that stores and updates flight data throughout its entire lifecycle, including real-time dynamic data.

[0018] The target flight refers to the flight that requires shuttle service. Flight data for the target flight includes the number of passengers, real-time takeoff and landing times, boarding and alighting locations, etc., which are used for shuttle bus scheduling decisions.

[0019] Optionally, the flight management system opens a data interface to a server running a scheduling system through the airport's internal communication network. The scheduling system initiates a data request to the flight management system based on the target flight's identifier. After verifying the validity of the request, the flight management system returns the target flight's flight data. The scheduling system then verifies the validity of the flight data and determines whether to acquire the target flight's flight data.

[0020] Optionally, the user terminal can be a passenger terminal or an airport staff terminal. Passengers or airport staff initiate shuttle service requests for the target flight through the user terminal.

[0021] S102. Obtain airport operation information from the airport management system.

[0022] Airport management systems are used to maintain airport operational information required for airport operations, such as information on activities around the airport, information on restricted areas around the airport, weather information, concurrent flight information, and so on.

[0023] S103. Determine the demand for shuttle buses based on flight data and airport operation information.

[0024] The demand information includes at least one target vehicle model and the target quantity for each target vehicle model.

[0025] The target vehicle type is a shuttle bus that can meet the requirements of passenger flow and airport environment, including but not limited to large, medium, and small models with different passenger capacities. The target quantity is the required number of vehicles of the target vehicle type.

[0026] Determining the target vehicle type and quantity requires matching the number of passengers with airport operation information. For example, when there are many passengers, priority should be given to vehicles with larger passenger capacity and vehicles with access rights to various areas along the vehicle's route.

[0027] Optionally, in the event that flight data and / or airport operation information cannot be obtained, the demand information for shuttle buses can be determined based on historical data of the target flight and historical airport operation information.

[0028] If the dispatch system fails to obtain the corresponding flight data or airport operation data within the specified time after initiating a data request to the flight management system and airport management system, it is determined that the flight data and / or airport operation information acquisition has failed. In this case, the demand information for shuttle buses is determined based on the historical data of the target flight and historical airport operation information.

[0029] The historical data refers to the flight data from the last time the target flight operated, and the historical airport operation information refers to the airport operation information from the last time the target flight operated. Since the flight time periods of the same flight are usually consistent, the corresponding historical airport operation information is highly similar to the airport operation information corresponding to the current target flight. In the event that flight data and / or airport operation information cannot be obtained, determining the shuttle bus demand information based on the historical data of the target flight and the historical airport operation information can determine the current shuttle bus demand information as accurately as possible.

[0030] S104. Obtain the vehicle information of the shuttle bus from the shuttle bus management system.

[0031] The shuttle bus management system refers to the system specifically used by airports to manage shuttle bus resources. The vehicle information maintained includes, but is not limited to, vehicle type, passenger capacity, idle status, current location, and remaining battery power.

[0032] After determining the demand information, the dispatching system queries the shuttle bus management system for the vehicle information corresponding to the target vehicle model.

[0033] S105. Based on demand information and vehicle information, identify at least one target shuttle bus.

[0034] The target shuttle vehicle refers to the vehicle selected from the candidate vehicle pool to perform the shuttle task, which meets the target vehicle type and target quantity, and is idle during the time period corresponding to the shuttle task.

[0035] Optionally, when selecting a target shuttle bus, vehicles with insufficient remaining battery power to meet the requirements of the shuttle mission should be excluded.

[0036] Optionally, after identifying at least one target shuttle bus, the dispatching system can also assign a corresponding safety officer to each target shuttle bus. For example, safety officer information can be obtained from the safety officer scheduling system; based on the safety officer information, a target safety officer can be identified for each target shuttle bus, and the target safety officer is used to monitor the target shuttle bus.

[0037] Once the target safety officer is identified, the dispatch system sends the shuttle task information, along with the corresponding target shuttle vehicle information, to the officer's terminal. The target safety officer then proceeds to the target shuttle vehicle based on the task and vehicle information, monitors the vehicle in real time, and manually controls the vehicle's movement when necessary.

[0038] S106. Based on airport operation information, control at least one target shuttle bus to perform the shuttle task for the target flight.

[0039] Once at least one target shuttle bus is identified, the dispatch system issues a shuttle task execution instruction to the shuttle bus terminal of each target shuttle bus. After the target shuttle bus begins its shuttle task, the dispatch system monitors the vehicle's location in real time through the information transmitted back from the shuttle bus terminal. Based on airport operation information, it avoids restricted areas and areas with high passenger flow, reducing the risk of vehicle congestion and collisions for the target shuttle bus and ensuring that the target shuttle bus safely completes its shuttle task.

[0040] This embodiment of the disclosure interacts with multiple systems, including the flight management system, the airport management system, and the shuttle bus management system, to obtain flight data, airport operation information, and shuttle bus vehicle information. It integrates multi-dimensional information to schedule shuttle buses, ensuring that the scheduling of shuttle buses meets the capacity requirements of the target flights. It can also dynamically schedule shuttle buses based on the real-time passenger flow and operational status of the airport, thereby improving the flexibility of shuttle bus scheduling.

