Computerized method for operating a digital twin representing a personal security checking system

Abstract

A computerized method for operating a digital twin representing a personal security checking system, comprising the following method steps: Obtaining influencing data that influence the operation of the personal security checking system; simulating the operation of the personal security checking system with the aid of the digital twin on the basis of the influencing data; generating output data on the basis of at least one simulation, wherein the output data are provided for operating the personal security checking system and / or for operating an entity separate from the personal security checking system.

Description

[0001] title

[0002] Computerized method for operating a digital twin representing a personal security control system

[0003] Description

[0004] Technical field

[0005] The invention relates to a computerized method for operating a digital twin representing a personal security control system as well as a data processing system, a computer program and a computer-readable (storage) medium.

[0006] background

[0007] Personal security screening systems are used at airports to screen passengers and their baggage or belongings in order to detect prohibited items such as weapons and explosives before they cause damage. Screening using personal security screening systems serves to protect against criminal acts directed against, for example, the aircraft, the crew, or other passengers. Personal security screening systems typically separate a security area, which must be entered to access boarding, from the rest of the airport environment.

[0008] Personal security screening systems typically include a baggage scanner, usually in the form of an X-ray scanner, and a person scanner, usually in the form of a metal detector or body scanner.

[0009] Because every passenger and their carry-on baggage must go through the security screening system, a backlog can quickly develop. If this isn't processed quickly enough, it has adverse effects on passengers, airport operators, and aircraft operators. This can lead to passengers missing their flights, passengers spending less time in the security area and generating less revenue in duty-free shops or restaurants, or aircraft being held up, which can even negatively impact subsequent air traffic.

[0010] However, the operation of the personal security screening system requires a large amount of personnel and machinery, so it is also disadvantageous to operate more personal security screening systems than necessary because this is associated with high costs and wasted resources.

[0011] There is therefore a need to optimize the operation of the personal security control system.

[0012] The invention therefore has the object of providing a method which enables an optimized operation of the personal security control system.

[0013] Furthermore, the invention has the object of providing a data processing system, a computer program and a computer-readable (storage) medium which are intended to carry out the method in order to enable an optimized operation of the personal security control system.

[0014] Summary of the invention

[0015] This object is achieved by a computerized method for operating a digital twin representing a personal security control system according to claim 1. The subject matter of the invention is therefore a computerized method for operating a digital twin representing a personal security control system, comprising the method steps of obtaining influencing data that influence the personal security control system in its operation, simulating the operation of the personal security control system with the aid of the digital twin based on the influencing data, and generating output data based on at least one simulation, wherein the output data is provided for operating the personal security control system and / or for operating an entity separate from the personal security control system. This object is further achieved by a data processing system according to claim 19.The invention therefore relates to a data processing system comprising means for carrying out the steps of the computerized method according to the invention.

[0016] This object is further achieved by a computer program according to claim 20. The invention therefore relates to a computer program for carrying out the computerized method according to the invention.

[0017] This object is further achieved by a computer-readable (storage) medium according to claim 21. The invention therefore relates to a computer-readable (storage) medium comprising instructions which, when executed by a computer, cause the computer to carry out the method according to the invention.

[0018] The measures according to the invention make it possible to simulate the flow of people and / or baggage over the next seconds, minutes, hours, days, weeks, or months in the digital twin and to identify future utilization and potential problems before they occur in the physical system, particularly in the real personal security screening system. The physical system is operated using the output data in order to react accordingly to the upcoming or predicted utilization and / or to upcoming or predicted problems in the real personal security screening system.

[0019] The measures according to the invention have the advantage that future utilization (e.g., in the next few hours or days) and / or potential problems of the personal security screening system can be predicted, allowing the personal security screening system to be operated optimally in accordance with the upcoming requirements and / or potential problems. The available resources can thus be used optimally.

[0020] Further, particularly advantageous embodiments and developments of the invention emerge from the dependent claims and the following description.

[0021] For the sake of readability, it should be noted that the terms "baggage" and "piece of baggage", unless otherwise stated, include not only a suitcase, which can usually only be transported in the cargo hold of an aircraft, or a piece of cabin-suitable baggage or hand luggage, such as a handbag, a small backpack or a cabin trolley, which can be taken into the passenger cabin of the aircraft, but also other items such as wallets, mobile phones, etc., which are "checked in" or treated like a piece of baggage for the purpose of security checks. Therefore, the term "piece of baggage" is used collectively below. Baggage refers to one or more pieces of baggage belonging to the passenger.

[0022] The personal security screening system serves not only to screen passengers, but also to screen other individuals, such as cabin crew, cleaning staff, sales staff, etc. For the sake of clarity, passengers are used below to represent the individuals screened using the personal security screening system, as they make up the largest proportion. Other individuals are therefore included accordingly.

[0023] The personal security screening system and the method according to the invention can also be used in areas other than air traffic. For example, they can be used for events such as concerts, locations with increased security requirements such as courts or museums, in shipping, etc. However, the personal security screening system is preferably a personal security screening system for air traffic. Accordingly, the computerized method is preferably intended for operating a digital twin representing a personal security screening system for air traffic.

[0024] The digital twin represents the underlying physical system, i.e., the technical system in the real world. In particular, the digital twin digitally maps the physical personnel security screening system. The physical system includes the personnel security screening system. Other entities of the physical system, such as the environment of the personnel security screening system, can also be represented in the digital twin. However, the digital twin can also map the personnel security screening system exclusively.

