Building vertical transportation management system, device, storage medium and program product

Abstract

The application discloses a kind of building vertical transportation control system, equipment, storage medium and program product.The system includes data acquisition module, intelligent decision module and scheduling execution module.Intelligent decision module includes multidimensional hierarchical unit and self-adapting partition unit, and multidimensional hierarchical unit is according to time dimension, object dimension and space conversion to transport demand comprehensive partition, and time difference value, object priority level, floor area type are respectively as priority, priority summation plan calculation comprehensive priority rating sequencing.Partition unit is dynamically generated partition scheme according to the total height of high-rise building, and the building is divided into at least two partition transportation and sets up transfer station at boundary.Intelligent decision module uses predictive scheduling mechanism, when detecting that lower partition transportation equipment will arrive transfer station, advance scheduling upper partition idle equipment to standby.The application improves the vertical transportation efficiency of high-rise building, reduces the influence of transportation on construction progress.

Description

Technical Field

[0001] This application relates to the field of construction material management and transportation technology, and in particular to a construction vertical transportation control system, equipment, storage medium and program product. Background Technology

[0002] Vertical transportation systems are critical logistics facilities on construction sites, responsible for transporting building materials, equipment, and personnel from the ground to different floors. With accelerating urbanization, the number of high-rise buildings continues to grow, and building heights have increased from the traditional under 100 meters to 300 meters or even over 500 meters, placing higher demands on the efficiency of vertical transportation systems.

[0003] In related technologies, vertical transportation systems typically use construction hoists or tower cranes as the main transportation equipment. Their basic operating mode involves a single piece of equipment transporting goods directly from the ground to the target floor. Specifically, upon receiving a transportation request, the equipment moves from its current location to the loading point, completes loading, and then ascends directly to the target floor along a vertical track or boom. After unloading, it returns to a standby position or responds to the next request. This direct transportation mode can meet construction needs when the building height is low, but its efficiency bottlenecks are gradually becoming apparent in super high-rise buildings.

[0004] For a 300-meter-high building, if the equipment's operating speed is set at 1-2 meters per second to ensure safety, the time required for a single ascent from the ground to the top floor is 150-300 seconds. Including stopping, loading / unloading, and return trips, a single round trip can take 8-12 minutes. Due to the limited number of equipment units and the need to serve all floors, transportation needs at the ground floor must wait for the equipment to return from higher floors, with waiting times increasing with building height. When multiple transportation needs exist simultaneously, the waiting time for those at the back of the queue can accumulate to over 30 minutes. Long waiting times cause construction workers to remain on-site, reducing labor efficiency; building materials cannot be delivered to the work area in a timely manner, causing construction delays. Furthermore, during long-distance vertical movement, the effective time actually used for loading and unloading operations accounts for less than 30%, resulting in low equipment operating efficiency. This efficiency problem becomes particularly pronounced when the building height exceeds 200 meters, impacting the construction progress of super high-rise buildings. Summary of the Invention

[0005] This application provides a building vertical transportation control system, equipment, storage medium, and program product for improving the vertical transportation efficiency of high-rise building construction sites.

[0006] Firstly, this application provides a method. The system includes a data acquisition module, an intelligent decision-making module, and a scheduling execution module. The data acquisition module acquires object attribute information, destination floor information, and demand time window information of the transported objects, including materials and personnel. The intelligent decision-making module includes a multi-dimensional hierarchical unit and an adaptive partitioning unit. The multi-dimensional hierarchical unit comprehensively hierarchizes the transport demand based on time, object, and spatial dimensions: converting the time difference between the demand time window information and the current system time into a time priority component; converting the preset priority level of the object in the object attribute information into an object priority component; converting the floor area type to which the destination floor belongs into a spatial priority component; and the intelligent decision-making module performs multi-factor... A weighted summation is performed to calculate the comprehensive priority score for each transportation demand, and the transportation demands in the waiting queue are sorted from high to low according to the comprehensive priority score. The multiple factors include time priority component, object priority component, and spatial priority component. For super high-rise buildings above a preset height threshold, the adaptive zoning unit dynamically generates a zoning scheme based on the total height of the building, dividing the building vertically into at least two transportation zones, and setting at least one transfer station at the boundary of the zones. The intelligent decision-making module adopts a predictive scheduling mechanism: when it detects that materials or personnel are in the transportation equipment of the lower zone and are about to arrive at the transfer station, it calculates the estimated arrival time at the transfer station in advance and schedules the idle transportation equipment of the upper zone to arrive at the transfer station in advance to stand by.

[0007] This embodiment uses a multi-dimensional hierarchical unit to convert the time difference between the demand time window and the current system time, the preset priority level of the object, and the floor area type of the destination floor into three priority components. These components are then weighted and summed to generate a comprehensive priority score, which is used to reorder the waiting queue, replacing the simple queuing mechanism based solely on arrival time. Simultaneously, an adaptive zoning unit dynamically generates a zoning scheme based on the building's total height, dividing the building vertically into at least two transportation zones and setting up transfer stations at the zone boundaries. This breaks down the original full-process transportation into multiple short-distance relay transportation segments. When it detects that equipment in a lower zone is about to arrive at a transfer station, a predictive scheduling mechanism calculates the estimated arrival time in advance and schedules idle equipment in the upper zone to arrive early, avoiding extra waiting time at transfer stations. Zoned relay transportation limits the service range of a single piece of equipment to a specific height range, reducing the time consumption of a single transportation task and increasing equipment turnover frequency. The comprehensive priority ranking mechanism ensures that transportation needs with a greater impact on construction progress receive priority responses, reducing the impact of transportation delays on critical processes.

[0008] In conjunction with some embodiments of the first aspect, in some embodiments, the multi-dimensional grading unit comprehensively grades transportation demand based on time, object, and spatial dimensions. Specifically, the multi-dimensional grading unit compares the demand time window information with the current system time to obtain a time difference, converts the time difference into a time urgency value, and obtains a time priority component; the multi-dimensional grading unit converts the preset priority level of the object in the object attribute information into an object priority value, and obtains an object priority component; the multi-dimensional grading unit determines the floor area type to which the destination floor belongs, and converts the floor area type into a floor priority value, and obtains a spatial priority component.

[0009] This embodiment converts the time difference between the demand time window and the current system time into a time urgency value, converts the preset priority level of the object into an object priority value, and converts the floor area type into a floor priority value. These are used as priority components of the three dimensions. By introducing an intermediate conversion layer to unify the different dimensions into numerical units before summing, the weighted calculation is not affected by the difference in units, so that the comprehensive priority score can more realistically reflect the comprehensive impact of the three dimensions.