[0041] Based on the above embodiments, flight data includes the number of passengers on the target flight, real-time takeoff and landing times, and boarding / alighting locations. Determining the target number of shuttle buses based on flight data and airport operation information includes: determining the target arrival time of shuttle buses at boarding / alighting locations based on real-time takeoff and landing times; calculating passenger flow forecasts for boarding / alighting locations within a preset time period based on airport operation information and passenger numbers; and determining shuttle bus demand information based on passenger flow forecasts.

[0042] The preset time period is a time period of a preset length prior to the real-time take-off and landing time.

[0043] The number of passengers refers to the actual number of passengers who need to be transferred by shuttle bus on the target flight. Optionally, the number of passengers can be determined by the number of tickets sold for the target flight; or by the aircraft type of the target flight, the historical load factor of the same flight, and the proportion of passengers transferring.

[0044] Real-time takeoff and landing times refer to the actual departure or landing times of the target flight, based on the actual operational status of the target flight. For example, when the target flight is delayed, the delayed departure or landing time is used as the actual takeoff or landing time.

[0045] Boarding and disembarking positions refer to the locations where passengers board shuttle buses, such as boarding gates or parking positions after a flight lands.

[0046] The target arrival time refers to the latest time that the shuttle bus must arrive at the boarding point, ensuring that the waiting time for passengers before boarding does not exceed the maximum waiting time. For example, the target arrival time is based on the real-time takeoff and landing times of flights, combined with the estimated time for passengers to disembark and walk to the boarding point, as well as the preset advance arrival time.

[0047] The preset time period is a time period of a predetermined length prior to the real-time takeoff and landing time. Passenger flow prediction results include information such as the number of passengers at the boarding and alighting locations and surrounding areas within the preset time period, peak passenger flow periods, and duration of passenger flow.

[0048] Specifically, airport operation information includes at least one of the following: event information, weather information, and concurrent flight information for the target flight. Based on the airport operation information and passenger numbers, passenger flow prediction results corresponding to boarding and alighting locations within the target arrival time are calculated. This includes: inputting flight data into a pre-trained passenger flow prediction model to obtain passenger distribution prediction results within the boarding and alighting locations within multiple preset time windows before the real-time takeoff and landing times, as well as the confidence level of the passenger distribution prediction results within each preset time window. The passenger distribution prediction results are then corrected based on the airport operation information to obtain the final passenger flow prediction result.

[0049] Each preset time window has a different time length.

[0050] Event information refers to information on various large-scale events held around the airport, such as exhibitions, conferences, and performances. These events can lead to increased pedestrian density in specific areas, potentially creating additional shuttle demand or affecting passenger movement speed.

[0051] Weather information refers to the real-time and forecasted weather conditions at the airport. Weather directly affects passenger movement speed, the availability of outdoor boarding points, and may also cause flight delays and passenger congestion, thus influencing the temporal and spatial distribution characteristics of passenger flow.

[0052] Concurrent flight information refers to other flights that take off or land at the same time as the target flight. The passenger flow of these connecting flights will overlap with that of the target flight, resulting in increased passenger flow at boarding and alighting positions and affecting capacity demand.

[0053] A pre-trained passenger flow prediction model refers to an algorithm model trained based on historical airport operation data and corresponding flight data. It is used to predict the passenger flow distribution in the area where the boarding and alighting positions are located, including the temporal and spatial distribution, based on the input flight data.

[0054] The passenger distribution predictions for multiple preset time windows reflect the changes in passenger flow distribution over time in the areas where boarding and alighting are located. Each preset time window corresponds to a different time period before the real-time takeoff and landing time, such as 15 minutes or 30 minutes before the real-time takeoff and landing time. Confidence level refers to the reliability of the prediction results within each time window, which is automatically calculated by the passenger flow prediction model based on the historical prediction accuracy.

[0055] After obtaining the passenger flow forecast results output by the passenger flow forecasting model, it is necessary to correct them based on airport operation information. Specifically, corresponding correction rules are adopted for different types of airport operation information. For example, when there are events around the airport, the additional passenger flow brought by the events is added based on the event information, or the peak passenger flow period is adjusted based on weather conditions, or the predicted passenger flow of concurrent flights is superimposed based on concurrent flight information to update the total passenger flow and peak period.

[0056] Furthermore, based on the total passenger flow and peak passenger flow in the revised passenger flow forecast results, combined with information such as the passenger capacity of different vehicle types and airport road traffic restrictions, the target vehicle types and the required quantity of each target vehicle type are determined.

[0057] This disclosed embodiment transforms passenger flow into specific vehicle resource demands, providing clear demand information for shuttle bus selection and ensuring that shuttle bus resource scheduling is adapted to passenger flow demand. Simultaneously, by incorporating scenario factors such as events, weather, and concurrent flights into the passenger flow forecast, the accuracy of passenger flow forecasting is improved.

