Boarding gate lighting control method and electronic device

Abstract

The present disclosure provides a boarding channel lighting control method and electronic equipment, and relates to the technical field of airport lighting control. The method comprises the following steps: in response to the current time not being in a preset shielding period, periodically acquiring running data and scene parameters corresponding to a target gate, the running data comprising flight dynamic data and operation and maintenance scheduling data; determining a passenger passage period based on the flight dynamic data, and determining an operation and maintenance period based on the operation and maintenance scheduling data; generating a lighting control instruction based on the passenger passage period, the operation and maintenance period or the scene parameters, and forming a to-be-issued instruction queue; screening and sorting the lighting control instructions in the to-be-issued instruction queue according to priority, and issuing the lighting control instruction with the highest priority to the channel lighting equipment of the target gate. According to the embodiment of the present disclosure, the control efficiency of boarding channel lighting can be improved.

Description

Technical Field

[0001] This disclosure relates to the field of airport lighting control technology, and in particular to a method and electronic device for controlling lighting in boarding passageways. Background Technology

[0002] Boarding bridges are core passageways at civil aviation airports, facilitating passenger boarding and disembarking. Their lighting systems directly impact passenger safety and airport operational efficiency. Currently, most airports in the industry still rely on manual on-site control for boarding bridge lighting: lighting maintenance personnel manually turn on the lights at each gate before each flight and turn them off afterward, or operate them via local wall-mounted control panels on the boarding bridges. These control methods are inefficient and pose significant safety and energy consumption risks: firstly, if maintenance personnel fail to turn on the lights promptly, passengers are prone to bumps, slips, and other accidents in dimly lit passageways, leading to a poor passenger experience and negatively impacting the airport's service reputation; secondly, manual operation is prone to errors such as missed or delayed lighting, resulting in significant energy waste.

[0003] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0004] This disclosure provides a method and electronic device for controlling boarding passage lighting, which improves the management efficiency of boarding passage lighting to at least a certain extent.

[0005] Other features and advantages of this disclosure will become apparent from the following detailed description, or may be learned in part from practice of this disclosure.

[0006] According to one aspect of this disclosure, a method for controlling lighting in boarding gates is provided, comprising: periodically acquiring operational data and scenario-based parameters corresponding to a target gate in response to the current time not being within a preset blocking period; the operational data including flight dynamic data and maintenance operation scheduling data; wherein, the lighting equipment in the gate of the target gate is turned off during the blocking period; determining the passenger passage period based on the flight dynamic data and the maintenance operation period based on the maintenance operation scheduling data; generating lighting control instructions and forming a queue of instructions to be issued based on the passenger passage period, the maintenance operation period, or the scenario-based parameters; wherein the passenger passage period and the maintenance operation period are used to define the effective operation window in which lighting needs to be maintained in the gate, and the scenario-based parameters are used to adjust the optical output parameters in the lighting control instructions; filtering and sorting the lighting control instructions in the queue of instructions to be issued according to priority, and issuing the lighting control instruction with the highest priority to the lighting equipment in the gate of the target gate.

[0007] In one embodiment of this disclosure, the method further includes: obtaining a list of target aircraft positions with automatic control enabled to determine the target aircraft positions and their corresponding automatic control rules.

[0008] In one embodiment of this disclosure, the lighting control commands in the command queue to be issued are filtered and sorted according to priority, including: prioritizing the lighting control commands based on time; and / or, verifying the command queue to be issued, and if both a light-on command and a light-off command exist within a set time interval, then removing the light-off command; and / or, removing similar and / or identical lighting control commands after they have been sent a set number of times within the set time interval.

[0009] In one embodiment of this disclosure, a lighting control command is generated and a queue of commands to be issued is formed based on passenger passage time, maintenance operation time and scenario parameters. This includes: determining the first lighting start time and the first lighting stop time corresponding to the passenger passage time based on the early start offset and delayed stop offset configured in the set automatic control rules, and determining the second lighting start time and the second lighting stop time corresponding to the maintenance operation time; and generating corresponding light-on command and light-off command based on the first lighting start time, the first lighting stop time, the second lighting start time and the second lighting stop time.

[0010] In one embodiment of this disclosure, a lighting control command is generated and a queue of commands to be issued is formed based on passenger passage time, maintenance operation time or scenario parameters. The method further includes: determining a matching target scene template in a pre-configured lighting scene library based on scenario parameters; generating an optical output parameter command based on the optical output parameter configuration corresponding to the target scene template; wherein the optical output parameter command is issued in association with the light-on command, or is updated and issued based on the changed scenario parameters during the effective period of the light-on command.

[0011] In one embodiment of this disclosure, the method further includes: obtaining the actual usage time of the channel of the target gate and the actual operating status of the channel lighting equipment of the target gate corresponding to the actual usage time. The actual usage time of the channel includes the actual arrival time of the flight, the actual time of the flight entering the gate, the actual docking time of the boarding bridge, the actual start time of passenger boarding, and the actual start time of passenger disembarkation. If the aisle lighting equipment is not turned on, a forced lighting command will be generated and immediately sent to the aisle lighting equipment of the target position.

[0012] In one embodiment of this disclosure, the method further includes: obtaining the actual end time of the channel of the target gate and the actual operating status of the channel lighting equipment of the target gate corresponding to the actual end time of the channel. The actual end time of the channel includes the actual departure time of the flight, the actual departure time of the flight from the gate, the actual removal time of the boarding bridge, and the actual end time of passenger boarding. If the aisle lighting equipment is not turned off, a turn-off command is generated and sent to the aisle lighting equipment at the target location.

[0013] In one embodiment of this disclosure, the method further includes: after issuing a lighting control command, delaying for a preset time to obtain the actual operating status of the target camera station channel lighting equipment; in response to the inconsistency between the actual operating status and the command requirements of the lighting control command, re-pushing the lighting control command; in response to the cumulative number of pushes of the same lighting control command reaching a preset threshold and still not being consistent, marking an anomaly and recording it in the control log.