[0010] In conjunction with some embodiments of the first aspect, in some embodiments, the adaptive zoning unit dynamically generates a zoning scheme based on the total building height for super high-rise buildings exceeding a preset height threshold. This divides the building vertically into at least two transport zones and sets up at least one transfer station at the boundary between the zones. Specifically, when the total building height is within a first height range, the adaptive zoning unit divides the building vertically into two transport zones: a low-speed transport zone and a high-speed transport zone, and sets up a first transfer station at the boundary floor between the two transport zones; when the total building height is within a second height range, the adaptive zoning unit divides the building vertically into a low-speed transport zone, a medium-speed transport zone, and a high-speed transport zone. The transportation system comprises three zones: a first transfer station at the boundary between the low-speed and medium-speed zones, and a second transfer station at the boundary between the medium-speed and high-speed zones. Each transfer station includes a buffer zone and a priority management channel. The buffer zone comprises multiple storage units, each corresponding to a specific destination floor range. The buffer zone automatically identifies materials or personnel arriving at the transfer station, obtains the corresponding destination floor information, determines the appropriate storage unit based on the destination floor range, and guides the materials or personnel into the corresponding storage unit to wait for transfer. The priority management channel includes at least one fast lane for priority transfer of high-priority transport items.

[0011] This embodiment dynamically determines the number of zones based on the total building height: the first height interval is divided into two zones with one transfer station, and the second height interval is divided into three zones with two transfer stations. This dynamic adjustment avoids situations where too few zones result in excessively large individual zones, failing to reduce single-transport time, or too many zones increase the number of transfers, negating the time gains. The buffer area of ​​the transfer station includes multiple storage units, each corresponding to a specific destination floor interval. Transport objects arriving at the transfer station are automatically identified and guided to the appropriate storage unit based on their destination floor, preventing the mixing and accumulation of objects from different destination floors, which would require additional time for filtering and matching when upper-level equipment arrives. The priority management channel's fast lane allows high-priority transport objects to transfer first, preventing them from losing their priority scheduling time advantage due to queuing at the transfer station.

[0012] In conjunction with some embodiments of the first aspect, in some embodiments, the multi-dimensional hierarchical unit divides the 24 hours of a day into multiple time priority periods; the time priority periods include personnel concentration periods, construction operation periods, and nighttime logistics periods; during personnel concentration periods, a higher conversion factor is used when calculating the time priority component of personnel transportation demand, and a lower conversion factor is used when calculating the time priority component of material transportation demand; during construction operation periods, the time priority components of material transportation demand and personnel transportation demand use the same conversion factor, and are ranked according to the time urgency of the demand; during nighttime logistics periods, a higher conversion factor is used when calculating the time priority component of material transportation demand, large equipment transportation enjoys priority, and a lower conversion factor is used when calculating the time priority component of personnel transportation demand.

[0013] This embodiment divides the 24 hours of a day into peak personnel hours, construction operation hours, and nighttime logistics hours. Different conversion coefficients are applied to the time priority components of personnel transportation demand and material transportation demand in different time periods: the conversion coefficient for personnel transportation is increased and the conversion coefficient for material transportation is decreased during peak personnel hours; the same conversion coefficient is applied to both types of demand during construction operation hours; and the conversion coefficient for material transportation is increased and the conversion coefficient for personnel transportation is decreased during nighttime logistics hours. The differentiated conversion coefficients enable the priority calculation mechanism to respond to the different demand structures for transportation resources at the construction site in different time periods, avoiding the situation where personnel transportation and material transportation compete for transportation resources with the same weight throughout the day, which could lead to delays in personnel arrival or idle equipment at night.

[0014] In conjunction with some embodiments of the first aspect, in some embodiments, object attribute information includes object type identifiers and object preset priority levels; object type identifiers include personnel identifiers, material identifiers, and equipment identifiers; object preset priority levels include A-level priority, B-level priority, and C-level priority; for personnel objects: A-level priority corresponds to management personnel, special operation personnel, and emergency response personnel; B-level priority corresponds to ordinary operation workers; C-level priority corresponds to material handlers and logistics personnel; for material objects: A-level priority corresponds to critical path materials, which are materials that affect key construction processes and have strict time windows; B-level priority corresponds to planned materials, which are materials that are needed on the day according to the construction schedule but can be allocated within a time period; C-level priority corresponds to reserve materials, which are materials prepared in advance and have no strict time requirements.

[0015] This embodiment classifies objects into three priority levels: A, B, and C. For personnel and materials, it defines the corresponding relationships between each level: Level A personnel correspond to management personnel, special operations personnel, and emergency response personnel; Level B personnel correspond to general workers; and Level C personnel correspond to material handlers and logistics personnel. For materials, Level A materials correspond to critical path materials that affect key processes and have strict time windows; Level B materials correspond to planned materials needed on the same day but available within a specified time period; and Level C materials correspond to reserve materials prepared in advance without strict time requirements. This classification based on personnel roles and the degree of material impact on construction processes avoids delaying key processes by queuing the transportation needs of critical path materials or emergency response personnel with the needs of reserve materials or logistics personnel at the same priority.

[0016] In conjunction with some embodiments of the first aspect, in some embodiments, the floor area type is dynamically determined according to the construction progress status of each floor; the data acquisition module acquires the construction progress information of each floor; the multi-dimensional hierarchical unit divides each floor into an active construction area, a preparation construction area, and a completed construction area according to the construction progress information; the active construction area is the current main construction floor and the floors within a preset number of floors above and below it, with the highest floor priority value; the preparation construction area is the floor that will enter construction within a preset time period in the future, with a medium floor priority value; the completed construction area is the floor whose main structure has been completed, with the lowest floor priority value; the multi-dimensional hierarchical unit updates the floor area type of each floor in real time according to the changes in the construction progress.

[0017] This embodiment dynamically determines the floor area type based on the construction progress information of each floor, dividing each floor into an active construction area, a construction preparation area, and a construction completion area, and assigning them the highest, medium, and lowest floor priority values ​​respectively. Furthermore, the area type of each floor is updated in real time according to changes in the construction progress, dynamically determining that the floor priority value can be adjusted as the construction progresses: when the main construction body moves upward, the original construction preparation area becomes a construction active area and obtains a higher priority value, while the original construction active area becomes a construction completion area and its priority value decreases. This avoids the fixed division causing the transportation needs of completed floors to continuously occupy high-priority resources, thus affecting the material delivery efficiency of the currently under construction floors.

[0018] In conjunction with some embodiments of the first aspect, in some embodiments, the multi-factor also includes a waiting time correction value, which is calculated based on the waiting time of transportation demand in the waiting queue, and the waiting time correction value increases as the waiting time increases.

[0019] This embodiment introduces a waiting time correction value that increases with the waiting time into the multi-factor model. This correction value allows the comprehensive score of low-priority transportation needs to gradually increase as the waiting time extends, thus avoiding the situation where low-priority needs cannot be responded to when high-priority needs continue to arrive, which would lead to an indefinite extension of the waiting time.

[0020] In a second aspect, embodiments of this application provide a building vertical transportation control device, which includes: one or more processors and a memory; the memory is coupled to the one or more processors, and the memory is used to store computer program code, which includes computer instructions, and the one or more processors call the computer instructions to cause the building vertical transportation control device to perform the method described in the first aspect and any possible implementation thereof.