[0058] Based on any of the above embodiments, determining at least one target shuttle bus based on demand information and vehicle information includes: for each of the at least one target vehicle types, determining multiple candidate scheduling schemes based on vehicle information; for each candidate scheduling scheme, determining the scheduling cost corresponding to the candidate scheduling scheme based on the travel distance between the vehicle position and the boarding / alighting position of each candidate shuttle bus in the candidate scheduling scheme, and the travel time required for each candidate shuttle bus to reach the boarding / alighting position; and based on the scheduling cost, determining at least one target scheduling scheme with the lowest scheduling cost from the multiple candidate scheduling schemes.

[0059] In each candidate scheduling scheme, the vehicle type of the candidate shuttle bus is the target vehicle type, and the number of candidate shuttle buses is the target number corresponding to the target vehicle type.

[0060] Scheduling cost refers to the total operational cost required to execute a candidate solution. Scheduling cost is positively correlated with travel distance and travel time.

[0061] The travel distance refers to the actual distance traveled between the candidate shuttle bus's current location and its boarding / alighting location. A longer travel distance results in greater energy consumption. A longer travel time means a longer shuttle bus operation period. Therefore, shuttle buses with shorter travel distances and shorter travel times should be prioritized.

[0062] Based on the scheduling cost of each candidate scheme, at least one target scheduling scheme is selected to execute the shuttle task, and each target scheduling scheme includes at least one target shuttle vehicle. For example, the three candidate schemes with the lowest scheduling cost are selected as the target scheduling schemes, namely the optimal target scheduling scheme, the second-best target scheduling scheme, and the backup target scheduling scheme.

[0063] This embodiment calculates the travel distance and travel time of the shuttle bus to the boarding / alighting location to obtain the scheduling cost, and selects the target scheduling scheme with the lowest scheduling cost, so that the scheduling of the shuttle bus can not only meet the basic needs of passenger flow connection, but also adapt to the commercial requirements of airport operation.

[0064] Based on any of the above embodiments, the safety officer information includes work status, skill tags, and personnel location. Determining the target safety officer corresponding to each target shuttle bus based on the safety officer information includes: for each target shuttle bus, determining at least one candidate safety officer based on the safety officer information; for each candidate safety officer, calculating the response time required for the candidate safety officer to reach the vehicle location of the target shuttle bus based on the candidate safety officer's personnel location; sequentially sending a first message to at least one candidate safety officer with the shortest response time until receiving confirmation information from any candidate safety officer regarding the first message; and determining the candidate safety officer corresponding to the confirmation information as the target safety officer corresponding to the target shuttle bus.

[0065] The first piece of information is used to determine whether the candidate safety officer accepts the ferry mission, and the confirmation information indicates that the candidate safety officer accepts the ferry mission.

[0066] The safety officer's work status refers to the current task occupancy of the safety officer, which is used to determine whether the safety officer can take on a new ferry task.

[0067] Skill tags refer to the capability identifiers that safety officers obtain after training and assessment, which are used to determine whether the safety officer is suitable for the monitoring tasks of the target shuttle vehicle.

[0068] The target shuttle bus has corresponding target skills, which refer to the safety officer's capabilities necessary to complete the monitoring tasks of the target shuttle bus. These skills are determined by the type of target shuttle bus, task attributes, passenger types, and other factors.

[0069] For example, when the target shuttle bus is a large-capacity bus, the target safety officer is required to have the target skills of large vehicle management; or, when the target shuttle bus needs to carry special passengers such as people with disabilities, the target safety officer is required to have the target skills of barrier-free service.

[0070] For each target shuttle bus, a safety officer whose working status is idle during the time period corresponding to the shuttle task and whose skill tag includes the target skill corresponding to the target shuttle bus is selected as a candidate safety officer.

[0071] Furthermore, the current location of each candidate security officer is obtained, and the time required for each candidate security officer to reach the target shuttle vehicle location from their current location, following the optimal path planned based on real-time airport operations information, is calculated. The security officer's location can be obtained through the positioning function of their terminal.

[0072] The first message is sent to the security officer's terminal one by one, in ascending order of response time. If the previous candidate security officer refuses the transfer task or fails to respond within the time limit, the first message is sent to the next candidate security officer.

[0073] Candidate safety officers can choose to accept or reject shuttle tasks via their safety officer terminals. When a candidate safety officer accepts a shuttle task, they send a confirmation message to the dispatch system via their terminal. Upon receiving the confirmation message, the dispatch system identifies the safety officer as the target safety officer for the target shuttle vehicle and binds the target shuttle vehicle and the target safety officer in the dispatch system.

[0074] Accordingly, the dispatching system notifies the safety officer scheduling system to update the target safety officer's work status to "task execution" within the time period corresponding to the shuttle task, so as to avoid duplicate scheduling of the target safety officer by other shuttle tasks within the same time period.