[0025] By simulating the operation of the personal security screening system using the digital twin, the current situation can be mapped or represented. Based on the influence data, the digital twin replicates the physical system, in particular the physical personal security screening system, in its current situation. Computerized output data can be generated from the current situation. For this purpose, logic can be provided that recognizes certain criteria. For example, if it is determined that more passengers are present than expected, output data can be generated to react to this. This can, for example, activate parts of the personal security screening system, as discussed in more detail below.

[0026] When simulating the operation of the personal security screening system using the digital twin, a future situation can also be mapped or represented. Based on the impact data, the digital twin simulates the expected development of the scenario in the physical system, particularly in the physical personal security screening system. For example, it is possible to simulate how a delay in screening due to the failure of a sub-area of ​​the personal security screening system affects subsequent screening, as discussed in more detail below. The future situation can also simulate a specific time period in the future. For example, the future situation can be simulated with a fixed time horizon, for example, 5 minutes deducted from the current time.However, several points in the future can also be simulated, for example the situation in 5 minutes, in 10 minutes, in one hour, etc.

[0027] It should be noted that the simulation can be designed to be output in a format that is understandable to humans, particularly graphically represented. For example, the passenger security screening system and the flow of people and / or baggage occurring within it can be graphically displayed on a screen. However, the simulation can also be designed to be executable in a format that is understandable only to computers. In this case, no graphical representation of the simulation is provided. This allows for the simulation to be executed with less computing power.

[0028] The computerized process can generate replay data designed to display the simulation graphically, for example, on a screen. This allows an employee operating the personal security screening system to better understand the current or future situation and respond appropriately.

[0029] However, the computerized process can also be designed in such a way that no playback data is generated. This reduces the computational effort and enables faster implementation of the computerized process.

[0030] The physical personnel security screening system is preferably operated simultaneously with the digital twin to detect deviations. For example, a further simulation based on the current impact data is preferably performed for a time-delayed scenario a time range, such as a few seconds, minutes, or hours, in the future, in order to detect errors early and, for example, to report them to the personnel security screening system. This can be done in parallel or in fast motion.

[0031] The personal security control system preferably has at least one scanner and particularly preferably at least a first scanner for baggage and a second scanner for persons.

[0032] It should be noted that in security technology, devices that search for concealed objects in a non-contact and non-destructive manner are called scanners. The scanner can be, for example, a CT scanner, a body scanner, an X-ray scanner (especially an X-ray inspection device), and / or a metal detector. The use of a scanner reduces personnel requirements and increases security, for example, because personnel do not have to pat down the passenger.

[0033] Furthermore, the personal security control system preferably has a

[0034] The baggage handling system transports the piece of luggage. With some baggage handling systems, the piece of luggage can be placed directly onto the baggage handling system. However, it has proven advantageous to use baggage carriers. This ensures that no small items are lost. A baggage carrier is designed to receive and carry baggage within the personal security screening system. The baggage carrier can, for example, be box-shaped. Baggage carriers are also known as load carriers or trays. Baggage carriers typically have four walls and a floor, thus creating an interior space into which baggage can be placed.

[0035] It has proven particularly advantageous that the personal security screening system is designed such that each piece of luggage to be screened, for example as a group of luggage or as an individual piece of luggage, must be placed in a luggage carrier device. This reduces the risk of damage to the personal security screening system and / or the luggage itself and reduces the risk of loss of the luggage or parts of the luggage. This also offers the advantage that a standardized object, namely the luggage carrier device, is moved through the luggage conveyor system. This allows for better prediction of the behavior of the luggage (or the luggage carrier device) in the luggage conveyor system.

[0036] The personal security screening system preferably comprises a baggage acceptance point where the baggage is accepted from the passenger by the personal security screening system, and a baggage delivery point where the baggage is returned to the passenger by the personal security screening system.

[0037] The computerized procedure can be performed on a computer. The computer can be part of the personal security screening system or separate from it. In both cases, the computer controls the personal security screening system.

[0038] The computerized method can be implemented in a centralized computer environment. The computerized method can also be implemented in a distributed computer environment. The computerized method can be executed on a programmable logic controller.

[0039] Particularly preferably, the computerized method is carried out on a computer which is linked to a programmable logic controller and provides the output data to the programmable logic controller, wherein the programmable logic controller is designed to control the personal security control system or parts thereof on the basis of the output data.

[0040] The influence data is data that influences the personal security control system in its operation.

[0041] Influence data may include status data, where the status data relates to the status of the personal security control system.

[0042] According to one aspect of the invention, the influencing data comprises sensor data, in particular real-time sensor data, from at least one sensor, in particular at least one sensor of the personal security control system. This allows for the most realistic, in particular up-to-date, representation of the personal security control system and its (current) state in the digital twin.

[0043] The sensor data can be provided by a sensor outside the passenger security screening system. For example, a sensor located at an airport parking lot can record the number of vehicles in the parking lot, which allows for inferences about the number of passengers. This sensor data can be computerized during the computerized process to incorporate this information into the computerized process.

[0044] Preferably, the sensor data is obtained from a sensor in the personal security screening system. For example, as discussed in the relevant section, this could be a sensor located in the personal security screening system that detects items of luggage and / or passengers in the personal security screening system. This has the advantage of avoiding latency, because, for example, there is no need to estimate the time it takes a passenger to travel from the parking space to the personal security screening system. This enables a simulation of the personal security screening system with rapid adaptation to events in the physical system.

[0045] The sensor data preferably relate to at least one of the aspects listed below, in particular describe at least one of the aspects listed below, namely: the detection of a piece of luggage and / or the type of piece of luggage and / or the weight or mass of at least one piece of luggage, in particular exactly one single piece of luggage, and / or a dimension of a piece of luggage, for example the volume of a piece of luggage, and / or the detection of a person, in particular a passenger, and / or a property of a person and / or a behavior of a person and / or a temperature and / or wear and tear, and / or the passing of a point by a piece of luggage and / or a person, in particular within the personal security screening system the utilization of the personal security screening system.