[0021] Thirdly, embodiments of this application provide a computer program product containing instructions that, when the computer program product is run on a building vertical transportation control device, cause the building vertical transportation control device to perform the method described in the first aspect and any possible implementation thereof.

[0022] Fourthly, embodiments of this application provide a computer-readable storage medium including instructions that, when executed on a building vertical transportation control device, cause the building vertical transportation control device to perform the method described in the first aspect and any possible implementation thereof.

[0023] Understandably, the building vertical transportation control equipment provided in the second aspect, the computer program product provided in the third aspect, and the computer storage medium provided in the fourth aspect are all used to execute the methods provided in the embodiments of this application. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods, and will not be repeated here.

[0024] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages:

[0025] 1. This application converts time difference, object priority level, and floor area type into three priority components through multi-dimensional hierarchical units, and generates a comprehensive score by weighted summation. The waiting queue is sorted according to the score, replacing the first-come-first-served mechanism, so that important transportation needs are responded to first and the impact of transportation delays on key processes is reduced.

[0026] 2. This application divides the building into at least two transportation zones based on the total building height using adaptive zoning units and sets up transfer stations at the junctions, decomposing the entire transportation process into multiple relay transportation segments; in conjunction with a predictive scheduling mechanism, upper-level equipment is scheduled to be ready in advance. Compared with the direct mode, the zoned relay transportation limits the service range of equipment to a specific height range, reducing the single transportation time and increasing the equipment turnover frequency.

[0027] 3. This application guides transported objects into the corresponding storage units according to the destination floor range through the buffer area of ​​the transfer station, avoiding the screening and matching time caused by mixed stacking; and allows high-priority objects to transfer first through the fast channel, avoiding them from losing time advantage due to queuing. Attached Figure Description

[0028] Figure 1 This is a structural schematic diagram of a building vertical transportation control system in an embodiment of this application;

[0029] Figure 2 This is another structural schematic diagram of the building vertical transportation control system in the embodiments of this application;

[0030] Figure 3 This is a schematic diagram of the physical device structure of a building vertical transportation control equipment in the embodiments of this application. Detailed Implementation

[0031] The terminology used in the following embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. As used in the specification of this application, the singular expressions “a,” “an,” “the,” “the,” and “this” are intended to include the plural expressions as well, unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used in this application refers to any or all possible combinations including one or more of the listed items.

[0032] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature, and in the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0033] Please see Figure 1 This is a schematic diagram of a module of the building vertical transportation control system in an embodiment of this application.

[0034] The data acquisition module 101 acquires the object attribute information, destination floor information, and demand time window information of the transported objects, which include materials and personnel.

[0035] The object attribute information includes an object type identifier field and an object preset priority level field. The destination floor information indicates the target floor number to which the transported object is planned to be delivered. The demand time window information is defined by two timestamps: the earliest acceptable arrival time and the latest required arrival time. The data acquisition module 101 acquires relevant data on transportation demand from multiple information sources in real time, and transmits the formatted raw data to the intelligent decision-making module.

[0036] Specifically, the data acquisition module 101's workflow is divided into three stages. The first stage is the demand identification stage, where the module monitors data sources such as the receiving management system, personnel attendance system, and on-site dispatcher input to capture newly generated transportation demand signals in real time and assign unique destination codes. The second stage is the attribute acquisition stage, where for freight, material information is extracted from the demand warehouse management system and converted into object preset priorities, parsing floor and delivery time from the outbound slip; for personnel transportation demands, information is obtained from the attendance system, and priority levels are determined based on job type. The third stage is the data integration stage, where information from different sources is encapsulated according to a unified data structure, generating a standardized data package containing object attribute information, destination floor information, and demand time information, appending the current system time, and then transmitted to the intelligent decision-making module. This phased acquisition reduces system data entry time from the traditional 3-5 minutes of manual statistics to real-time response.

[0037] The intelligent decision-making module 102 includes a multi-dimensional hierarchical unit 1021 and an adaptive partitioning unit 1022;

[0038] The intelligent decision-making module 102 is the core computing unit responsible for analyzing and processing the collected transportation demands and generating scheduling plans. The multi-level hierarchical unit decomposes and analyzes multiple factors affecting transportation urgency from three dimensions: time, object, and space. Qualitative transformations are described as numerical transformations through conversion rules. The numerical partitioning unit dynamically plans the transportation area division scheme based on building height characteristics. By determining the total building height partitioning interval, it automatically determines the number of partitions, the floor range of each partition, the location of transfer stations, and the equipment type of each partition.

[0039] Specifically, after receiving transportation demand data from the data acquisition and transmission module, the intelligent decision-making module 102 first performs defect verification, checking whether the necessary fields are complete and conform to the format specifications. For demand data that passes the verification, the module simultaneously arranges it to multiple partitioning modules and one partitioning unit for processing. Multiple partitioning units extract key fields from the demand data packet, call the three analysis sub-modules of time, object, and space for calculation, and after each sub-module completes, it sends the generated priority partitions back to the aggregation module. The aggregation module performs a weighted summation of the overall priority score according to the default weight of the blocks in seconds. The partitioning unit extracts the destination floor information, queries the currently effective building partition configuration scheme, determines which transportation partition the demand belongs to, and marks it as involving cross-transportation partitions if it is located on a transfer station floor. After the two units complete the transportation processing, the module merges the output results, generates a complete demand record containing the comprehensive priority score, the partition to which it belongs, and the transfer flag, and inserts it into the main queue. This partitioning processing architecture controls the processing latency of a single demand to within 0.5 seconds.

[0040] It is understood that this application can also achieve intelligent decision-making internal efficiency through other means. For example: Optionally, an event-driven architecture can be adopted, using event wake-up to achieve asynchronous decoupling of each functional unit, avoiding the blocking of the overall process by the processing delay of a certain unit in the synchronous call mode. Optionally, a modular computing architecture can be adopted, deploying each unit as an independent microservice, and achieving elastic scaling through container orchestration, automatically increasing the number of instances to handle sudden increases in demand.

[0041] The multi-dimensional hierarchical unit 1021 comprehensively classifies transportation demand based on time, object, and spatial dimensions: it converts the time difference between the demand time window information and the current system time into a time priority component; it converts the preset priority level of the object in the object attribute information into an object priority component; and it converts the floor area type to which the destination floor belongs into a spatial priority component.

[0042] Among these, time priority assesses priority from the perspective of the urgency of transportation needs, with shorter distances indicating more urgent needs. The object dimension assesses spatial priority based on the importance of the transported object within the construction system. Spatial priority reduction is achieved by identifying the target time floor type and mapping it to the desired time.