[0014] In one embodiment of this disclosure, the method further includes: receiving a manual remote control instruction for a target location, the manual remote control instruction being associated with a preset valid duration; executing the manual remote control instruction within the valid duration and intercepting lighting control instructions in the pending instruction queue whose execution time overlaps with the valid duration; and resuming the issuance of automatically generated lighting control instructions in the pending instruction queue in response to the expiration of the valid duration.

[0015] According to another aspect of this disclosure, an electronic device is provided, comprising: a memory for storing program instructions; and a processor for calling the program instructions stored in the memory to implement the above-described boarding gate lighting control method.

[0016] According to another aspect of this disclosure, a computer program product is provided, the computer program product including program instructions for implementing the above-described boarding gate lighting control method.

[0017] The technical solutions provided in this disclosure can include the following beneficial effects: This embodiment of the disclosure significantly reduces energy consumption by introducing preset shielding periods to avoid ineffective lighting during periods of ample natural daylight. Relying on a periodic acquisition and change response mechanism for operational data, it adapts in real-time to flight dynamics and the dynamic changes in maintenance operations, accurately defining the effective working windows that require lighting maintenance. This avoids passenger safety hazards and a decline in service experience caused by lighting lag, while also preventing energy waste during periods without work. Simultaneously, by dynamically adjusting optical output parameters through scenario-based parameters, the lighting effect is adapted to actual environmental needs. Under the premise of ensuring passage safety and service quality, it achieves refined and intelligent management of boarding channel lighting, significantly reducing manual maintenance costs and improving emergency response efficiency.

[0018] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0019] 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.

[0020] Obviously, the accompanying drawings described below are merely some embodiments of this disclosure. Those skilled in the art can obtain other drawings based on these drawings without any creative effort.

[0021] Figure 1 This diagram illustrates a flowchart of a boarding gate lighting control method according to an embodiment of the present disclosure; Figure 2 This diagram illustrates a flowchart of the manual control command processing in an embodiment of this disclosure. Figure 3 This diagram illustrates a flight coordination process according to an embodiment of the present disclosure; Figure 4 This diagram illustrates a command processing flowchart according to an embodiment of the present disclosure; Figure 5 This diagram illustrates a flowchart of another boarding gate lighting control method according to an embodiment of the present disclosure; Figure 6 A structural block diagram of an electronic device according to an embodiment of the present disclosure is shown. Detailed Implementation

[0022] To facilitate understanding of the technical solutions of this disclosure, the disclosure will be further described below with reference to the accompanying drawings.

[0023] The terms "first" and "second," etc., used in this disclosure are only used to distinguish different objects and not to describe a specific order. The terms "comprising" and "having," and any variations thereof, in the embodiments of this disclosure are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may also include steps or units not listed.

[0024] Throughout this disclosure, the references to "embodiments" do not necessarily refer to the same embodiments, nor are they independent or alternative embodiments mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that the embodiments described in this disclosure can be combined with other embodiments.

[0025] In the embodiments of this disclosure, "at least one" refers to one or more, "more" refers to two or more, "at least two" refers to two or three or more, and "and / or" is used to describe the relationship between associated objects. The character " / " generally indicates that the associated objects before and after are in an "or" relationship.

[0026] To ensure aisle lighting and safety when passengers board and disembark via boarding bridges (PBBs), the lighting maintenance team typically turns on the aisle lights before each flight and turns them off after each flight. The team primarily controls the lights manually using control panels installed on the walls of the boarding aisles. This method has the following problems: any person can operate the lighting equipment, lacking access control; it requires manual on-site operation, resulting in low efficiency; there is no centralized management across the entire terminal, making it impossible to view and control the aisle lighting from a central control room; there are instances where the lighting is turned on during non-essential times (daytime and when no passengers are boarding or disembarking), leading to energy waste; and there is a lack of abnormal state detection and intelligent scene adaptation.

[0027] To address the aforementioned issues, this disclosure provides a boarding passageway lighting control scheme that enables refined automatic control of passageway lighting, allowing for automatic start and stop of lighting on demand, reducing lighting energy consumption, and effectively improving the level of automated and intelligent operation and management of civil aviation airports.

[0028] The following detailed description of this exemplary implementation method is provided in conjunction with the accompanying drawings and embodiments.

[0029] Figure 1 A flowchart illustrating a boarding gate lighting control method according to an embodiment of this disclosure is shown. This method can be executed by any electronic device with computing power. Figure 1 As shown, the boarding passage lighting control method includes S101-S103.

[0030] In S101, in response to the current time not being within the preset blocking period, the operation data and scenario parameters corresponding to the target stand are periodically acquired. The operation data includes flight dynamic data and operation and maintenance scheduling data. During the blocking period, the channel lighting equipment of the target stand is turned off.

[0031] The preset shielding periods can be flexibly configured by users according to actual operational needs. They can usually correspond to daytime periods with sufficient natural light, but can also be temporarily adjusted according to cloudy days, special security tasks, equipment installation, and other scenarios.

[0032] When entering the shielding period, a light-off command will be automatically issued to ensure that the lighting equipment in the target machine station passage is reliably turned off, thus avoiding ineffective energy consumption in the case of sufficient natural light during the day; when exiting the shielding period, the process of acquiring operation data will be retried to ensure the continuity of control.

[0033] Operational data is acquired through periodic polling, with the polling frequency configurable according to the airport's operational rhythm (e.g., minute-level) to ensure real-time capture of dynamic changes in various data types: flight dynamic data is used to predict passenger traffic demand, while maintenance and operation scheduling data is used to identify lighting needs for non-passenger operations.

[0034] In S102, passenger travel time periods are determined based on flight dynamic data, and maintenance operation time periods are determined based on maintenance operation scheduling data.

[0035] In some embodiments, passenger travel periods may be determined based on flight dynamic data and maintenance operation periods may be determined based on maintenance operation scheduling data in response to changes in operational data.

[0036] Changes to operational data include, but are not limited to, adjustments to flight estimated / actual arrival / departure times and updates to the start and end times of maintenance work orders. Any change to any data source will trigger a recalculation of the travel time period to avoid time period deviations caused by static scheduling.