[0046] The at least one sensor preferably detects the passengers and / or the luggage or baggage in the personal security screening system. Particularly preferably, the personal security screening system includes the sensor.

[0047] The sensor data preferably relate to and / or describe a state of the personal security control system and / or its environment.

[0048] The detection of a piece of luggage and / or a passenger can be achieved using a camera, light barriers, proximity sensors (e.g., time-of-flight, radar, infrared, etc.), touch sensors, or a switch or button. When using a camera, the captured image is preferably evaluated using image recognition to verify the detection of the piece of luggage using software. A similar approach can be used when using radar technology.

[0049] Particularly preferably, the type of baggage is also recorded, for example, whether it is a backpack, a bag, a mobile phone, a set of keys, a wallet, etc. This is preferably recorded using a camera. As will be discussed below, this can be used, for example, to determine whether typical items checked in by most airline passengers are missing. The personal security screening system is preferably designed to inform the passenger that such a typical item is obviously missing, i.e., has not been checked in for the purpose of screening. This can also be taken into account in the digital twin, because searching for and subsequently handing over the missing piece of baggage is likely to take some time. The missing item and the resulting delay in screening can thus be taken into account in the simulation.

[0050] The weight (or mass) of at least one piece of luggage can be recorded using scales. Several pieces of luggage can be recorded together. For example, the weight (or mass) of a group of luggage items located on a device, such as a section of a roller conveyor or a conveyor belt, of the personal security screening system can be recorded together. For this purpose, a scale can be provided, for example, which records the mass of the entire device, including the load. Mathematically, the mass of the group of luggage items, for example, can be determined computerized, since the mass of the device is known. However, it has proven particularly advantageous if the weight of the luggage of a single passenger, in particular the weight of a single piece of luggage or a group of luggage items checked in together, is recorded individually.Recording the weight of luggage, for example, makes it possible to determine if the luggage being carried is too heavy. This may require clarification with the passenger in question and / or the payment of an additional fee. The same applies to oversized luggage. This usually leads to delays. The computerized process therefore simulates operations based on the influencing data from this sensor data and how the excess baggage affects the flow of people or the flow of luggage in the passenger security screening system. Based on this, output data is generated that allows the passenger security screening system to be operated in a way that is adapted to the current situation. This way, for example, the flow of people and / or the flow of luggage can be influenced or redirected as quickly as possible, if necessary even in real time, thus avoiding delays.At least one dimension of a piece of luggage can be detected or checked, for example, using the camera and / or the light barriers, the proximity sensor, the touch sensor, or the switch or button. As discussed in the context of weight, oversized luggage can also cause a delay. Simulation allows the consequences of the detected oversize to be identified and appropriate steps to be initiated to respond appropriately, i.e., to redirect the flow of people.

[0051] Once at least one dimension, in particular the volume, of the piece of luggage has been determined, the mass can be calculated or estimated using computer technology. For this purpose, a typical density of the piece of luggage or luggage can be assumed, for example. Preferably, the type of luggage or luggage is determined based on an additional sensor. For example, a camera can be used to determine the type of luggage, and based on this, a typical density can be assigned to the piece of luggage, from which the weight is determined. Conversely, the volume can of course be determined using computer technology from the density and weight.

[0052] The scale can be designed to ensure that downstream components of the personal security screening system are not overloaded. For example, this can ensure that the scanner is not overloaded.

[0053] By capturing a person, especially a passenger, this person can be represented in the digital twin, so that the current situation in the personal security screening system can be simulated as accurately as possible using the digital twin.

[0054] The characteristics of a person, especially a passenger, can include attributes such as their age, origin, gender, clothing style, etc. This allows for an estimate of the person's expected behavior. For example, older people (e.g., 75-year-olds) statistically require longer to be checked than younger people (e.g., 35-year-olds).

[0055] A person's behavior can, for example, determine whether they appear very tired. This also allows us to estimate the person's expected behavior during the check. For example, a tired person will statistically take longer to complete the check than a well-rested person.

[0056] Temperature measurement can be achieved using a thermocouple, a thermometer, a thermal imaging camera, or similar devices. Temperature measurement allows for the detection of damage or impending damage to the personal security screening system. For example, wear on bearings leads to increased friction and thus a local increase in temperature. This allows the component load to be determined computer-based. The temperature-related sensor data can then be used to account for the load on the personal security screening system and any necessary maintenance work in the simulation.

[0057] Taking a person's temperature can also provide information about a person's condition, especially that of a passenger. For example, it can be determined whether a passenger has a fever. This may require quarantine measures and / or security measures (e.g., requiring employees to wear special safety clothing), which may lead to delays in screening.

[0058] Sensor data regarding wear allows for the simulation and prediction of potential failures and / or necessary maintenance work of the personnel safety control system using the digital twin. The sensor data can, for example, describe the mechanical tension of a component of the conveyor system, such as a belt or conveyor belt, a chain, or similar. The sensor data can also describe bearing play, for example. A strain gauge and / or a sensor bearing unit can be used as a sensor, for example.

[0059] The sensor data can relate to the passage of a piece of luggage and / or a person at a location, particularly within the personal security screening system, such as passengers passing the scanner, particularly the metal detector or body scanner, and / or luggage passing the baggage claim point and / or luggage passing the scanner, particularly the CT scanner, and / or luggage passing a specific area of ​​the personal security screening system, particularly the baggage conveyor system. This allows the movement of people or passengers and / or luggage to be recorded, thus representing the flow of people and / or luggage particularly accurately in the digital twin.