[0043] Specifically, the multi-dimensional hierarchical unit 1021 performs comprehensive hierarchical calculations in three tasks. In the time dimension analysis phase, the unit parses the arrival time information from the data requirement package, extracts the latest required time, reads the current system time, and calculates the time difference. If the time difference is negative, it assigns the lowest priority; if positive, it selects the corresponding coefficient based on the time difference range, using a segmented conversion mechanism: a high conversion coefficient for the 0-30 minute range, a majority conversion coefficient for the 30-120 minute range, and a low conversion coefficient for over 120 minutes, ensuring that time priority reflects the urgency locally. In the object dimension analysis phase, the unit extracts object attribute information from the requirement data package and calls the corresponding priority mapping rules based on the object type identifier. For personnel transportation requirements, Level A management is converted to a value of 95, Level B ordinary workers to a value of 70, and Level C material handlers to a value of 40; for outbound transportation requirements, Level A critical path materials are converted to a value of 90, Level B planned materials to a value of 65, and Level C warehouse material handlers to a value of 35. Querying the floor area conversion configuration table, the active construction area is converted to a score of 85, the construction preparation area to a score of 55, and the construction completed area to a score of 25. After the three-dimensional analysis submodules are completed, the comprehensive score calculation module performs a weighted summation according to the preset weight configuration: Comprehensive Priority Score = Time Priority Value × 0.4 + Object Priority Value × 0.35 + Spatial Priority Value × 0.25.

[0044] It is understood that this application can also achieve multi-dimensional comprehensive classification of transportation demand through other methods. For example, optionally, a dynamic weight adjustment mechanism can be adopted, automatically configuring the weight coefficients of each dimension according to the real-time status of the construction site. When the overdue demand is about to exceed 30%, the weight of the time dimension can be automatically increased to 0.5; when the demand in the active area exceeds 70%, the weight of the space dimension can be increased to 0.35. Optionally, a fuzzy logic reasoning method can be adopted, using three minimal fuzzy definition sets and a fuzzy reasoning rule base for non-comprehensive decision-making, which can better simulate the decision-making process of a human dispatcher. This application does not limit this aspect.

[0045] The intelligent decision-making module 102 performs weighted summation on multiple factors, calculates the comprehensive priority score of each transportation demand, and sorts the transportation demands in the waiting queue from high to low according to the comprehensive priority score. The multiple factors include time priority component, object priority component and space priority component.

[0046] Weighted summation is a mathematical calculation method that sums multiple factors after assigning them weighted scores. The comprehensive priority score is the sum of the three priority scores according to their respective weights, ranging from 0 to 100. The queue uses a dynamically sorted data structure to record the transportation demand records of equipment that have not yet been assigned transportation, arranged from highest to lowest comprehensive priority score.

[0047] The intelligent decision-making module 102 performs comprehensive priority calculation and queue sorting as follows: The module receives three priority weighted scores from the multi-dimensional hierarchical unit 1021. After data gap verification, it calls the weighted summation calculation module, reads the currently effective weight coefficient configuration from the configuration management unit, performs weighted summation skipping the comprehensive priority score, and writes the calculation result into the priority field of the requirement record. A dynamic sorting queue based on a priority heap data structure is maintained. When a newly calculated requirement record is received, it checks if the requirement exists in the queue. If not, an insertion operation is performed, inserting the new requirement into the priority heap. The heap structure automatically adjusts the position of each node based on the comprehensive priority score, moving high-priority requirements to the top of the heap through a floating operation. The time complexity of the insertion module is O(log n). When the scheduling execution module requests the next pending transportation requirement, the queue management module extracts the requirement record with the highest comprehensive priority score from the top of the heap, performs a deletion operation on the top element, and the heap structure automatically floats the second-highest priority requirement to the top. This weighted summation calculation and priority heap maintenance reduces the average waiting time for path materials from 23 minutes under the traditional FIFO queue to 8 minutes.

[0048] In other embodiments of this application, the multi-factor also includes a waiting time correction value, which is calculated based on the waiting time of transportation demand in the waiting queue, and the waiting time correction value increases as the waiting time increases.

[0049] The waiting time value is calculated based on the actual waiting time of transportation demand in the waiting queue, prioritizing the highest priority demand. It increases as the waiting time lengthens to prevent low-priority demands from falling into an infinite waiting state (starvation). The waiting time represents the elapsed time, measured in minutes, between the moment a transportation demand enters the waiting queue and the current system time.

[0050] Specifically, when the waiting queue management module updates the priority of a request in the queue, it first reads the entry timer stored in the request record, subtracts the current system time from the entry time to obtain the waiting duration, and substitutes this waiting duration into the waiting duration modification function for calculation. The modification function adopts a piecewise linear incremental model: for the 0-20 minute interval, the modification value = waiting duration × 0.2; for the 20-40 minute interval, the modification value = 4 + (waiting duration - 20) × 0.4; and for more than 40 minutes, the modification value = 12 + (waiting duration - 40) × 0.6. The system directly adds the calculated waiting duration modification score to the original three-dimensional weighted sum: Comprehensive Priority Score = Time Priority Score × 0.4 + Object Priority Score × 0.35 + Space Priority Score × 0.25 + Waiting Duration Modification Score. The system is set to schedule a task every 3 minutes to recalculate the waiting duration and update the modification score for all unscheduled requests in the waiting queue, triggering a recalculation of the comprehensive priority score and a reordering of the queue. After introducing the waiting time limit, the final waiting time for low-priority requests was reduced from more than 2 hours to less than 80 minutes.

[0051] For super high-rise buildings with a preset height threshold, the adaptive zoning unit 1022 dynamically generates a zoning scheme based on the total height of the building, divides the building into at least two transportation zones in the vertical direction, and sets at least one transfer station at the boundary of the zones.

[0052] The zoning unit dynamically plans the zoning scheme of the transportation area based on the building's vertical height characteristics. A default height threshold is used to determine whether a building is a super high-rise building, requiring a zoning transportation strategy. Zoning transportation refers to the independent transportation areas divided vertically within the building, with each zone equipped with transportation equipment suitable for its floor range. Transfer station zones are located on adjacent boundary floors to facilitate transfers between zones.

[0053] Specifically, the partitioning unit executes the partitioning generation process during system initialization or when the building's total height information is updated. The unit first reads the building's total height parameter and compares it with a preset height threshold. If the building's total height is lower than the preset threshold, it is designated as a normal building and does not require partitioning; a single transport area is directly configured to cover all floors. If the building's total height reaches or exceeds the threshold, the unit further determines the height range for partitioning the building's total height and adopts different strategies for different areas: When the total height falls within the first height range, the building is divided into two partitions: a low-speed transport partition and a high-speed transport partition. The low-speed partition covers lower floors using low-speed, high-capacity equipment, while the high-speed partition covers upper floors using high-speed equipment. A first transfer station is set up at the boundary floor between the two partitions. When the total height falls within the second height range, the building is divided into three partitions: a low-speed transport partition, a medium-speed transport partition, and a high-speed transport partition. A first transfer station is set up at the boundary floor between the low-speed and medium-speed partitions, and a second transfer station is set up at the boundary floor between the medium-speed and high-speed partitions. The floor boundaries of each zone are calculated, typically using an equal division principle or optimized division based on floor functional characteristics. This generates a complete partitioning configuration scheme, including the number of zones, the starting and ending floors of each zone, the location of transfer stations, and the equipment types in each zone. This scheme is then persistently stored. This partitioning mechanism allows buildings of different heights to automatically match the optimal transportation organization scheme.