[0075] This embodiment of the disclosure uses the safety officer information in the safety officer scheduling system to match each target shuttle bus with candidate safety officers who meet the requirements in terms of time and skills. Based on the response time of the candidate safety officers to the target shuttle bus, the target safety officer with the shorter response time is selected to ensure that the target safety officer has the ability to monitor the target shuttle bus, while improving the scheduling efficiency of the safety officers.

[0076] Based on the above embodiments, the flight data includes the delay time and boarding / disembarking location of the target flight. Before controlling at least one target shuttle bus to perform the shuttle task of the target flight based on airport operation information, the method further includes: monitoring the delay time of the target flight; for each target shuttle bus corresponding to the first scheduling scheme, calculating the standby time of the target shuttle bus based on the delay time and the target arrival time; when the standby time is greater than a first preset time threshold, determining to adopt the second scheduling scheme, and restoring the working status of the target security officer corresponding to the target shuttle bus in the first scheduling scheme to the idle state during the time period corresponding to the shuttle task.

[0077] Among them, the first scheduling scheme is the target scheduling scheme with the lowest scheduling cost; the second scheduling scheme is the scheduling scheme other than the first scheduling scheme among the target scheduling schemes.

[0078] Delay times are maintained in real time by the flight management system. The dispatching system monitors the dynamic information of the target flight in real time through a communication link with the flight management system.

[0079] When a target flight is delayed due to events such as airport or air traffic control restrictions, the flight management system will generate corresponding dynamic information, and the dispatch system can obtain the delay time of the target flight in a timely manner.

[0080] The first dispatch plan is the original plan, in which the target shuttle bus and corresponding target security personnel have been determined. The standby time of the target shuttle bus refers to the waiting time required due to flight delays after arriving at the boarding / disembarking position as originally planned.

[0081] When the standby time of the target shuttle bus exceeds the first preset time threshold, it means that the utilization rate of the shuttle bus and the security personnel caused by the flight delay has exceeded the critical value, and it is necessary to switch to other scheduling schemes and release the target shuttle bus and the target security personnel corresponding to the first scheduling scheme.

[0082] The second scheduling scheme is a scheduling scheme other than the first scheduling scheme among the target scheduling schemes. Specifically, it can be the scheduling scheme with the lowest scheduling cost among the target scheduling schemes other than the first scheduling scheme. After the standby time corresponding to the first scheduling scheme exceeds a first preset time threshold, the system switches to execute the second scheduling scheme.

[0083] Correspondingly, the scheduling system in the safety officer scheduling system resets the work status of the target safety officer bound in the first scheduling scheme from the task execution status to the idle status during the time period corresponding to the scheduling task, so that the safety officer can take on other tasks and sends a status change message to the safety officer terminal so that the safety officer can be informed of the task arrangement change.

[0084] This embodiment of the present disclosure switches to other scheduling schemes when the standby time of the target shuttle bus exceeds a first preset time threshold due to flight delays. This releases the target shuttle bus and target security personnel in the original scheduling scheme in a timely manner, avoids continuous occupation of shuttle resources, improves the utilization rate of shuttle resources, and makes the scheduling system's decision-making more adaptable to the dynamic operating environment of the airport.

[0085] Based on any of the above embodiments, the airport operation information includes passenger flow forecast results and airport restricted area information. Controlling at least one target shuttle bus to perform the shuttle task for the target flight based on the airport operation information includes: for each target shuttle bus, performing route planning for the target shuttle bus based on the passenger flow forecast results and airport restricted area information to obtain the driving route and estimated travel time of the target shuttle bus to the boarding and alighting position of the target flight; determining the departure time of the target shuttle bus based on the estimated travel time and the actual take-off and landing time of the target flight; and controlling the target shuttle bus to proceed to the boarding and alighting position according to the driving route starting from the departure time.

[0086] The departure time is used to ensure that the target shuttle bus arrives at the boarding / disembarking position before the actual take-off and landing time of the target flight.

[0087] Airport restricted area information refers to the areas and time periods where vehicle passage is restricted or prohibited, as published by the airport management system. This information is used to ensure that the operation of target shuttle buses does not violate airport operating rules.

[0088] Based on passenger flow forecasts and airport restricted area information, the dispatch system plans the route for the target shuttle bus from its current location to the boarding / alighting location, avoiding restricted areas and congested sections with high passenger flow.

[0089] Departure time refers to the point at which the shuttle bus begins its journey along the designated route, ensuring that the target shuttle bus arrives at the boarding / disembarking location before the actual flight departure or arrival time to avoid long waiting times for passengers. Optionally, the target shuttle bus must arrive at the boarding / disembarking location a certain time period before the actual flight departure or arrival time; the length of this time period can be set by airport operations personnel.