[0060] The sensor data preferably relates to the capacity utilization of the personal security screening system. The capacity utilization can be detected, for example, using the previously mentioned sensor types such as the camera, and / or by means of the light barriers, the proximity sensor, the touch sensor, and / or the switch, button, and / or scale, etc., wherein the at least one sensor is designed and provided in the personal security screening system in such a way that it allows detection that provides a conclusion about the capacity utilization. Sensor data relating to the capacity utilization permits a simulation of the current capacity utilization and a subsequent prediction of future capacity utilization through the simulation, thus enabling preparation for this, as discussed in the context of the output data. This can include, for example, diverting the flow of people and / or the flow of baggage.Recording the load in the physical system also allows for early detection of any deviation between the simulation in the digital twin and the physical system. For example, if a passenger in the physical security screening system requires more time to pass through than predicted in the simulation, the simulation can be adjusted accordingly and, if necessary, even take the deviation from the expected behavior—i.e., the longer required time—into account in future simulations. In the computerized system, the digital twin can therefore be continuously improved and adapted to the actual physical system. This makes future predictions based on simulation more accurate, thus better reflecting the physical system.

[0061] Particularly preferably, the sensor data relate to, and in particular describe, the utilization of the baggage handling system of the personal security screening system. This allows the current utilization of the baggage handling system to be mapped and, through simulation using the digital twin, a prediction of future utilization to be made, thus enabling preparation adapted to this expected utilization, as discussed below in the context of the output data. Furthermore, recording the utilization in the physical baggage handling system allows for early detection of any deviation between the simulation in the digital twin and the physical system.

[0062] To record the capacity of the baggage conveyor system, the personal security screening system preferably has a sensor for detecting the pieces of baggage at the baggage collection point. Particularly preferably, each baggage collection point has a sensor, in particular a camera, for detecting the pieces of baggage. This makes it possible to precisely determine which baggage was dropped off at which baggage collection point. The personal security screening system can also have a sensor for detecting the pieces of baggage at the baggage claim point and / or a sensor that detects that a piece of baggage has reached the baggage claim point. Each baggage claim point preferably has a sensor, in particular a camera, for detecting the pieces of baggage.

[0063] Preferably, the data captured by the scanner is used as sensor data. This allows each piece of luggage or passenger captured by the scanner to be represented in the digital twin.

[0064] Control data can be provided to control the personal security screening system. The control data can, for example, be provided to operate an actuator of the personal security screening system. An actuator can, for example, be understood as a drive unit. A drive of the baggage handling system can be used as an actuator, for example.

[0065] The influencing data preferably comprise the control data provided for controlling the personal security control system. The control data can, for example, be used in two ways: firstly, to control the actuator and secondly, possibly simultaneously, as influencing data for the method according to the invention for which they are provided or obtained. Thus, the control of the actuator can be represented in the digital twin. This allows the consequences of controlling the actuator to be predicted. The simulation and thus the prediction of the system behavior therefore become more precise. According to a further aspect of the invention, it can be provided that the influencing data comprise external data, in particular external real-time data, provided by an entity separate from the personal security control system. This enables influences outside the personal security control system to be taken into account.For example, planned flights can be considered as external data using flight data, which influences the future capacity utilization of the personal security screening system. This measure thus allows for a particularly accurate simulation of future capacity utilization based on the current capacity utilization of the personal security screening system and / or taking into account the current operating situation of the personal security screening system.

[0066] As mentioned, the external data can concern or describe flight data, but also, for example, weather data, upcoming events and / or holidays, calendar data and / or traffic data.

[0067] The flight data may describe the planned arrival time, the departure time, the planned flight duration, an aircraft type and / or the aircraft size, the number of passengers, the origin of the passengers, the destination of the passengers, the identity of the passengers, the booked travel class of the passengers, the reason for the trip (e.g. business trip, vacation trip, etc.), the recorded or estimated weight of the baggage and / or a special requirement of a passenger (e.g. stroller, wheelchair, diplomatic status, etc.). The flight data may also describe the load volume and / or the possible baggage volume of the aircraft. In particular, the flight data may describe the hand baggage load volume and / or the possible hand baggage load volume of the aircraft.

[0068] For both sensor data and external data, it has proven advantageous to use current data, especially real-time data. This allows the current situation to be quickly taken into account in the digital twin. This reduces or even eliminates unwanted deviations between the physical, i.e., actual, state of the personal security screening system and the state simulated in the digital twin. The digital twin thus more accurately represents the physical system over time. The simulation thus becomes more reliable over time.

[0069] Furthermore, it has proven advantageous that the influence data include empirical data.

[0070] Empirical data is data based on information from the past. Empirical data is based on data collected in the past that represents information that occurred in the past.

[0071] The empirical data can include historical data, such as historical raw data. For example, past screening documentation data, which includes how many passengers were screened, when, and how long each screening lasted, can be used as historical raw data. The historical raw data can be interpreted during the computerized process. For example, the expected size, e.g., duration of the screening, number of people expected, number and type of luggage, etc., can be determined during the computerized interpretation.

[0072] However, the empirical data can also refer to preprocessed historical data. For example, the expected size may already have been calculated from the aforementioned control documentation data.

[0073] In both cases, the empirical data can be processed, i.e. interpreted in a computerized manner, or have been pre-processed, for example, using artificial intelligence or a neural network trained with this historical data.