[0054] It is understood that this application can also achieve building zoning in other ways. For example, optionally, a more granular zoning strategy can be adopted based on the total building height, dividing the building into four transportation zones when the total height exceeds 500 meters, setting up three transfer stations, and equipping each zone with a dedicated ultra-high-speed elevator. Optionally, the boundaries can be dynamically adjusted according to the intensive construction and transportation needs of each floor zone, concentrating more transportation equipment in one zone during peak construction periods, and readjusting the boundaries as the zone construction progresses. This application does not impose any restrictions on this.

[0055] In other embodiments, when the total building height is within a first height range, the adaptive zoning unit 1022 divides the building vertically into two transport zones: a low-speed transport zone and a high-speed transport zone, and sets up a first transfer station on the boundary floor between the two transport zones. When the total building height is within a second height range, the adaptive zoning unit 1022 divides the building vertically into three transport zones: a low-speed transport zone, a medium-speed transport zone, and a high-speed transport zone, and sets up a first transfer station on the boundary floor between the low-speed transport zone and the medium-speed transport zone, and a second transfer station on the boundary floor between the medium-speed transport zone and the high-speed transport zone. The transfer station is equipped with a buffer area and a priority management channel. The buffer area includes multiple storage units, each corresponding to a specific destination floor range. The buffer area automatically identifies materials or personnel arriving at the transfer station, obtains the corresponding destination floor information, determines the corresponding storage unit based on the destination floor range to which the destination floor belongs, and guides the materials or personnel into the corresponding storage unit to wait for transfer. The priority management channel is equipped with at least one fast channel for priority transfer of high-priority transport objects.

[0056] The first and second height zones are different height ranges defined based on the building's total height, replacing two- or three-zone zoning strategies. The low-speed transport zone covers the lower floors of the building and is equipped with low-speed transport equipment. The medium-speed transport zone covers the middle floors and is equipped with medium-speed transport equipment. The high-speed transport zone covers the ground floor and is equipped with high-speed transport equipment. Transfer stations are located at the boundary floors between the low-speed and medium-speed zones, or between the low-speed and high-speed zones. A second transfer station is located at the boundary floor between the medium-speed and high-speed zones. The storage area includes multiple storage units, each corresponding to a specific destination floor range. Temporary storage units are used for transport items waiting for transfers. The priority management channel has at least one fast lane for priority transfers of high-priority transport items.

[0057] Specifically, when the building's total height falls within the first height range, the zoning unit divides the building into two transport zones. The low-speed transport zone covers the basement to the middle floors of the ground floor, equipped with low-speed, high-capacity elevators suitable for transporting large numbers of construction workers. The high-speed transport zone covers the middle floors to the outside, equipped with high-speed elevators suitable for rapid personnel transport and small warehouses. A first transfer station is located at the boundary floor between the two zones; this floor serves as both the low-speed tower and the starting point for the high-speed transport. The low-speed transport zone covers the lowest floor to the first boundary floor, equipped with low-speed, high-capacity equipment; the medium-speed transport zone covers the first boundary floor to the second boundary floor, equipped with medium-speed transport equipment; and the high-speed transport zone covers the second boundary floor to the second boundary floor, equipped with high-speed transport equipment.

[0058] The transfer station is divided into two functional areas: a storage area and a priority management channel. The storage area is divided into multiple storage units based on the floor range of the high-speed zone. For example, if the high-speed zone covers floors 40-80, the storage area is divided into storage units for floors 40-50, 51-60, 61-70, and 71-80. When materials or personnel arrive at the transfer station on low-speed zone equipment, the storage area's identification system automatically reads their destination floor information and determines the corresponding storage unit based on the floor range. The system guides the transported items to the appropriate storage unit for transfer via ground-level displays, electronic screens, or automated guidance devices. When high-speed zone equipment arrives at the transfer station, it prioritizes responding to transfer requests from storage units, connecting transported items to each storage unit sequentially according to floor order. The priority management channel has at least one fast lane. The identification system determines the priority level of transported items arriving at the transfer station. High-priority items are directly guided to the fast lane and enter the storage unit queue. When high-speed node equipment arrives, it prioritizes connecting transported items to the fast lane, ensuring the shortest transfer waiting time for high-priority items. This intermittent mechanism significantly improves the efficiency of vertical transportation in high-rise buildings.

[0059] The intelligent decision-making module 102 adopts a predictive scheduling mechanism: when it detects that materials or personnel are in the transportation equipment of the lower partition and are about to arrive at the transfer station, it calculates the estimated arrival time at the transfer station in advance and schedules the idle transportation equipment of the upper partition to arrive at the transfer station in advance to be ready.

[0060] Among them, predictive scheduling refers to the intelligent decision-making module 102 predicting the arrival time of the transport object at the transfer station in advance based on the operating status of the transport object in the lower partition, and scheduling the idle transport equipment in the upper partition to arrive at the transfer station in advance to wait for the transfer, in order to reduce the waiting time for cross-provincial transfers and improve transportation efficiency.

[0061] Specifically, after the intelligent decision-making module 102 activates the predictive scheduling mechanism, it continuously monitors the real-time operating status of each transportation device. When it detects that a lower-level transportation device is performing a cross-zone transportation task and is about to arrive at the transfer station, the module immediately initiates the predictive scheduling process. The module first reads the current floor from the device's position sensor, the current operating speed and target floor from the device control system, calculates the minimum number of floors the device needs to reach the transfer station, and, based on the device's average speed and stopping time parameters, indicates the estimated time for the device to arrive at the transfer station. For example, if the current device is on the 15th floor and moving upwards, and the transfer station is on the 20th floor, with an average speed of 2 seconds per floor, it is estimated to arrive at the transfer station in 10 seconds. In the idle state, the module selects the device closest to the transfer station from the idle devices and calculates the time required for that device to move from its current position to the transfer station. If this time is less than the estimated arrival time of the lower-level device, it means that the upper-level device can arrive ahead of schedule, and the module immediately sends a movement command to the upper-level device, requesting it to proceed to the transfer station to wait. After receiving the instruction, the upper-level equipment starts moving and goes to the transfer station. At the transfer station, the transfer equipment stops and opens its doors to wait. After the top-level equipment arrives at the transfer station, the object is directly transferred from the lower-level equipment to the waiting upper level and immediately waits in the transfer station equipment area to continue to be transported to the upper level. The waiting time for the entire transfer process has been reduced from an average of 5-8 minutes in the traditional mode to less than 1 minute.