[0090] Specifically, for each target shuttle bus, the dispatch system sends the driving route to the shuttle bus terminal. The shuttle bus terminal performs autonomous driving according to the received driving route and periodically reports the location and status of the target shuttle bus, including but not limited to driving speed, vehicle battery level, estimated arrival time, and other status information, as well as obstacle detection and road congestion information around the target shuttle bus, for the dispatch system to detect anomalies.

[0091] After the target shuttle bus arrives at the boarding / alighting location, the shuttle bus terminal broadcasts boarding instructions via a large in-vehicle screen or other human-machine interface (HMI), and uses in-vehicle cameras, passenger flow meters, and weight sensors to detect passenger boarding and alighting. If the target shuttle bus is a dedicated vehicle, the security officer verifies passenger identities and the number of passengers by operating the shuttle bus terminal, and confirms boarding by operating the terminal.

[0092] After the shuttle bus terminal confirms that passengers have boarded and checks that the seat belts are ready, it sends a timestamp of the boarding completion to the dispatch system and requests the vehicle to start.

[0093] If a passenger requests to control the opening or closing of the door of the target shuttle bus through the user terminal, the shuttle bus terminal will execute the corresponding operation after confirmation by the safety officer, provided that safety constraints are met.

[0094] Safety personnel monitor the vehicle's operating status in real time while the target shuttle bus is in motion. If necessary, they can manually control the target shuttle bus to stop or open / close its doors by operating the shuttle bus terminal.

[0095] If the target shuttle bus encounters a temporary obstacle on its route that cannot be avoided during its journey, or if the target shuttle bus malfunctions, the shuttle bus terminal will control the target shuttle bus to temporarily stop and upload the temporary stop event to the dispatch system. After receiving the temporary stop event, the dispatch system will calculate whether the temporary stop event will affect the subsequent tasks of the target shuttle bus and the target safety officer, and will notify the relevant passengers and safety officer through the user terminal, the in-vehicle HMI, and the safety officer's terminal.

[0096] When a temporary parking incident affects the subsequent tasks of the target shuttle bus and the target safety officer, the dispatch system promptly dispatches a backup shuttle bus to the temporary parking location to take over the shuttle mission from the target shuttle bus. The backup shuttle bus is the idle shuttle bus with the lowest dispatch cost to reach the temporary parking location, and has sufficient remaining power to continue the shuttle mission.

[0097] Correspondingly, the dispatching system sends the vehicle information of the backup shuttle bus to the user terminal, the shuttle bus terminal of the target shuttle bus, and the safety officer terminal to assist the safety officer and passengers in transferring to the backup shuttle bus.

[0098] If a passenger experiences a sudden illness or accident during the shuttle bus's journey, the safety officer can upload the emergency information to the dispatch system via the shuttle bus terminal. The dispatch system will then trigger subsequent actions based on the emergency information and according to the preset emergency procedures, such as summoning airport staff for support or notifying the airline or medical system.

[0099] Before the target shuttle bus arrives at its destination, the shuttle bus terminal reminds passengers to prepare to disembark via the in-vehicle HMI and voice announcement. Upon arrival at the destination, the shuttle bus terminal controls the target shuttle bus to open its doors, detects the number of passengers disembarking, and uploads the number of passengers and the time of disembarkation to the dispatch system.

[0100] When the number of passengers getting off the bus matches the number of passengers getting on, the shuttle bus task is considered complete. The dispatching system will then archive the task data for this shuttle bus task and set the task status to "completed".

[0101] This embodiment of the disclosure ensures that the target shuttle bus arrives at the boarding / alighting location at the actual take-off and landing time by determining the departure time of the target shuttle bus, thus avoiding excessive waiting time for passengers. At the same time, it dynamically plans the route of the target shuttle bus based on airport operation information, actively avoiding peak passenger flow sections and ensuring vehicle operating efficiency.

[0102] Figure 3 Here is a timing diagram of a shuttle bus scheduling method provided in another embodiment of this disclosure, as shown below. Figure 3 As shown, the method includes the following steps: S301, The user terminal initiates a task request for a shuttle task to the scheduling system.

[0103] S302. The dispatching system requests flight data of the target flight from the flight management system.

[0104] S303, The flight management system returns flight data to the dispatching system.

[0105] S304. The dispatch system requests airport operation information from the airport management system.

[0106] S305, The airport management system returns airport operation information to the dispatch system.

[0107] S306. The dispatch system queries the safety officer scheduling system for safety officer information.

[0108] S307. The safety officer scheduling system returns safety officer information to the dispatching system.

[0109] S308. The dispatch system queries the shuttle bus management system for shuttle bus vehicle information.

[0110] S309, the shuttle bus management system returns vehicle information to the dispatch system.

[0111] S310. Determine the target scheduling plan.

[0112] S311. The dispatching system sends dispatching instructions to the shuttle bus terminal.

[0113] S312, The target shuttle vehicle confirms receipt and transmits the scheduling execution status back.

[0114] S313. The dispatch system sends task notifications to the safety officer scheduling system.

[0115] S314. The target safety officer confirms acceptance of the ferry mission.