[0074] The experience data can also relate to a relationship, described, for example, by a formula or trained artificial intelligence. For example, the experience data can indicate how long a passenger of a certain age is likely to need to complete screening if they are carrying a specific piece of luggage. A passenger between 35 and 45 years old who is carrying a laptop, for example, is likely to have more experience with flight screening and can complete it quickly. A passenger over 75 who uses a walking aid, on the other hand, will likely need longer. The experience data can therefore be designed to allow the simulation to account for these differences.

[0075] The empirical data allows the current situation to be compared with past situations and the expected development to be estimated. For example, the utilization of the passenger security screening system on a specific day (e.g., a public holiday) can be compared with the utilization (or air traffic) on that same (public holiday) day in recent years. While the current data, especially the real-time data, enables a particularly accurate representation or mapping of the current operating situation of the physical system in the digital twin, the empirical data allows for the most accurate prediction of future developments.

[0076] The empirical data and historical data can relate to sensor data and / or external data. For example, sensor data, such as a camera data that records how long passengers take to check in their baggage, can be documented and used as empirical data for future simulations (e.g., the next day or the next year). Empirical data relating to external data can, for example, relate to past flight data or past weather data, or a combination of these. For example, the simulation can consider the influence of rain on passenger behavior. Passengers may then have to remove rain gear, which can lead to delays.

[0077] Preferably, current data, especially real-time data, and empirical data are used together. This allows the current situation to be accurately represented, and from this, future developments can be simulated with particular precision and adapted to the respective current situation. For example, current sensor data can represent the current capacity utilization, while current external data can indicate which aircraft type with which number of passengers will depart in the near future. From (external and / or internal) empirical data, it can be determined how a similar combination behaved in the past or which scenario resulted from it, and in particular, what influence this had on the control process.For example, it is possible to calculate what percentage of passengers are expected to experience a delay in baggage screening and / or how the time required for screening is statistically distributed per passenger. The digital twin maps the current situation and simulates the resulting development based on empirical data.

[0078] In the digital twin, the expected development is simulated before it occurs. This is then computerized to generate output data that enables the personnel security screening system to operate appropriately for this development, as discussed below.

[0079] The empirical data can, for example, be analyzed using artificial intelligence or be the result of an analysis of historical data using artificial intelligence.

[0080] In general, it has proven advantageous if the influence data (current and / or historical) contain information concerning:

[0081] - the type of aircraft, or the type of aircraft, or the size of the aircraft. This allows for inferences about the number of passengers. Based on empirical data, this allows for estimating the expected passenger flow, since past flights of a given aircraft type, for example, have generated comparable passenger flows.

[0082] - the ethnicity and / or nationality and / or (cultural) origin of the passenger or passengers. It has been shown that people of different origins often carry specific baggage, which can influence the screening, particularly the duration of the screening. For example, in some regions it is common to wear more (metallic) jewelry. Because this has to be removed for the screening, the process takes longer. By using this data, this can be taken into account when simulating the operation of the passenger security screening system. Empirical and / or historical data can be used to identify similar patterns in the behavior of passengers and / or their baggage in the passenger security screening system and to learn from this, particularly using artificial intelligence. - the destination of the flight.It has been shown that the destination influences when passengers go through security. For example, there are destinations where passengers statistically go through security very early, while for other destinations they statistically only go through security shortly before departure. It has also been shown that the destination influences what passengers take with them or think they are allowed to take with them. For example, they may take more liquid than the permitted amount because they overlook the fact that sunscreen is also a liquid. Current data can be used to correctly simulate statistically expected behavior. Empirical and / or historical data can be used to identify such patterns and learn from them, particularly using artificial intelligence.

[0083] - The reason for a passenger or group of passengers' trip. The reason for the trip can be private or business, for example. This influences the luggage carried and passenger behavior. This data can also be used to assess the current situation and to identify patterns in experience and / or historical data.

[0084] By simulating the operation of the personal security screening system, both the current state of the personal security screening system can be interpreted and its future development can be predicted. Computer-generated output data is generated, enabling the operation of the personal security screening system based on the predicted development.

[0085] Preferably, the output data comprise personal security control system control data relating to the control of the personal security control system, in particular which are provided for controlling the personal security control system.

[0086] Preferably, the personal security control system control data are intended to control the baggage conveying system.

[0087] This allows for timely adjustment of the operation of the personal security screening system to the future circumstances identified by the simulation. This allows the operation of the personal security screening system to be adapted to the future events predicted by the simulation, i.e., expected.

[0088] This also allows for particularly detailed operation of the personal security screening system, with the level of detail being so high that every person and / or every piece of luggage (or every group of luggage, especially within a luggage carrier) is represented in the digital twin. This allows, for example, the baggage conveyor system to be controlled in such a way that a specific piece of luggage or a specific luggage carrier is guided to a designated position (e.g., to the scanner) at a defined speed. This measure thus allows real-time control of the personal security screening system.

[0089] The flow of people can also be directed using a people guidance system based on the control data from the passenger security screening system. For this purpose, the passenger security screening system can include a people guidance system for directing passengers, as discussed in the relevant section.

[0090] Furthermore, it has proven advantageous that the output data comprise maintenance data relating to the maintenance of the personal security control system, in particular which are intended for planning and / or controlling the maintenance of the personal security control system.

[0091] This allows for the prediction of necessary maintenance activities, or predictive maintenance. This allows maintenance to be performed before damage or failure occurs. Maintenance can be scheduled to cause as little or no delay as possible in the operation of the passenger security screening system. This allows a component that is likely to fail soon to be identified. This component can then be replaced, for example, at night when fewer flights are taking off and the passenger security screening system is not needed or not fully needed, without causing delays. This measure thus allows failures and delays to be avoided.