[0037] The determination of the operation and maintenance work period is based on the start and end time of the operation and maintenance work scheduling data, plus the preset pre-start buffer time and post-stop buffer time, to ensure that the lighting is turned on before the operation and maintenance personnel enter the site and the lighting is turned off after the operation is completed, filling the lighting blind spot in the operation and maintenance scenario in the traditional lighting control solution.

[0038] In S103, lighting control instructions are generated and a queue of instructions to be issued is formed based on passenger passage time, maintenance operation time or scenario parameters. Passenger passage time and maintenance operation time are used to define the effective operation window for maintaining lighting in the passage, and scenario parameters are used to adjust the optical output parameters in the lighting control instructions.

[0039] In S104, lighting control commands in the command queue to be issued are filtered and sorted by priority, and the lighting control command with the highest priority is issued to the channel lighting equipment of the target position.

[0040] First, passenger traffic periods and maintenance operation periods are merged to obtain an effective operation window covering all personnel activity needs, avoiding the problem of repeated instruction switching when the two types of periods overlap. When scenario parameters (including season, weather, real-time light intensity, etc.) change, the optical output parameters such as brightness and color temperature in the lighting control instructions are adjusted synchronously to adapt the lighting effect to the actual environmental requirements: for example, automatically increasing brightness in cloudy or rainy weather, and automatically adjusting the color temperature in winter to improve visual comfort. The highest priority lighting control instructions are issued to the lighting equipment at the target aircraft position to ensure that the instruction response speed matches the actual needs on site, avoiding lighting lag problems in scenarios such as flight delays and sudden weather changes.

[0041] In some embodiments, the method further includes obtaining a list of target aircraft stands with enabled automatic control to determine the target aircraft stands and their corresponding automatic control rules. Some aircraft stands within the airport (such as temporary support stands and test stands) may be configured in manual control mode. By pre-maintaining this list, stands that do not need to be connected to the automatic control process can be automatically filtered to avoid issuing invalid commands. At the same time, it allows administrators to flexibly adjust the automatic control activation status of the stands through the central control interface to adapt to temporary scheduling needs. The automatic control rules pre-associated with each target aircraft stand support differentiated configuration according to the stand attributes (such as the concourse to which it belongs, the type of flight it supports, and the aisle structure). For example, stands supporting wide-body aircraft can be configured with a longer turn-on lighting advance, while stands supporting short-haul flights can be configured with a shorter turn-off lighting delay, meeting the personalized operational needs of different stands.

[0042] In the above embodiments, the lighting control commands in the command queue to be issued may include light-on commands, light-off commands, and / or optical output parameter commands.

[0043] The instruction queue is the core carrier for achieving orderly management of multiple instructions. This embodiment does not directly issue a single generated instruction. Instead, it first compares the newly generated instruction with cached instructions of the same type and from the same device in the queue. If there is a conflict in the instruction's execution time, the old instruction is automatically replaced. If there is no conflict, the instruction is inserted into the queue according to its execution sequence, avoiding the receipt of duplicate or contradictory instructions from the same device within a short period. After the queue is updated, instructions are issued sequentially according to a preset time sequence, ensuring the accuracy of instruction execution timing and facilitating unified management of subsequent extended processes such as manual intervention and anomaly detection.

[0044] In some embodiments, lighting control commands in the queue to be issued are filtered and sorted by priority, including: prioritizing lighting control commands based on time; and / or, verifying the queue to be issued, and if both turn-on and turn-off commands exist within a set time interval, then the turn-off command is rejected; and / or, similar and / or identical lighting control commands within the set time interval are rejected after being sent a set number of times. By logically comparing commands within the same control cycle (i.e., the set time interval), logical contradictions in commands caused by complex scenarios such as flight delays and overlapping work orders can be effectively avoided. When turn-on and turn-off commands conflict, the turn-off command is automatically canceled, ensuring continuous lighting in the passageway during any period of personnel activity, fundamentally eliminating the risk of passengers or maintenance personnel suddenly encountering darkness in the passageway, reflecting the control principle of "safety first".

[0045] In some embodiments, lighting control instructions are generated and a queue of instructions to be issued is formed based on passenger passage time periods, maintenance operation time periods, and scenario-based parameters. This includes: determining the first lighting start time and the first lighting stop time corresponding to the passenger passage time period based on the early start offset and delayed stop offset configured in the set automatic control rules, and determining the second lighting start time and the second lighting stop time corresponding to the maintenance operation time period; and generating corresponding light-on instructions and light-off instructions based on the first lighting start time, the first lighting stop time, the second lighting start time, and the second lighting stop time.

[0046] Taking a double-bridge gate configuration as an example: If the gate is pre-configured with an early opening offset of 15 minutes and a late closing offset of 10 minutes, and the passenger passage period for arriving flight CZ3101 is 09:00-09:25 (from disembarkation after docking to before gate removal), then the first lighting turn-on time is 08:45 (15 minutes forward from 09:00), and the first lighting turn-off time is 09:35 (10 minutes backward from 09:25). Simultaneously, there is a gate inspection work order for this gate, with a planned maintenance period from 09:30-10:30. Therefore, the second lighting turn-on time is 09:20 (10 minutes forward from 09:30), and the second lighting turn-off time is 10:35 (5 minutes backward from 10:30). After merging the two time periods, a final instruction is generated to turn on the lights at 08:45 and turn them off at 10:35, covering both passenger passage needs and the lighting requirements for inspection operations.

[0047] In some embodiments, generating lighting control instructions and forming a queue of instructions to be issued based on passenger passage time, maintenance operation time, or scenario parameters, further includes: determining a matching target scene template in a pre-configured lighting scene library based on scenario parameters; generating an optical output parameter instruction based on the optical output parameter configuration corresponding to the target scene template; wherein the optical output parameter instruction is issued in association with the lighting instruction, or is updated and issued based on the changed scenario parameters during the lighting instruction's effective period.