[0116] S315. The scheduling system pushes the real-time execution status of the ferry task to the user terminal.

[0117] S316. The dispatch system displays the real-time execution status of the shuttle task on the in-vehicle HMI.

[0118] S317. The shuttle bus terminal periodically reports the real-time execution status of the shuttle task to the dispatching system.

[0119] The specific implementation process and principle of S301~S317 can be found in the technical solution of the above method embodiment, and will not be repeated here.

[0120] Furthermore, after the shuttle bus task is completed, the scheduling system collects various data during the shuttle bus task execution process, such as task duration, total vehicle mileage, number of passengers getting on and off the bus, abnormal events, and records of manual takeover or operation. This data is used for iterative optimization of passenger flow prediction models, passenger distribution prediction result correction rules, determination of the target shuttle bus departure time, and the first preset time threshold, thereby further improving the efficiency and rationality of shuttle bus scheduling.

[0121] Figure 4 This is a schematic diagram of the structure of the shuttle bus dispatching device provided in the embodiments of this disclosure. The shuttle bus dispatching device provided in the embodiments of this disclosure can execute the processing flow provided in the embodiments of the shuttle bus dispatching method, such as... Figure 4 As shown, the shuttle bus dispatching device 40 includes: a first acquisition module 41, a second acquisition module 42, a first determination module 43, a third acquisition module 44, a second determination module 45, and a control module 46; wherein, the first acquisition module 41 is used to acquire flight data of the target flight from the flight management system; the second acquisition module 42 is used to acquire airport operation information from the airport management system; the first determination module 43 is used to determine the demand information of the shuttle bus based on the flight data and the airport operation information, the demand information including at least one target vehicle type and the target quantity corresponding to each target vehicle type; the third acquisition module 44 is used to acquire vehicle information of the shuttle bus from the shuttle bus management system; the second determination module 45 is used to determine at least one target shuttle bus based on the demand information and the vehicle information; and the control module 46 is used to control at least one target shuttle bus to perform the shuttle task of the target flight based on the airport operation information. In some embodiments, flight data includes the number of passengers on the target flight, real-time takeoff and landing times, and boarding / alighting locations. The first determining module 43 includes a first determining unit, a first calculating unit, and a second determining unit. The first determining unit is used to determine the target arrival time of the shuttle bus at the boarding / alighting location based on the real-time takeoff and landing times. The first calculating unit is used to calculate the passenger flow prediction result corresponding to the boarding / alighting location within a preset time period based on airport operation information and the number of passengers. The preset time period is a preset length of time before the real-time takeoff and landing times. The second determining unit is used to determine the demand information of the shuttle bus based on the passenger flow prediction result.

[0122] In some embodiments, the first computing unit is specifically used to input flight data into a pre-trained passenger flow prediction model to obtain passenger distribution prediction results within the area where the boarding and alighting positions are located within multiple preset time windows before the real-time take-off and landing time, as well as the confidence level of the passenger distribution prediction results within each preset time window, wherein the time length corresponding to each preset time window is different; and to correct the passenger distribution prediction results according to airport operation information to obtain passenger flow prediction results.

[0123] In some embodiments, the second determining module 45 includes a third determining unit, a fourth determining unit, and a fifth determining unit; wherein, the third determining unit is used to determine multiple candidate scheduling schemes based on vehicle information for each of the at least one target vehicle type, wherein the vehicle type of the candidate shuttle bus in each candidate scheduling scheme is the target vehicle type, and the number of candidate shuttle buses is the target number corresponding to the target vehicle type; the fourth determining unit is used to determine the scheduling cost corresponding to each candidate scheduling scheme based on the driving distance between the vehicle position and the boarding / alighting position of each candidate shuttle bus in the candidate scheduling scheme, and the driving time required for each candidate shuttle bus to reach the boarding / alighting position, wherein the scheduling cost is positively correlated with the driving distance and the driving time; the fifth determining unit is used to determine at least one target scheduling scheme with the lowest scheduling cost from the multiple candidate scheduling schemes based on the scheduling cost, wherein each target scheduling scheme includes at least one target shuttle bus.

[0124] In some embodiments, the shuttle bus dispatching device 40 further includes a fourth acquisition module and a third determination module; wherein, the fourth acquisition module is used to acquire safety officer information from the safety officer scheduling system; the third determination module is used to determine the target safety officer corresponding to each target shuttle bus based on the safety officer information, and the target safety officer is used to monitor the target shuttle bus.