[0092] For example, the utilization of the personal security screening system, particularly the baggage handling system, can be used to generate maintenance data. For many system-critical components, the theoretical service life or failure probability is known, depending on the load and / or operating time. The computerized process can thus document, on the one hand, how many operating hours and what load the component has already experienced. On the other hand, the future load (or load duration) can be simulated, thus computerizing the current and / or future failure probability. The failure probability can be reflected in the maintenance data and instruct a person and / or a machine to perform maintenance work in a timely manner.Sensor data regarding wear and / or temperature are particularly preferred for simulating the probability of failure. This data allows for a particularly accurate prediction of potential failures.

[0093] The computerized process can also simulate what happens in the event of a predicted or actual failure in the digital twin. This improves risk assessment and allows the right decisions to be made in a timely manner. While early maintenance is advantageous in most cases, other cases can occasionally arise. For example, a failure of a single baggage claim point and its maintenance (possibly taking into account the probability of failure) shortly before the end of rush hour can result in less delay than if the same baggage claim point has to be serviced during rush hour and, unfortunately (e.g., for safety reasons), the neighboring baggage claim point is also blocked. The simulation thus makes it possible to find the optimal time for maintenance.

[0094] Furthermore, it has proven advantageous for the output data to include utilization data that relate to or describe the utilization of the personal security screening system, in particular those intended for planning and / or controlling the utilization of the personal security screening system, preferably concerning the activation or deactivation of individual areas of the personal security screening system. This measure allows for resource-efficient operation of the personal security screening system.

[0095] The areas that can be switched on or off can be, for example, the baggage acceptance point and / or the baggage claim point, as well as individual parts of the baggage acceptance point and / or the baggage claim point, and / or the baggage conveying system and / or a part of the baggage conveying system, for example a single roller conveyor or similar.

[0096] The utilization data can therefore affect the activation or deactivation of individual areas.

[0097] The utilization data can also affect personnel planning. For example, using simulation in the digital twin, the expected utilization of the personal security screening system can be determined, the staffing levels required to operate at this level can be determined, and the staff can be activated and deployed accordingly. This allows for optimal deployment of human resources over the course of operations, thus avoiding unnecessary additional costs for redundant personnel and preventing an insufficient active staffing level. This prevents airport staff from having to operate a (largely) unused personal security screening system, which can also improve working conditions.

[0098] In summary, the utilization data allows for proactive and efficient operation of the personal security control system.

[0099] Furthermore, it has proven advantageous that the output data comprise aircraft requirement data which relate to or describe the requirements of an aircraft, preferably an airplane, in particular the requirements relating to refueling and / or stowage space, in particular which are intended for planning and / or controlling the processing, preferably the refueling and / or loading, of the aircraft.

[0100] The simulation allows the current and future flow of people and / or baggage to be determined or forecast, particularly up until departure. Preferably, the size and / or weight of the baggage and / or passengers is also recorded or estimated. This allows, for example, the weight of the aircraft to be loaded, particularly with regard to (hand) baggage. The required space for (hand) baggage can also be determined computer-based, and if necessary, the load distribution of hand baggage within the aircraft can be predicted based on the seating of each passenger.

[0101] This allows refueling to be adjusted to the aircraft's weight, allowing the aircraft to fly with optimal refueling and thus with less weight, resulting in fuel savings. For this purpose, the aircraft request data can be transmitted, for example, to the refueling device, so that the aircraft in question is refueled in an optimized manner based on the aircraft request data. The aircraft request data can also instruct a staff member to refuel the aircraft accordingly.

[0102] The computerized process thus allows for the most efficient refueling of the aircraft. Due to the large number of aircraft taking off daily, this measure has a strong scaling effect, enabling enormous resource savings by optimizing refueling times and fuel quantities.

[0103] The forecast (simulation) regarding the expected (hand baggage) can also be used to determine whether sufficient space is available for the baggage, particularly in the hand baggage compartment. It can happen that more hand baggage is taken on board than the aircraft has space for hand baggage. The aircraft request data can thus control an (automatic) baggage conveyor system, particularly a loading conveyor system for loading the aircraft, and / or instruct airport staff to transport items of baggage that no longer fit in the hand baggage compartment to the overhead baggage compartment.

[0104] If there is insufficient space for baggage in the hand baggage compartment, the aircraft request data can also be used to instruct the passenger security screening system to no longer allow hand baggage through the screening process, or to only allow hand baggage through the screening process under certain conditions (e.g., if medication is required or for an additional charge). The passenger security screening system can thus display information to the passenger (e.g., on a screen of the passenger security screening system) informing them accordingly. The passenger security screening system, in particular the baggage conveyor system, can also be linked to the loading conveyor system. This way, if the aircraft request data is available, the baggage can be checked if necessary.with the passenger's consent, be automatically directed to the aircraft's oversized baggage compartment or to a oversized baggage collection point where the baggage for the oversized baggage compartment is collected.

[0105] However, if the current situation represented in the digital twin and / or the forecast (simulation) created using the digital twin indicates that there is free space in the (hand) baggage compartment, this space can be used to transport additional items. For example, the free space can be used for airmail. The aircraft request data can therefore be used to instruct a device and / or an employee to prepare the items to be transported according to the available space and / or to load the free storage space.

[0106] The aircraft requirement data thus enables excellent utilization of available stowage space. At the same time, delays are prevented because laborious re-arranging of excess baggage is eliminated.

[0107] It should be noted that, in general, the output data does not have to be intended for operating the personal security screening system. For example, the output data can be intended for operating another entity. For example, the output data can contain the aircraft request data and be intended for operating the aircraft. However, the output data is preferably intended at least for operating the personal security screening system and can also be intended for operating other entities, such as the aircraft. The feedback between the digital twin and the physical system creates a particularly accurate and up-to-date representation of the physical system in the digital twin, so that the operation of the other entities is also particularly up-to-date and based on particularly accurate data.