[0048] Taking scene adaptation as an example: In the pre-configured lighting scene library, the optical output parameters associated with the "Summer Sunny Day" template are 80% brightness and 4000K color temperature, while the "Rainy Evening" template has 100% brightness and 3500K color temperature. If the system exits the shielding period at 08:00, the current scene parameters are "July, Sunny Day". The system will match the "Summer Sunny Day" template, and the generated optical output parameter command will be sent in conjunction with the 08:45 lighting command, simultaneously adjusting the channel lighting to adapt to the brightness and color temperature of a sunny day. If a sudden rainstorm occurs at 10:00, the scene parameters will change to "July, Rainstorm, Evening". The system will re-match the "Rainy Evening" template and will directly send the updated optical output parameter command during the lighting command period, dynamically increasing brightness and adjusting color temperature to adapt to the visual needs under severe weather conditions.

[0049] In some embodiments, the actual usage time of the target aircraft stand's passageway and the corresponding actual operating status of the passageway lighting equipment can also be obtained. The actual passageway usage time includes the actual flight arrival time, the actual flight entry time into the aircraft stand, the actual boarding bridge docking time, the actual passenger boarding start time, and the actual passenger disembarkation start time. By monitoring these time points, it is possible to accurately predict when the aircraft stand passageway will enter a phase requiring lighting due to high passenger flow or frequent ground operations. If the passageway lighting equipment is not turned on, a forced lighting command is generated and immediately issued to the passageway lighting equipment of the target aircraft stand. This ensures that the passageway lighting is ready before flight support operations or passenger passage, effectively avoiding insufficient light due to human error or equipment malfunction, thereby ensuring passenger safety and aircraft stand operation safety, and improving the overall service quality and operational reliability of the airport.

[0050] In some embodiments, the actual end time of use of the target aircraft stand's passageway and the actual operating status of the corresponding actual end time of use of the passageway lighting equipment can also be obtained. The actual end time of use includes the actual departure time of the flight, the actual departure time of the flight from the aircraft stand, the actual dismantling time of the boarding bridge, and the actual end time of passenger boarding. By monitoring the above time points, it is possible to accurately determine whether the aircraft stand passageway has entered the stage where personnel evacuation or operations are completed and no lighting is required. If the passageway lighting equipment is not turned off, a light-off command is generated and issued to the passageway lighting equipment of the target aircraft stand. In this way, unnecessary lighting can be cut off in a timely manner, maximizing the conservation of energy resources and reducing airport operating costs while meeting actual operational needs; at the same time, it reduces the ineffective operating time of equipment, extends the service life of lighting equipment, and achieves refined and automated management of aircraft stand lighting.

[0051] The following examples illustrate the above logic in specific flight scenarios to facilitate a clear understanding of the passenger travel time calculation process: Taking an arriving flight as an example, the system obtains the following flight dynamic data: scheduled arrival time 08:30, estimated arrival time 08:35 (delayed by 5 minutes due to flow control), and actual arrival time 08:33; the boarding bridge docking status data is: docking completion time 08:36, and dismantling completion time 09:10. The actual data for the passenger disembarkation process is: disembarkation start time 08:38 and disembarkation end time 08:55. When determining the passenger disembarkation start time, the system prioritizes the actual disembarkation start time (08:38) as the benchmark; when determining the passenger disembarkation end time, it combines the disembarkation end time (08:55) and the preset delay offset after bridge dismantling (e.g., 5 minutes) to finally determine the passenger passage period for this arriving flight as 08:38-09:00 (from docking completion to bridge dismantling delay), ensuring that the lighting needs of the entire process from boarding bridge docking to complete evacuation are covered.

[0052] Taking a departing flight as an example, the flight dynamic data is as follows: planned departure time 10:00, estimated departure time 10:05, actual departure time 10:03; the boarding bridge docking status data is as follows: bridge docking completion time 09:20, bridge dismantling completion time 10:08. The actual passenger boarding process data is as follows: boarding start time 09:40, boarding end time 10:01. When the system determines the passenger boarding start time, it combines the planned departure time (10:00) and the preset early opening offset (e.g., 20 minutes), initially determining it to be 09:40, which matches the actual boarding start time; when determining the passenger boarding end time, it adds the actual bridge dismantling completion time (10:08) to the delayed closing offset (e.g., 5 minutes), ultimately determining the passenger passage period for this departing flight to be 09:40-10:13 (from the start of boarding to the delayed closing after bridge dismantling), ensuring lighting during the passenger boarding process while avoiding the risk of premature light shut-off due to flight delays.

[0053] In some embodiments, flight dynamic data includes aircraft type and gate data; the method may further include determining the type of the target gate based on the gate data; if the type of the target gate is a twin-bridge gate and the number of active end channels to be activated by the aircraft type is at least two, generating concurrent lighting control instructions for at least two active end channels; if the number of active end channels to be activated by the aircraft type is a single, generating concurrent lighting control instructions for a single active end channel.

[0054] By reading the data of the target aircraft position, it can be quickly determined whether it is a single-bridge aircraft position (configured with only 1 movable end, suitable for docking of single-door aircraft) or a double-bridge aircraft position (configured with at least 2 movable ends, suitable for docking of double-door aircraft).

[0055] The "number of active end passages required for the aircraft type" is obtained based on the pre-configured aircraft type-passage mapping rules matched with the aircraft type data: when the target aircraft type is a wide-body aircraft requiring dual-bridge docking, at least two active end passages must be activated simultaneously to cover the passage requirements of the front and rear cabin doors. This disclosure simultaneously generates and issues lighting control commands for these at least two active end passages to ensure that the passage paths on both sides are illuminated simultaneously, avoiding differences in brightness when passengers cross areas and eliminating potential safety hazards.

[0056] When only a single movable end passage needs to be activated (corresponding to a narrow-body aircraft with a single cabin door), lighting control commands are generated and issued only for that single movable end passage, without needing to illuminate other idle movable end passages. This minimizes ineffective energy consumption while ensuring lighting coverage of the area corresponding to the cabin door. Furthermore, this disclosure can automatically match the cabin door position based on aircraft data, ensuring that the single activated movable end passage is precisely aligned with the aircraft cabin door, avoiding misalignment between the lighting area and the passageway.

[0057] In some embodiments, the above method may further include Figure 2 S201-S203 are shown.