[0125] In some embodiments, the safety officer information includes work status, skill tags, and personnel location. Based on the safety officer information, the third determining module includes a sixth determining unit, a second calculating unit, a sending unit, and a seventh determining unit. The sixth determining unit is used to determine at least one candidate safety officer for each target shuttle bus based on the safety officer information. The candidate safety officer's work status during the time period corresponding to the shuttle task is idle, and the candidate safety officer's skill tags include the target skill corresponding to the target shuttle bus. The second calculating unit is used to calculate, for each candidate safety officer, the response time required for the candidate safety officer to reach the vehicle location of the target shuttle bus based on the candidate safety officer's personnel location. The sending unit is used to sequentially send first information to at least one candidate safety officer with the shortest response time until a confirmation message for the first information is received from any candidate safety officer. The first information is used to determine whether the candidate safety officer accepts the shuttle task, and the confirmation message indicates that the candidate safety officer accepts the shuttle task. The seventh determining unit is used to determine that the candidate safety officer corresponding to the confirmation message is the target safety officer corresponding to the target shuttle bus.

[0126] In some embodiments, flight data includes the delay time and boarding / alighting location of the target flight. The second determining module 45 further includes a monitoring unit, a third calculation unit, and an eighth determining unit. The monitoring unit is used to monitor the delay time of the target flight. The third calculation unit is used to calculate the standby time of each target shuttle bus corresponding to the first scheduling scheme based on the delay time and the target arrival time. The first scheduling scheme is the target scheduling scheme with the lowest scheduling cost, and the target arrival time is the time when the target shuttle bus arrives at the boarding / alighting location. The eighth determining unit is used to determine to adopt the second scheduling scheme when the standby time is greater than a first preset time threshold, and to restore the working status of the target safety officer corresponding to the target shuttle bus in the first scheduling scheme to an idle state during the time period corresponding to the shuttle task. The second scheduling scheme is a scheduling scheme other than the first scheduling scheme among the target scheduling schemes.

[0127] In some embodiments, airport operation information includes passenger flow forecast results and airport restricted area information. The control module 41 includes a planning unit, a ninth determining unit, and a control unit. The planning unit is used to plan the route for each target shuttle bus based on the passenger flow forecast results and airport restricted area information to obtain the travel route and estimated travel time of the target shuttle bus to the boarding / alighting position of the target flight. The ninth determining unit is used to determine the departure time of the target shuttle bus based on the estimated travel time and the actual take-off and landing time of the target flight. The departure time is used to control the target shuttle bus to arrive at the boarding / alighting position before the actual take-off and landing time of the target flight. The control unit is used to control the target shuttle bus to travel to the boarding / alighting position according to the travel route starting from the departure time.

[0128] In some embodiments, the first determining module 43 is further configured to determine the demand information for shuttle buses based on the historical data of the target flight and the historical airport operation information in the event that the flight data and / or airport operation information fail to be obtained. The historical data is the flight data of the target flight during its last flight, and the historical airport operation information is the airport operation information of the target flight during its last flight.

[0129] Figure 4 The shuttle bus scheduling device shown in the embodiment can be used to execute the technical solution of the above method embodiment. Its implementation principle and technical effect are similar, and will not be described again here.

[0130] Figure 5 This is a schematic diagram of the server structure provided in an embodiment of the present disclosure. The server provided in this embodiment can execute the processing flow provided in the shuttle bus scheduling method embodiment, such as... Figure 5 As shown, server 50 includes: memory 51, processor 52, computer program and communication interface 53; wherein, the computer program is stored in memory 51 and configured to be executed by processor 52 as described above in the shuttle bus scheduling method.

[0131] In addition, this disclosure also provides a computer-readable storage medium having a computer program stored thereon, the computer program being executed by a processor to implement the shuttle bus scheduling method described in the above embodiments.

[0132] Furthermore, this disclosure also provides a computer program product, which includes a computer program or instructions that, when executed by a processor, implement the shuttle bus scheduling method described above.

[0133] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0134] The above description is merely a specific embodiment of this disclosure, enabling those skilled in the art to understand or implement it. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A shuttle bus scheduling method, characterized in that, The method includes: Obtain flight data for the target flight from the flight management system; Obtain airport operation information from the airport management system; The demand information for shuttle buses is determined based on the flight data and the airport operation information. The demand information includes at least one target vehicle type and a target quantity for each target vehicle type. Obtain vehicle information for shuttle buses from the shuttle bus management system; Based on the demand information and the vehicle information, at least one target shuttle bus is identified; Based on the airport operation information, control at least one target shuttle bus to perform the shuttle task for the target flight.

2. The method according to claim 1, characterized in that, The flight data includes the number of passengers on the target flight, real-time takeoff and landing times, and boarding / disembarking locations. Determining the target number of shuttle buses based on the flight data and the airport operation information includes: The target arrival time of the shuttle bus at the boarding / alighting location is determined based on the real-time take-off and landing time. Based on the airport operation information and the number of passengers, the passenger flow prediction results corresponding to the boarding and disembarking positions within a preset time period are calculated. The preset time period is a time period of a preset length before the real-time take-off and landing time. The demand information for the shuttle bus is determined based on the passenger flow forecast results.