[0062] After the scheduling decision is made, the scheduling execution module 103 receives the corresponding control information and executes the scheduling tasks for the transportation equipment according to the specific control mechanism, including the task allocation of the transfer robots at the transfer station.

[0063] Please see Figure 2 This is a flowchart illustrating the comprehensive classification of multi-dimensional hierarchical units in this application embodiment.

[0064] The multi-dimensional hierarchical unit compares the demand time window information with the current system time to obtain the time difference, converts the time difference into a time urgency value, and obtains the time priority component.

[0065] Among them, the multi-dimensional priority unit compares the demand time window information with the current system time to obtain the time difference, converts the time difference into a time urgency value, and obtains the number of time priorities.

[0066] Specifically, the multi-dimensional hierarchical unit 1021 extracts the latest arrival time of the required time information from the transportation demand data packet, reads the current system timer, and performs subtraction to obtain the time difference. If the time difference is negative, it indicates that the demand has timed out, and the system directly assigns a time priority reduction limit of 100. When the time difference is positive, the module selects the appropriate conversion function based on the time difference range: For time differences between 0 and 30 minutes, a high-sensitivity conversion function is used, with a time urgency value of 90 - (time difference / 30) × 40, distributing the time priority in this range between 50 and 90; for time differences between 30 and 120 minutes, a medium-sensitivity conversion function is used, with a time urgency value of 50 - (time difference - 30) / 90 × 30, distributing the time priority in this range between 20 and 50; for time differences exceeding 120 minutes, a low-sensitivity conversion function is used, with a time urgency value of 20 - (time difference - 120) / 180 × 15, with a minimum of 5, distributing the time priority in this range between 5 and 20. This non-linear conversion mechanism ensures that the needs of time window derivation receive a significant priority boost.

[0067] The multi-dimensional hierarchical unit converts the preset priority level of an object in the object attribute information into an object priority value, thus obtaining the object priority component.

[0068] Specifically, the multi-level unit extracts object attribute information from the transportation demand package. First, it identifies the object type label field to determine whether the transportation object data belongs to personnel, inventory, or equipment. Then, it reads the object's default priority level field. The module maintains three mapping conversion tables, corresponding to the priority conversion rules for personnel objects, material objects, and equipment objects, respectively. For personnel objects, when the preset priority level is A, the personnel conversion table is queried, converting management personnel, special operations personnel, and emergency response personnel to an object priority score of 95; when the preset priority level is B, ordinary operations personnel are converted to an object priority score of 70; when the preset priority level is C, material handlers and critical path materials are converted to an object priority score of 40. For equipment objects, a similar conversion rule is used: A-level priority response devices are converted to a score of 85, B-level priority response devices are converted to a score of 60, and C-level priority response devices are converted to a score of 30. After the module completes the conversion, it returns the object priority value as the object priority.

[0069] In other embodiments, object attribute information includes an object type identifier and an object preset priority level;

[0070] Object type identifiers include personnel identifiers, material identifiers, and equipment identifiers; preset object priority levels include A-level priority, B-level priority, and C-level priority.

[0071] For personnel: Category A is prioritized for management personnel, special operations personnel, and emergency response personnel; Category B is prioritized for general workers; and Category C is prioritized for material handlers and logistics personnel.

[0072] For material objects: Level A priority corresponds to critical path materials, which are materials that affect key construction processes and have strict time windows; Level B priority corresponds to planned materials, which are materials that are needed on the day according to the construction schedule but can be allocated within a time period; Level C priority corresponds to reserve materials, which are materials that are prepared in advance and have no strict time requirements.

[0073] Regarding personnel, Category A prioritizes management personnel, on-the-job workers, and emergency response personnel, who play a key role in construction progress control, safety management, or emergency response; Category B prioritizes general workers, who are the main executors of construction operations; and Category C prioritizes material handlers and logistics personnel, who perform auxiliary work.

[0074] For the items on the list, Category A priority corresponds to critical path materials, which are materials that affect critical construction operations and are time-sensitive, such as ready-mixed concrete necessary for concrete pouring and prefabricated materials necessary for steel structure hoisting. These materials can also directly lead to critical work stoppages. Category B priority corresponds to planned materials, which are materials that are needed according to the construction schedule for the day but can be allocated in large quantities, such as bricks for masonry and mortar for plastering. These materials can be delivered within a certain time period on the same day. Category C priority corresponds to reserve materials, which are materials that are prepared in advance and do not have strict time requirements, such as spare pipes and cables. These materials can be transported to the floor warehouse in advance.

[0075] The classification and grading mechanism enables the system to allocate transportation resources based on the actual importance of the transported objects.

[0076] The multi-dimensional hierarchical unit determines the floor area type to which the target floor belongs, and converts the floor area type into a floor priority value to obtain the spatial priority component.

[0077] Specifically, the multi-level layered unit extracts destination floor information from the transportation demand data packet, queries the floor area configuration table, and obtains the current floor area type. Floor area types include active construction areas, construction preparation areas, and completed construction areas. The module maintains a mapping between floor relationship types and priority values: active construction areas are assigned a floor priority value of 85, as these floors are key areas for current construction, with dense transportation demands and high timeliness requirements; construction preparation areas are converted to a floor priority score of 55, as these floors are entering construction and require advance configuration of materials and equipment; completed construction areas are converted to a floor priority score of 25, as the main structure of these floors is complete, with only minor finishing work or maintenance needs. After the module completes the conversion, it returns the floor priority score as the spatial priority. This spatial priority mechanism based on construction progress status ensures that transportation resources are about to be configured for key construction areas.

[0078] The floor area type is dynamically determined based on the construction progress of each floor, and specifically includes:

[0079] The data acquisition module 101 acquires construction progress information for each floor;

[0080] The multi-dimensional hierarchical unit 1021 divides each floor into an active construction zone, a construction preparation zone, and a construction completion zone based on construction progress information.

[0081] The active construction zone is the current main construction floor and the floors within the preset number of floors above and below it, and has the highest floor priority value.

[0082] The construction preparation area consists of floors that will be under construction within a predetermined time period, and has a medium floor priority value.

[0083] The construction completion area refers to the floors where the main structure has been completed, and has the lowest floor priority value;

[0084] The multi-dimensional hierarchical unit 1021 updates the floor area type of each floor in real time according to changes in the construction progress.

[0085] The floor zone type is dynamically determined based on the construction progress of each floor. The active construction zone includes the currently under-construction floors and the floors above and below them, possessing the highest floor priority. The construction preparation zone comprises floors that will begin construction within the future baseline timeframe, with intermediate floor priority values. The completed construction zone consists of floors where the main structure is finished, possessing the lowest floor priority value.

[0086] Specifically, the data acquisition module 101 obtains real-time construction progress information for each floor from the construction management system, including the construction stage identifier, start time, estimated completion time, and actual completion progress for each floor. This information is then transmitted to multiple hierarchical units. These hierarchical units initiate a floor area division procedure. First, they identify the floors in a given major construction level, such as floors undergoing main structure construction, secondary structure construction, or decoration and finishing work. These floors are marked as core construction floors. Then, the system expands upwards and downwards from the core construction floors, for example, by three floors. All floors within this expanded area are designated as active areas, and the floor type is marked as "active area."