[0108] Preferably, the influence data is processed computer-based and summarized into a coherent unit in a unit data set. The unit data set preferably relates to a passenger or a group of passengers. This allows the data to be prepared in such a way that it can be assigned to an individual passenger or a group of passengers. This unit data set is preferably transmitted to the airline or other external bodies so that they can take specific measures for the passenger or group. This can generally also be done without the simulation. Preferably, the unit data set is generated based on the simulation. For this purpose, internal influence data is preferably processed based on external influence data and output data is generated on this basis.

[0109] The output data can also include personal instruction data that instructs individuals, such as employees or passengers, to perform actions, particularly actions related to the personal security screening system. The personal instruction data can, for example, be passenger instruction data or include passenger instruction data intended to instruct a passenger to perform actions, such as going for a follow-up check. The personal instruction data can, for example, be employee instruction data or include employee instruction data intended to instruct an employee to perform actions, such as checking a specific passenger. The personal instruction data can include individually generated instructions depending on the situation.For example, if sensor data indicates that a passenger may be under the influence of alcohol, an instruction can be issued instructing the employee to check whether the passenger is under the influence of alcohol. This can also apply to external employees (e.g., the airline).

[0110] The personal instruction data can include confirmation request data that provides an employee (or another person) with a request, whereby the request can be confirmed by the employee (or another person). For example, confirmation request data can be transmitted to the employee or a device operated by them, where it is displayed as a to-do list and gives the employee instructions on which steps to perform. The employee can confirm these, whereupon confirmation data is generated computer-based on the confirmation request data, confirming that the (sub)task has been completed. The confirmation data can, in turn, be considered as influence data within the computerized program.

[0111] During the computerized process, personal instruction data can be generated which is transmitted to the employee, who then manually carries out and / or confirms the action in accordance with the personal instruction data.

[0112] The output data provides information or instructions to operate the passenger security screening system and / or air traffic in a time-efficient and resource-saving manner.

[0113] Accordingly, a further aspect of the invention relates to the further processing of the output data.

[0114] Therefore, it has proven particularly advantageous if an operating method comprises the method steps: generating the output data by means of the computerized method according to the invention and further processing the output data according to at least one of the following aspects, namely:

[0115] - Controlling the personal security control system according to the personal security control system control data determined as described above and / or

[0116] - Carrying out maintenance of the personal security control system according to the maintenance data determined as described above and / or

[0117] - Operating the personal security control system according to the utilization data determined as described above and / or

[0118] - Processing, in particular refuelling and / or loading, an aircraft in accordance with the aircraft requirement data determined as previously described.

[0119] These characteristics are accompanied by the effects mentioned above, which now unfold their effects according to the operating procedure.

[0120] The (physical) personal security screening system, as mentioned, preferably has at least one scanner and particularly preferably at least the first scanner for baggage and the second scanner for people. During operation, the passengers and their baggage are usually split up, so that the passengers walk one route through the second scanner (e.g., a metal detector and / or body scanner) and the baggage walks one route through the first scanner (e.g., an X-ray inspection device). After the screening, the passengers and their baggage are reunited. Therefore, both a flow of people and a flow of baggage can be detected in the physical system, which can be recorded, for example, by the sensors mentioned above. The flow of people and the associated baggage flow can also be estimated from external data and / or empirical data.

[0121] It has proven advantageous that in the computerized process the digital twin simulates at least the baggage flow and / or the flow of people. This allows a very accurate prediction of the behavior of the personal security screening system because the expected passengers and / or their baggage can be mapped continuously, quasi-continuously, or piecemeal. This makes it possible, for example, to simulate and detect a traffic jam at an early stage. The simulation also allows the effects of various measures, e.g. activating or deactivating a baggage collection point, to be simulated. The simulation generates output data that enables the operation of the personal security screening system to be adapted to the respective situation, so that the flow of people and / or baggage can be optimally distributed or controlled within the physical system.can be processed without causing traffic jams and delays or by keeping these to a minimum.

[0122] It has proven particularly advantageous that, in the computerized method, the digital twin simulates at least the baggage flow and / or the flow of people towards the scanner and / or through a scanner, in particular through a CT scanner, a body scanner, an X-ray scanner, in particular an X-ray inspection device, and / or a metal detector. This makes it possible to identify the point (or points) that are critical for the formation of a traffic jam. If a delay occurs at a scanner, this can affect the following passengers and / or the following baggage. The simulation detects such a potential problem and / or its impact, and output data is generated that enables a situation-dependent response to the potential problem. The measure thus allows for preventative control of the flow of people and / or the baggage flow.For example, a scanner can be activated and / or the flow of people or baggage can be diverted in a timely manner. The distribution of baggage flow can also be adjusted if multiple scanners are used, for example, if one scanner is more busy than another due to passenger queuing behavior. For example, baggage can be directed to a less busy scanner instead of the geographically closest one.

[0123] Preferably, the sensor data provided by the respective scanner is used to simulate the baggage flow and / or people flow in the digital twin.

[0124] Particularly preferably, the (physical) personal security control system, as mentioned, comprises the people guidance system for guiding the passengers. The people guidance system is designed to control or direct the flow of people with the aid of technical measures. The people guidance system can have a screen that instructs the passenger to perform certain steps and / or to go to a certain position. The people guidance system can also have dynamic signposts, for example dynamically illuminated signposts that light up and / or change the color (of the lighting) to instruct the passenger to follow a certain route and / or go to a certain position. The people guidance system can also have an acoustic output device, such as a loudspeaker, that acoustically instructs the passenger to perform certain steps and / or go to a certain position.