[0058] In S201, a manual remote control command for the target machine position is received, and the manual remote control command is associated with a preset validity period. In S202, within the effective duration, execute manual remote control commands and intercept lighting control commands in the command queue whose execution time overlaps with the effective duration; In S203, in response to the expiration of the effective duration, the issuance of lighting control commands in the pending command queue is resumed.

[0059] This disclosed embodiment, by intercepting overlapping lighting control commands within the effective duration, completely avoids logical conflicts between manual operation and automatic control, preventing lighting flickering or frequent device start-stop caused by repeated command switching, and ensuring the stability and controllability of lighting status in scenarios such as operation and maintenance debugging and special protection. Simultaneously, the automatic control recovery mechanism after the effective duration expires eliminates the cumbersome process of manually resetting the system after manual operation, avoiding long-term energy waste caused by forgetting to turn off manual mode, thus balancing operational flexibility and system autonomy.

[0060] In some embodiments, the above method further includes: after issuing a lighting control command, delaying for a preset time to obtain the actual operating status of the target machine position channel lighting equipment; in response to the inconsistency between the actual operating status and the command requirements of the lighting control command, re-pushing the lighting control command; in response to the cumulative number of pushes of the same lighting control command reaching a preset threshold and still not being consistent, marking an anomaly and recording it in the control log.

[0061] After each lighting control command (including commands to turn on, turn off, or adjust optical parameters) is issued, it is not assumed that the command has been successfully executed. Instead, a delayed detection process is initiated: after a buffer period (i.e., a preset duration) during which the device hardware responds and reports its status, the actual operating status of the target camera's channel lighting equipment (such as on / off status, brightness value, and color temperature value) is actively queried. The collected actual status is compared with the initially issued command requirements. If an inconsistency is found (e.g., the command requires the light to be on but it is not actually on, or the command requires 80% brightness but it is only 50% in reality), the command re-push process is automatically triggered. To prevent command storms or bus congestion caused by equipment failure, a cumulative push threshold is set. When the number of re-pushes for the same command reaches the upper limit and the status is still not corrected, retrying stops, the camera is marked as abnormal and recorded in the control log, awaiting manual intervention.

[0062] The delayed status acquisition design avoids misjudgments caused by device response delays, while the cumulative push threshold prevents invalid commands from blocking the communication bus, ensuring stability in high-concurrency scenarios. Furthermore, the automatic marking and logging of abnormal states transforms passive manual inspections into proactive anomaly alerts, significantly reducing the difficulty of troubleshooting for maintenance personnel, enabling precise fault location and rapid handling, and further enhancing the level of intelligent airport operations and maintenance.

[0063] Based on the same inventive concept, this invention also provides a boarding passage lighting control system, which includes a first terminal, a second terminal, and a server. The first terminal is a handheld terminal (APP) used by the operator, and the second terminal is a web client used by the administrator. The two terminals have isolated permissions and are used respectively to perform on-site lighting operations and system parameter configuration. The server, as the core processing unit, communicates with the flight dynamics system, the work order system, and the on-site lighting equipment to execute the automatic control method disclosed herein.

[0064] In some embodiments, administrators configure rules and perform global monitoring via the web interface; operators perform remote manual intervention via the APP interface; and the server is responsible for core logic operations.

[0065] In some embodiments, the system described above can integrate multiple functional modules to achieve automated control of boarding gate lighting. The settings module, serving as the configuration hub for system operation, is primarily responsible for defining the behavioral logic and applicable scope of automatic control. Its configuration interface is typically accessed and operated by an administrator via a second terminal (Web client).

[0066] Specifically, the settings module is used to configure the operating parameters of the automatic control module, covering flight linkage rules, timed on / off rules, gate grouping strategies, and control rule binding relationships. Administrators can pre-configure diverse flight linkage and timed on / off strategies, and group gates with the same or similar attributes according to actual on-site operational needs. Then, specific linkage control rules are bound to each group to meet the differentiated lighting control requirements of different jet bridge areas.

[0067] Regarding flight linkage rules, the settings module supports detailed configuration of the automatic linkage logic between lighting and flight dynamics, including the activation status of each rule and specific time offset parameters. For example, the system can be configured to trigger a lighting activation command in advance based on the estimated arrival time of arriving flights, and the specific advance duration can be set; whether to trigger a delayed lighting deactivation command based on the boarding bridge docking signal, and the delay duration can be set; for departing flights (including pre-flight and transit types), it can be configured to turn on the lighting in advance based on the planned departure time and the corresponding advance amount; at the same time, it can also be configured to delay turning off the lighting after the bridge closure signal is generated. In addition, considering the actual situation of sufficient natural light during the day, the settings module supports configuring a blocking period. Administrators can set the start and end times of the blocking period, and the system will automatically block the linkage control logic based on flight dynamics during the period to avoid unnecessary energy consumption.

[0068] In addition to flight-based linkage, the settings module also includes a timed on / off rule configuration function. This function allows administrators to add multiple on / off commands based on absolute time points within a rule group to accommodate non-flight-driven lighting needs such as holidays or special support missions.

[0069] To facilitate unified management of large-scale aircraft stands, the settings module provides an aircraft stand grouping function. This function allows aircraft stands that require the same control logic to be grouped together, and also supports one-click grouping according to the airport's physical concourse structure, greatly improving configuration efficiency.

[0070] Finally, the settings module distributes policies through the rule binding function. Administrators can associate preset groups with specific flight linkage rules and timed on / off rules, or set groups to manual control mode. When manual control mode is selected, the aircraft positions within that group will no longer respond to commands from the automatic control module, but will instead accept manual intervention from the remote control module, thus achieving flexible human-machine collaborative management.

[0071] The device communication module is used to configure the basic information of the front-end devices, obtain the real-time status of the lighting at both the fixed and moving ends of the boarding bridge, send control commands, and obtain the boarding bridge's docking and disengagement statuses. The basic information of the front-end devices includes the device IP address, port, communication protocol, and resolution method; the lighting device status includes on / off status, brightness, and color temperature; and the control commands include on / off status, brightness, and color temperature settings for the lighting devices, supporting both single and batch control.