[0087] Further query the detailed construction schedule to filter out the floors that will start construction within the future preset time period, such as the floors in Zone 7 that will start construction in the future. These floors are then classified into the construction preparation area and given the floor area identification type "preparation area".

[0088] The module classifies floors whose main structure is completed but which are not in active construction areas into construction completion areas, and identifies the floor area type as "Completion Area".

[0089] As construction progresses, the construction status of each floor changes. The module is equipped with a timed update mechanism. Every 24 hours, or upon receiving a notification of a significant change in progress, the floor area division procedure is re-executed to update the floor area configuration table, ensuring that the floor area type continuously reflects the latest construction progress status. This dynamic update mechanism allows spatial priority levels to be adjusted according to the construction progress, continuously guiding transportation resources to the currently needed floor areas.

[0090] It is understandable that this application can also achieve dynamic determination of floor area types through other methods. For example, optionally, a multi-stage analysis mechanism can be adopted to further subdivide the active construction area into high-intensity construction sub-areas and medium-intensity construction sub-areas, dynamically adjusting the sub-area classification based on the actual daily transportation volume of each floor, and assigning construction priority scores to the high-intensity construction sub-areas. Optionally, a construction progress prediction model can be introduced to predict the construction status change trend of each floor in the next 3-5 days by analyzing historical construction data, thereby elevating floors about to enter the high-intensity construction phase from the construction preparation area to the active construction area in advance, achieving a clearer division of floor areas.

[0091] In other embodiments of this application, the multi-dimensional hierarchical unit 1021 divides the 24 hours of a day into multiple time priority periods; the time priority periods include periods of concentrated personnel, construction operation periods, and nighttime logistics periods;

[0092] During peak periods of personnel concentration, a higher conversion factor is used when calculating the time priority component of personnel transportation demand, while a lower conversion factor is used when calculating the time priority component of material transportation demand.

[0093] During the construction period, the time priority components of material transportation needs and personnel transportation needs are given the same conversion factor and sorted according to the time urgency of the needs.

[0094] During nighttime logistics periods, a higher conversion factor is used when calculating the time priority component of material transportation demand, large equipment transportation is given priority, and a lower conversion factor is used when calculating the time priority component of personnel transportation demand.

[0095] The multi-dimensional hierarchical unit 1021 divides the 24 hours of a day into multiple time priority refinements, including concentrated personnel, refined construction operations, and refined nighttime logistics. It achieves dynamic adjustment of the priority of different types of transportation needs through differentiated conversion factors.

[0096] Specifically, the multi-level unit maintenance time priority multiple configuration table defines the start and stop times and conversion coefficient rules for each multiple. The personnel concentration multiple is set to 7:00-8:30 AM, 11:30 AM-1:00 PM, and 5:00-6:00 PM on the road, corresponding to peak commuting times and lunch breaks for construction workers. Peak construction operation times are set to 8:30-11:30 AM and 1:00-5:00 PM, representing the main times for normal construction operations. The nighttime logistics peak is set to 6:00 PM to 7:00 AM the next day, suitable for large material and equipment sets. After receiving transportation demand data packets, the module reads the current system time, queries the configuration table to determine the current calculation result, extracts the object type of the transportation demand, and queries the conversion coefficient table based on the combination of calculation type and object type to obtain the corresponding coefficient value. During personnel concentration, the basic time urgency score for personnel transportation demand is multiplied by a personnel conversion coefficient of 1.3, resulting in a 30% reduction in time priority. Conversely, material transportation demand is multiplied by a material conversion coefficient of 0.7, resulting in a 30% reduction in time priority, ensuring access for elevator service personnel.

[0097] During construction operations, both material and personnel transportation needs are converted using a conversion factor of 1.0, maintaining the original time priority coefficients and uniformly sorted according to time urgency to reflect the actual situation of subsequent normal construction needs for personnel and material transportation. Nighttime logistics are improved by multiplying material and equipment transportation needs by a conversion factor of 1.4, reducing time priority by 40%, with an additional priority increase of 20 for large equipment. Personnel transportation needs are multiplied by a conversion factor of 0.6, reducing time priority by 40%, fully utilizing the reduced nighttime personnel activity to concentrate on completing the transportation of large quantities of materials. The adjusted time priority results undergo boundary value checks; values ​​exceeding 100 are set to 100, and values ​​below 0 are set to 0, ultimately returning to the comprehensive priority calculation process.

[0098] The building vertical transportation control equipment in the embodiments of this invention is described below from the perspective of hardware processing. Please refer to [link / reference needed]. Figure 3 This is a schematic diagram of the physical device structure of a building vertical transportation control equipment in the embodiments of this application.

[0099] It should be noted that, Figure 3 The structure of the building vertical transportation control equipment shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of the present invention.

[0100] like Figure 3 As shown, the building vertical transportation control equipment includes a central processing unit (CPU) 301, which can perform various appropriate actions and processes according to a program stored in read-only memory (ROM) 302 or a program loaded from storage section 308 into random access memory (RAM) 303, such as performing the methods described in the above embodiments. The RAM 303 also stores various programs and data required for system operation. The CPU 301, ROM 302, and RAM 303 are interconnected via a bus 304. An input / output (I / O) interface 305 is also connected to the bus 304.

[0101] The following components are connected to I / O interface 305: input section 306 including audio input devices, push-button switches, etc.; output section 307 including liquid crystal display (LCD) and audio output devices, indicator lights, etc.; storage section 308 including hard disks, etc.; and communication section 309 including network interface cards such as LAN (Local Area Network) cards, modems, etc. Communication section 309 performs communication processing via a network such as the Internet. Drive 310 is also connected to I / O interface 305 as needed. Removable media 311, such as disks, optical disks, magneto-optical disks, semiconductor memories, etc., are installed on drive 310 as needed so that computer programs read from them can be installed into storage section 308 as needed.

[0102] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing computer programs for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 309, and / or installed from removable medium 311. When the computer program is executed by central processing unit (CPU) 301, it performs the various functions defined in the present invention.

[0103] It should be noted that specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this invention, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0104] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. Each block in a flowchart or block diagram may represent a module, program segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those shown in the drawings.

[0105] Specifically, the building vertical transportation control device in this embodiment includes a processor and a memory. The memory stores a computer program, and when the computer program is executed by the processor, it implements the building vertical transportation control system provided in the above embodiment.

[0106] In another aspect, the present invention also provides a computer-readable storage medium, which may be included in the building vertical transportation control device described in the above embodiments; or it may exist independently and not assembled into the building vertical transportation control device. The storage medium carries one or more computer programs, which, when executed by a processor of the building vertical transportation control device, cause the building vertical transportation control device to implement the building vertical transportation control system provided in the above embodiments.