3. The method according to claim 2, characterized in that, The airport operation information includes at least one of activity information, weather information, and concurrent flight information of the target flight. The step of calculating the passenger flow prediction result corresponding to the boarding / disembarking positions within the target arrival time based on the airport operation information and the number of passengers includes: The flight data is input into a pre-trained passenger flow prediction model to obtain the passenger distribution prediction results within the area where the boarding and alighting positions are located in multiple preset time windows before the real-time take-off and landing time, as well as the confidence level of the passenger distribution prediction results in each preset time window, wherein the time length corresponding to each preset time window is different. The passenger distribution prediction result is corrected based on the airport operation information to obtain the passenger flow prediction result.

4. The method according to claim 1, characterized in that, The process of determining at least one target shuttle bus based on the demand information and the vehicle information includes: For each of the at least one target vehicle models, multiple candidate scheduling schemes are determined based on the vehicle information. The vehicle model of the candidate shuttle bus in each candidate scheduling scheme is the target vehicle model, and the number of candidate shuttle buses is the target number corresponding to the target vehicle model. For each candidate scheduling scheme, the scheduling cost corresponding to the candidate scheduling scheme is determined based on the driving distance between the vehicle position and the boarding / alighting position of each candidate shuttle bus in the candidate scheduling scheme, and the driving time required for each candidate shuttle bus to reach the boarding / alighting position. The scheduling cost is positively correlated with the driving distance and the driving time. Based on the scheduling cost, at least one target scheduling scheme with the lowest scheduling cost is determined from the multiple candidate scheduling schemes, and each target scheduling scheme includes the at least one target shuttle bus.

5. The method according to claim 1, characterized in that, Before controlling at least one target shuttle bus to perform the shuttle task for the target flight based on the airport operation information, the method further includes: Obtain safety officer information from the safety officer scheduling system; Based on the safety officer information, a target safety officer is determined for each target shuttle bus, and the target safety officer is used to monitor the target shuttle bus.

6. The method according to claim 5, characterized in that, The safety officer information includes work status, skill tags, and personnel location. The step of determining the target safety officer corresponding to each target shuttle bus based on the safety officer information includes: For each target shuttle bus, at least one candidate safety officer is determined based on the safety officer information. The candidate safety officer is in an idle state during the time period corresponding to the shuttle task, and the skill tag of the candidate safety officer includes the target skill corresponding to the target shuttle bus. For each of the candidate safety officers, the response time required for the candidate safety officer to reach the vehicle position of the target shuttle bus is calculated based on the candidate safety officer's personnel position. First information is sent sequentially to at least one of the candidate safety officers with the shortest response time until a confirmation message for the first information is received from any of the candidate safety officers. The first information is used to determine whether the candidate safety officer accepts the ferry task, and the confirmation message indicates that the candidate safety officer accepts the ferry task. The candidate safety officer corresponding to the confirmation information is determined to be the target safety officer corresponding to the target shuttle vehicle.

7. The method according to claim 4, characterized in that, The flight data includes the delay time and boarding / disembarking locations of the target flight. Before controlling at least one target shuttle bus to perform the shuttle service for the target flight based on the airport operation information, the method further includes: Monitor the delay time of the target flight; For each target shuttle bus corresponding to the first scheduling scheme, the standby time of the target shuttle bus is calculated based on the delay time and the target arrival time. The first scheduling scheme is the target scheduling scheme with the lowest scheduling cost. The target arrival time is the time when the target shuttle bus arrives at the boarding / alighting position. When the standby time is greater than the first preset time threshold, the second scheduling scheme is determined to be adopted, and the working status of the target safety officer corresponding to the target shuttle vehicle in the first scheduling scheme during the time period corresponding to the shuttle task is restored to the idle state. The second scheduling scheme is a scheduling scheme other than the first scheduling scheme in the target scheduling scheme.

8. The method according to claim 1, characterized in that, The airport operation information includes passenger flow forecast results and airport restricted area information. The step of controlling at least one target shuttle bus to perform the shuttle task for the target flight based on the airport operation information includes: For each target shuttle bus, a route is planned based on the passenger flow prediction results and the airport restricted area information to obtain the driving route and estimated travel time of the target shuttle bus to the boarding and alighting position of the target flight. Based on the estimated travel time and the actual take-off and landing time of the target flight, the departure time of the target shuttle bus is determined. The departure time is used to control the target shuttle bus to arrive at the boarding / disembarking location before the actual take-off and landing time of the target flight. The target shuttle bus is controlled to proceed to the boarding / disembarking location according to the travel route starting at the departure time.

9. The method according to claim 1, characterized in that, The process of determining shuttle bus demand information based on the flight data and the airport operation information includes: In the event that the flight data and / or the airport operation information fails to be obtained, the demand information for the shuttle bus is determined based on the historical data of the target flight and the historical airport operation information. The historical data is the flight data of the target flight during its last flight, and the historical airport operation information is the airport operation information of the target flight during its last flight.

10. A server, characterized in that, include: Memory; processor; as well as Computer programs; The computer program is stored in the memory and configured to be executed by the processor to implement the method as described in any one of claims 1-9.

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