[0072] The remote control module provides centralized management functions through an app and a web interface. Administrators can view the status of all terminal lighting equipment on the overview page and directly click the switch icon next to the status to turn the corresponding lighting on or off. They can also use the batch setting function to control lighting for the entire area or the terminal as a whole. When controlling lighting remotely, a time period can be set to disable automatic control; during this period, the automatic control module will not control the equipment, addressing the need for manual control priority in certain scenarios.

[0073] The flight status module is used to obtain real-time flight plans, flight status, and passenger status of the airport, providing a basis for the automatic control module to determine the usage time of lighting equipment. Among them, flight plans and flight status include, but are not limited to: flight type (arrival, departure; pre-flight, post-flight, transit), gate, aircraft type, planned time, estimated time, and actual time; passenger status includes: boarding start, boarding end, disembarkation start, and disembarkation end.

[0074] The scene management module is used to preset and customize lighting scenes, as well as automatically match the current application scene. The system presets lighting scenes based on conditions such as season and weather, such as summer - high brightness, rainy day - high color temperature; it also supports administrators adding custom scenes as needed. During automatic control, the scene module matches the current application scene based on parameters such as the current season, weather, and the priority of each scene.

[0075] The work order linkage module integrates with external work order systems, obtains the estimated time for maintenance, inspection, and other work orders, and provides the data to the automatic control module. It also provides automatic lighting control when airport maintenance personnel need to use the boarding bridges for work.

[0076] The automatic control module integrates flight data, equipment status, scene parameters, and work order information to generate lighting control commands. Flight linkage is the core of the automatic control module. By analyzing flight plans and dynamic data, it predicts when passengers will use the boarding bridge, thereby enabling the lighting to turn on in advance and turn off after a delay. The linkage logic is based on passenger flow time judgment to ensure that the lighting operates automatically during passenger boarding and disembarking.

[0077] like Figure 3 and Figure 4As shown, the system calculates the start and end times of passenger access to the aisle lighting based on flight information (including planned time, estimated time, and actual time) and boarding bridge status (including docking time and disembarkation time). For arriving flights requiring lighting on, the criteria for determining the start time of passenger disembarkation include the estimated arrival time, actual arrival time, boarding bridge docking time, and disembarkation start time. The estimated and actual arrival times are used to estimate the time passengers will spend using the boarding bridge, triggering an early lighting activation. The docking time and disembarkation start time serve as actual verification criteria. When a flight docks or disembarkation begins, the system immediately checks the lighting status; if it is not on, it is forcibly turned on as a fault-tolerance mechanism to handle data anomalies. For arriving flights requiring lighting off, the criteria for determining the end time of passenger disembarkation include the boarding bridge docking time and a preset disembarkation duration, or an optional disembarkation end time. Combined with a delayed shutdown time parameter, the lighting is turned off after passengers have disembarked to ensure safe departure. For departing flights requiring lighting to be on, the criteria for determining the passenger boarding start time include the scheduled departure time minus a preset time (this parameter is a system parameter covering the period from boarding to takeoff, which can be configured by the airport according to actual operational conditions), or an optional boarding start time. Lighting is turned on in advance to guide passengers onto the plane. For departing flights requiring lighting to be off, the criteria for determining the passenger boarding end time include the estimated departure time, actual departure time, boarding bridge dismantling time, and an optional boarding end time. The lighting status is checked when passengers actually stop using the boarding bridge; if it is not off, it is turned off after a delay according to the configured rules.

[0078] The automatic control module executes control based on the calculated start and stop times, combined with the configuration of the settings module and the system's built-in rules. These rules offer significant flexibility and adaptability. Specific execution logic includes: for arriving flights, lighting is turned on in advance based on the passenger boarding start time minus the advance time; after docking at the bridge, lighting is turned off after a delay based on the docking time plus the delay time. For departing flights (including pre-flight and transit flights), lighting is turned on in advance based on the planned departure time minus the advance time; after bridge removal, lighting is turned off after a delay based on the removal time plus the delay time. The module has built-in conflict handling logic. When both the light-on and light-off trigger conditions are met simultaneously within the same time period, the light-on command is executed first to ensure passage safety. During preset blocking periods, the system automatically blocks the linkage control logic, issuing a light-off command at the start of the blocking period and a light-on command at the end. If the target aircraft stand is under manual control, the module automatically filters all automatically generated lighting control commands to ensure the priority of manual operation.

[0079] The system supports multi-level differentiated control granularity to adapt to different operational scenarios. In gate-based control mode, the system sends unified control commands to all fixed and mobile channels of the target gate, applicable to the entire process of regular flight support. In channel-based refined control mode, the system issues targeted commands based on the arrival and departure progress of flights. For example, when passengers are disembarking from an arriving flight, only the mobile channel and the corresponding fixed channel in the arrival direction are opened to reduce unnecessary energy consumption. In aircraft type adaptive control mode, for dual-bridge gates, the system extracts aircraft type data from flight information. If it is a wide-body aircraft, multiple mobile channel lightings are controlled simultaneously; if it is a small or medium-sized aircraft, only a single mobile channel lighting is controlled, achieving precise adaptation of lighting resources.

[0080] Work order linkage, as an extension function of the automatic control module, integrates information from external maintenance and inspection work order systems to automatically synchronize lighting with work order times. It automatically turns on the corresponding area lighting before the work order begins and automatically turns it off after the work order ends, ensuring lighting needs are met during maintenance operations. At the scenario application level, the automatic control module and the scenario management module work together, simultaneously retrieving the currently suitable scenario parameters when generating control commands, dynamically adjusting output parameters such as brightness and color temperature to adapt to lighting needs in different environments.

[0081] The complete execution process of the automatic control module includes three stages: First, the data acquisition stage, which receives flight and passenger dynamic information from the flight dynamics module, obtains the control rules for the corresponding gate from the settings module, obtains maintenance work order information from the work order linkage module, and obtains the currently matched scene parameters from the scene management module; second, the time calculation stage, which calculates the lighting start and stop times for each flight according to the rules configured in the settings module; and finally, the instruction generation stage, which converts the calculated time points and scene parameters into sendable lighting control instructions and pushes them to the device communication module for execution.