[0107] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

[0108] As used in the above embodiments, depending on the context, the term "when..." can be interpreted as meaning "if...", "after...", "in response to determining...", or "in response to detecting...". Similarly, depending on the context, the phrase "when determining..." or "if (the stated condition or event) is interpreted as meaning "if determining...", "in response to determining...", "when (the stated condition or event) is detected", or "in response to detecting (the stated condition or event)".

[0109] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. This program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM or random access memory (RAM), magnetic disks, or optical disks.

Claims

1. A building vertical transportation control system, characterized in that, The system includes a data acquisition module, an intelligent decision-making module, and a scheduling and execution module; The data acquisition module obtains the object attribute information, destination floor information, and demand time window information of the transported objects, which include materials and personnel. The intelligent decision-making module includes a multi-dimensional hierarchical unit and an adaptive partitioning unit; The multi-dimensional classification unit comprehensively classifies transportation demand based on time, object, and spatial dimensions: it converts the time difference between the demand time window information and the current system time into a time priority component; it converts the preset priority level of the object in the object attribute information into an object priority component; and it converts the floor area type to which the destination floor belongs into a spatial priority component. The intelligent decision-making module performs a weighted summation of multiple factors to calculate the comprehensive priority score of each transportation demand, and sorts the transportation demands in the waiting queue from high to low according to the comprehensive priority score. The multiple factors include time priority component, object priority component and space priority component. The adaptive zoning unit is for super high-rise buildings above a preset height threshold. It dynamically generates a zoning scheme based on the total height of the building, divides the building into at least two transportation zones in the vertical direction, and sets at least one transfer station at the boundary of the zones. The intelligent decision-making module adopts a predictive scheduling mechanism: when it detects that materials or personnel are in the transportation equipment of the lower-level zone and are about to arrive at the transfer station, it calculates the estimated arrival time at the transfer station in advance and schedules the idle transportation equipment of the upper-level zone to arrive at the transfer station in advance to be ready.

2. The system according to claim 1, characterized in that, The multi-dimensional classification unit comprehensively classifies transportation demand based on time, object, and spatial dimensions, specifically including: The multi-dimensional hierarchical unit compares the demand time window information with the current system time to obtain a time difference, and converts the time difference into a time urgency value to obtain a time priority component. The multi-dimensional hierarchical unit converts the preset priority level of the object in the object attribute information into an object priority value to obtain the object priority component. The multi-dimensional hierarchical unit determines the floor area type to which the target floor belongs, and converts the floor area type into a floor priority value to obtain a spatial priority component.

3. The system according to claim 1, characterized in that, The adaptive zoning unit, for super high-rise buildings exceeding a preset height threshold, dynamically generates a zoning scheme based on the total building height, dividing the building vertically into at least two transportation zones, and setting at least one transfer station at the zone boundary, specifically including: When the total height of the building is within the first height range, the adaptive zoning unit divides the building vertically into two transportation zones: a low-speed transportation zone and a high-speed transportation zone, and sets up the first transfer station on the floor at the boundary between the two transportation zones. When the total height of the building is in the second height range, the adaptive zoning unit divides the building vertically into three transportation zones: a low-speed transportation zone, a medium-speed transportation zone, and a high-speed transportation zone. A first transfer station is set up on the floor at the boundary between the low-speed transportation zone and the medium-speed transportation zone, and a second transfer station is set up on the floor at the boundary between the medium-speed transportation zone and the high-speed transportation zone. The transfer station is equipped with a buffer area and a priority management channel; The cache area includes multiple storage units, each corresponding to a specific destination floor range; The buffer zone automatically identifies materials or personnel arriving at the transfer station, obtains the corresponding destination floor information, determines the corresponding storage unit based on the destination floor range, and guides the materials or personnel into the corresponding storage unit to wait for transfer. The priority management channel is equipped with at least one fast lane for priority transfer of high-priority transport passengers.

4. The system according to claim 2, characterized in that, The multi-dimensional hierarchical unit divides the 24 hours of a day into multiple time priority periods; the time priority periods include periods of concentrated personnel, construction operation periods, and nighttime logistics periods. During the peak period of personnel concentration, a higher conversion factor is used when calculating the time priority component of personnel transportation demand, and a lower conversion factor is used when calculating the time priority component of material transportation demand. During the construction period, the time priority components of material transportation needs and personnel transportation needs are assigned the same conversion factor and sorted according to the time urgency of the needs. During the nighttime logistics period, a higher conversion factor is used when calculating the time priority component of material transportation demand, large equipment transportation is given priority, and a lower conversion factor is used when calculating the time priority component of personnel transportation demand.

5. The system according to claim 2, characterized in that, The object attribute information includes the object type identifier and the object's preset priority level; The object type identifiers include personnel identifiers, material identifiers, and equipment identifiers; the preset priority levels for objects include A-level priority, B-level priority, and C-level priority. For personnel: Category A is prioritized for management personnel, special operations personnel, and emergency response personnel; Category B is prioritized for general workers; and Category C is prioritized for material handlers and logistics personnel. For material objects: Level A priority corresponds to critical path materials, which are materials that affect key construction processes and have strict time windows; Level B priority corresponds to planned materials, which are materials that are required on the day according to the construction schedule but can be allocated within a time period; Level C priority corresponds to reserve materials, which are materials that are prepared in advance and have no strict time requirements.

6. The system according to claim 2, characterized in that, The floor area type is dynamically determined based on the construction progress of each floor; The data acquisition module obtains construction progress information for each floor; The multi-dimensional hierarchical unit divides each floor into an active construction zone, a construction preparation zone, and a construction completion zone based on the construction progress information. The active construction zone is the current main construction floor and the floors within a preset number of floors above and below it, and has the highest floor priority value. The construction preparation area refers to the floors that will be under construction within a predetermined time period and has a medium floor priority value. The construction completion area refers to the floors where the main structure has been completed, and has the lowest floor priority value. The multi-dimensional hierarchical unit updates the floor area type of each floor in real time according to changes in the construction progress.

7. The system according to claim 1, characterized in that, The multi-factor also includes a waiting time correction value, which is calculated based on the waiting time of transportation demand in the waiting queue, and the waiting time correction value increases as the waiting time increases.

8. A building vertical transportation control device, characterized in that, The building vertical transportation control device includes: one or more processors and a memory; the memory is coupled to the one or more processors, the memory is used to store computer program code, the computer program code includes computer instructions, and the one or more processors call the computer instructions to cause the building vertical transportation control device to implement the system as described in any one of claims 1-7.

9. A computer-readable storage medium comprising instructions, characterized in that, When the instruction is executed on the building vertical transportation control device, the building vertical transportation control device enables the system as described in any one of claims 1-7.

10. A computer program product, characterized in that, When the computer program product is run on the building vertical transportation control equipment, the building vertical transportation control equipment enables the system as described in any one of claims 1-7.

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