[0082] After the system sends a device control command, the anomaly detection module delays for a certain period of time before obtaining the operating status of the corresponding device. It compares the command with the device status; if they do not match, an anomaly is marked, the result is recorded in the command control log, and the command is re-sent.

[0083] The lighting control history query interface can be used to query three types of logs: manual remote control commands, automatic control commands, and system parameter settings.

[0084] The logs for both manual and automatic control include operation time, operator, terminal type, device information, command type, command issuance result, command execution result, and flight information. Operation time records the server system time at the time of the operation. The operator is recorded as the username and name of the logged-in user during manual remote control, and "AUTO" during automatic control. Terminal type is categorized as "WEB" or "APP" (handheld terminal) depending on the client type during manual remote control, and "AUTO" when controlled by the automatic control module. Device information includes the terminal, gate, and passageway information for the controlled lighting equipment. Command type is categorized as power on / off. Command issuance result is the result of the command traveling from the remote control module and automatic control module to the device communication module. Command execution result is a comparison between the real-time device status and the issued command; consistency indicates success, discrepancy indicates failure. Flight information indicates the flight information used by the system to generate control commands during automatic control.

[0085] System parameter settings include operation time, operator, setting content, and setting result. Operation time is the system time at the time of setting; operator is the username and name of the user logged into the system at the time of setting; setting content is the input parameter record at the time of setting; and setting result is the result of the program executing the parameter settings.

[0086] It should be noted that although several modules or units for action execution have been mentioned in the detailed description above, this division is not mandatory. In fact, according to embodiments of this disclosure, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided and embodied by multiple modules or units.

[0087] Furthermore, some of the block diagrams shown in the attached figures are functional entities and do not necessarily correspond to physically or logically independent entities.

[0088] Figure 5 A boarding passageway lighting control method is shown, which can be applied to the above-mentioned boarding passageway lighting control system. The method includes S501-S505.

[0089] In S501, obtain the list of machine station channels with automatic control enabled, and determine the target machine station channel and automatic control rules; Specifically, the system obtains a list of camera positions with enabled automatic control, reads each one to form the target camera position and its corresponding automatic control rules, and then generates the corresponding automatic control commands for channel lighting.

[0090] In S502, obtain the shift schedule related to the channel lighting work within a set time period for the target camera position channel; Specifically, the set duration can be, for example, the next two hours, the two hours before or after, or other editable and adjustable durations. The schedule list related to aisle lighting work can include flight information (including arrival and departure types, aircraft type, planned arrival time, estimated arrival time, actual arrival time, planned departure time, estimated departure time, and actual departure time), passenger information (including boarding start, boarding end, disembarkation start, and disembarkation end), boarding bridge status information (including bridge docking time and bridge dismantling time), and / or aisle-related maintenance task schedule information.

[0091] In S503, several channel lighting automatic control commands are generated and a control command queue is formed based on the automatic control rules and shift list of the target machine position channel. Specifically, based on the automatic control rules, automatic control instructions for channel lighting are generated one by one for each time point involved in the shift schedule, and multiple automatic control instructions for channel lighting form a queue.

[0092] In S504, the control command queue is sorted and filtered according to the automatic control rules of the target camera position channel to form channel lighting control commands to be issued and issued in sequence.

[0093] Specifically, based on time periods, when there is overlap or conflict, the light-on command takes precedence over the light-off command; the same command will not be repeated after being issued three times.

[0094] In S505, the real-time status of the target station's channel lighting is obtained, and the lighting status is verified in conjunction with the issued channel lighting control commands.

[0095] This disclosed embodiment enables the automatic activation of aisle lighting in advance when passengers board or disembark via the fixed and movable ends of the boarding bridge, and the automatic deactivation of the lighting after passengers have finished using the boarding bridge. Simultaneously, through flight linkage, remote anomaly detection, adaptive lighting scenes, and maintenance / inspection linkage, it achieves refined control of lighting equipment, reduces energy consumption, and improves airport automation levels.

[0096] Based on the same inventive concept, this disclosure also provides an electronic device. For example... Figure 6 As shown, the electronic device provided in this embodiment includes a processor 601 and a memory 602; the memory 602 is used to store program instructions; the processor 601 is used to call the program instructions stored in the memory 602 to implement the boarding passage lighting control method described in the above method embodiment.

[0097] In some embodiments, the processor 601 is a device with data processing capabilities, including but not limited to a central processing unit (CPU), a field-programmable gate array (FPGA), and other programmable logic devices. The processor 601 may include one or more processing cores.

[0098] In some embodiments, the memory 602 is a device with data storage capability, including but not limited to random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and flash memory.

[0099] In some embodiments, the processor 601 and memory 602 can be configured separately or integrated together. As an example, the processor 601 and memory 602 can be integrated on a single board or a system on a chip (SOC).

[0100] like Figure 6 As shown, the electronic device provided in this embodiment may further include an interface 603. The interface 603 is connected between the processor 601 and the memory 602, enabling information exchange between the processor 601 and the memory 602. In some embodiments, the processor 601, the memory 602, and the interface 603 are interconnected via a bus 604.

[0101] In some embodiments, there may be one or more processors 601.

[0102] In some embodiments, there may be one or more memories 602.

[0103] In some embodiments, there may be one or more interfaces 603.

[0104] In some embodiments, the memory 602 stores one or more program instructions. When the one or more program instructions are executed by the one or more processors 601, the one or more processors 601 implement the boarding gate lighting control method described in the above method embodiments and achieve the corresponding technical effects.

[0105] In some embodiments, the electronic device may also communicate with one or more external devices, such as a keyboard, pointing device, Bluetooth device, etc. In some embodiments, the electronic device may also communicate with one or more devices that enable a user to interact with the electronic device. In some embodiments, the electronic device may also communicate with devices that enable the electronic device to communicate with one or more other computing devices. In some embodiments, the above communication may be performed through interface 603.

[0106] Understandable Figure 6 The illustrated structure does not constitute a specific limitation on the electronic device. In some embodiments, the electronic device may include... Figure 6 The number of components shown may be more or fewer. In some embodiments, the electronic device has... Figure 6 Based on the diagram, some components can be combined, some components can be separated, or different component arrangements can be made.

[0107] In some embodiments, Figure 6 The components shown can be implemented in hardware, software, or a combination of both.

[0108] Based on the same inventive concept, this disclosure also provides a computer-readable storage medium storing program instructions. When the program instructions are executed by a computer, they implement the boarding passage lighting control method described in the above method embodiments, achieving the corresponding technical effects.

[0109] In some embodiments, the computer-readable storage medium can be any available medium capable of storing program instructions or a data storage device such as a data center containing one or more available media. In some embodiments, the available medium can be a magnetic medium, an optical medium, or a semiconductor medium, etc. As an example, a magnetic medium can be a floppy disk, a hard disk, a magnetic tape, etc. As an example, an optical medium can be a high-density digital video optical disc. As an example, a semiconductor medium can be a solid-state drive.

[0110] Based on the same inventive concept, this disclosure also provides a computer program product, which includes program instructions for implementing the boarding gate lighting control method described in the above method embodiments. When executed by a computer, the program instructions cause the computer to implement the boarding gate lighting control method described in the above method embodiments, achieving the corresponding technical effects. In specific implementations, the program instructions can be written using any combination of one or more programming languages. The program instructions can be executed entirely on the user device, partially on the user device, as a standalone software package, partially on the user device and partially on a remote device, or entirely on a remote device or server.

[0111] Those skilled in the art will understand that all or part of the steps of the above embodiments can be specifically implemented in the following forms: a completely hardware implementation, a completely software implementation, or an implementation combining hardware and software aspects.

[0112] The above description is merely a specific embodiment of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A method for controlling lighting in boarding passageways, characterized in that, include: In response to the current time not being within the preset blocking period, the system periodically acquires the operational data and scenario-based parameters corresponding to the target aircraft stand. The operational data includes flight dynamic data and operation and maintenance scheduling data. During the blocking period, the aisle lighting equipment of the target aircraft stand is turned off. Passenger travel time periods are determined based on the flight dynamic data, and maintenance operation time periods are determined based on the maintenance operation scheduling data; Based on the passenger passage period, the maintenance operation period, or the scenario parameters, lighting control instructions are generated and a queue of instructions to be issued is formed; wherein, the passenger passage period and the maintenance operation period are used to define the effective operation window in which lighting needs to be maintained in the passage, and the scenario parameters are used to adjust the optical output parameters in the lighting control instructions; The lighting control commands in the queue of commands to be issued are filtered and sorted according to priority, and the lighting control command with the highest priority is issued to the channel lighting equipment of the target position.

2. The method according to claim 1, characterized in that, The method further includes: Obtain a list of target aircraft stations with enabled automatic control to determine the target aircraft stations and their corresponding automatic control rules.

3. The method according to claim 1, characterized in that, The step of filtering and sorting the lighting control commands in the queue of commands to be issued according to priority includes: Prioritize lighting control commands based on time. And / or, the queue of instructions to be issued is checked. If both the light-on and light-off instructions exist within the set time interval, the light-off instruction is discarded. And / or, similar and / or identical lighting control commands within a set time interval are discarded after a set number of times.

4. The method according to claim 1, characterized in that, The step of generating lighting control commands and forming a queue of commands to be issued based on the passenger passage period, the maintenance operation period, or the scenario parameters includes: Based on the early start offset and delayed stop offset configured in the set automatic control rules, the first lighting start time and the first lighting stop time corresponding to the passenger passage period are determined, and the second lighting start time and the second lighting stop time corresponding to the operation and maintenance period are determined. Based on the first lighting turn-on time, the first lighting turn-off time, the second lighting turn-on time, and the second lighting turn-off time, corresponding light-on and light-off commands are generated.

5. The method according to claim 4, characterized in that, The process of generating lighting control commands and forming a queue of commands to be issued based on the passenger passage period, the maintenance operation period, or the scenario-based parameters also includes: Based on the aforementioned scene parameters, a matching target scene template is determined from the pre-configured lighting scene library; Based on the optical output parameter configuration corresponding to the target scene template, generate optical output parameter instructions; The optical output parameter command is issued in association with the light-on command, or is updated based on the changed scenario-specific parameters during the effective period of the light-on command.

6. The method according to claim 1, characterized in that, The method further includes: The actual usage time of the passageway at the target aircraft stand and the actual operating status of the lighting equipment in the passageway corresponding to the actual usage time are obtained. The actual usage time of the passageway includes the actual arrival time of the flight, the actual time of the flight entering the aircraft stand, the actual time of the boarding bridge docking, the actual start time of passenger boarding, and the actual start time of passenger disembarkation. If the aisle lighting equipment is not turned on, a forced lighting command is generated and immediately sent to the aisle lighting equipment of the target machine position.

7. The method according to claim 1, characterized in that, The method further includes: The actual end time of the passageway of the target aircraft stand and the actual operating status of the lighting equipment of the passageway corresponding to the actual end time of the target aircraft stand are obtained. The actual end time of the passageway includes the actual departure time of the flight, the actual departure time of the flight from the aircraft stand, the actual removal time of the boarding bridge, and the actual end time of passenger boarding. If the aisle lighting equipment is not turned off, a turn-off command is generated and sent to the aisle lighting equipment of the target machine position.

8. The method according to claim 1, characterized in that, The method further includes: After the lighting control command is issued, the actual operating status of the target machine position channel lighting equipment is obtained after a preset delay. In response to a discrepancy between the actual operating state and the requirements of the lighting control command, the lighting control command is re-sent; If the cumulative number of pushes of the same lighting control command reaches a preset threshold and still does not match, an anomaly is marked and recorded in the control log.

9. The method according to claim 1, characterized in that, The method further includes: Upon receiving a manual remote control command for the target machine position, the manual remote control command is associated with a preset validity period; Within the effective duration, execute the manual remote control command and intercept lighting control commands in the command queue whose execution time overlaps with the effective duration; In response to the expiration of the effective duration, the issuance of lighting control commands in the pending command queue is resumed.

10. An electronic device, characterized in that, include: Memory, used to store program instructions; A processor is configured to invoke the program instructions stored in the memory to implement the boarding passage lighting control method as described in any one of claims 1 to 9.

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