[0125] It has proven advantageous that in the computerized process the digital twin simulates the people guidance system of the personal security control system.

[0126] The output data, in particular the people security control system control data, are preferably designed to control the people guidance system. They therefore contain control commands and / or data content specific to the people guidance system. This allows the flow of people in the digital twin to be computer-simulated, possibly in various scenarios, and to determine how the flow of people must be directed to meet defined criteria, such as optimal distribution, and to generate corresponding output data. The output data controls the people guidance system in such a way that the flow of people in the physical system is directed according to the criteria.

[0127] The (physical) personal security screening system, as mentioned, preferably includes the baggage handling system. The baggage handling system is preferably designed to guide baggage into and / or through the scanner. The baggage handling system can, for example, comprise belt conveyors, roller conveyors, and / or chain conveyors. Lifting and / or lowering systems can also be present, as well as systems for changing the transport direction or for switching between transporting parts of the baggage handling system.

[0128] It has proven advantageous that the digital twin simulates the baggage handling system of the passenger security screening system in the computerized process. This allows for a particularly realistic simulation of baggage flow, enabling particularly accurate predictions, for example, regarding the time required to process another piece of baggage or predicting congestion.

[0129] The output data, in particular the personal security screening system control data, are preferably designed to control the baggage handling system. This allows the baggage flow to be simulated in the digital twin, possibly in various scenarios, and a computerized determination of how the baggage flow needs to be directed to meet defined criteria, such as optimal distribution, and the generation of corresponding output data. The output data controls the baggage handling system based on the output data in such a way that the baggage flow in the physical system is directed according to the criteria.

[0130] The baggage acceptance point preferably has a baggage acceptance device or is designed as a baggage acceptance device.

[0131] The baggage claim point preferably has a baggage claim device or is designed as a baggage claim device. The baggage claim device can be designed similarly to the baggage acceptance device, i.e., have the same structural and functional features, but is designed for baggage claim rather than baggage acceptance.

[0132] Preferred design features or forms of the baggage acceptance device are discussed below, whereby these forms of design are also present in the baggage issue device.

[0133] The baggage acceptance device is preferably designed such that luggage can be placed exclusively in the baggage carrier device in order to make the baggage available for inspection. For this purpose, the baggage acceptance device can have a baggage acceptance opening through which the baggage can be accepted or picked up. The baggage acceptance device is preferably designed such that the baggage carrier device can be placed adjacent to the baggage acceptance opening in such a way that the interior of the baggage carrier device can be loaded with baggage through the baggage acceptance opening, in particular exclusively through the baggage acceptance opening.The luggage acceptance device preferably has walls that delimit the interior of the luggage carrier device, wherein the luggage carrier device can be placed adjacent to the luggage acceptance opening in such a way that the walls of the luggage carrier device form a barrier with the luggage acceptance device, which prevents luggage from being placed past the walls into the luggage acceptance device. The luggage acceptance device and / or the luggage carrier device can have a closing device for closing the luggage acceptance opening and / or the interior of the luggage carrier device. The closing device can have a cover, preferably a partially flexible cover, particularly preferably a slat-like and / or roller shutter-like cover. The closing device is preferably designed such that it only opens when the luggage carrier device is positioned corresponding to the luggage acceptance opening.The luggage acceptance device is preferably designed to actuate the locking device accordingly, i.e., to open it, when the luggage carrier device is positioned correspondingly to the luggage acceptance opening. The luggage acceptance device and / or the locking device is / are preferably designed such that opening of the locking device is prevented if the luggage carrier device is not positioned as intended.

[0134] The digital twin is preferably intended to simulate the baggage acceptance point, in particular the baggage acceptance device, and / or the baggage claim point, in particular the baggage claim device. This allows the baggage acceptance and baggage claim processes, i.e., processes that can result in significant delays, to be taken into account when operating the passenger security screening system.

[0135] Preferably, the personal security control system is designed, in particular in a computerized manner, to generate first linking data which link at least one piece of luggage to a passenger.

[0136] Preferably, the personal security control system, in particular the baggage dispensing device, is designed to hand over the piece of baggage (during normal operation) only to a passenger who can present the corresponding first linking data or information thereof or to whom the first linking data is assigned.

[0137] The first linking data may, for example, comprise data generated according to an algorithm, e.g., random or pseudo-random. The first linking data may also comprise an ID number, such as a passport number. The linking data may also comprise a combination thereof.

[0138] Preferably, the first linking data contains or is implemented as biometric data. This allows for both a clear and tamper-proof assignment of the baggage to the passenger.

[0139] The first linking data preferably comprises biometric data that can be determined by means of image recognition. Particularly preferably, the biometric data includes a fingerprint (finger line image), gait recognition (automatic gait recognition), facial geometry, hand geometry, hand line structure, hand vein structure, iris (recognition) (iris), body height (anthropometry), lip movement (this can also be done in connection with voice recognition (timbre)), a nail bed pattern, an ear shape, a retina (fundus of the eye), keystroke dynamics, a signature (static, dynamic, also handwriting), and / or a dental impression or dental structure, or a combination of the above. In particular, the biometric data includes facial geometry or facial recognition.

[0140] Preferably, the linking data, in particular including biometric data, or data collected for creating the linking data, are converted into a hash value and / or token. The hash value and / or token cannot be uniquely converted back into the data on which it is based. For example, image data for facial recognition is preferably generated and converted into a hash value and / or token, thus precluding reconstruction of the image data. Thus, biometric data can be processed while taking data protection into account, for example, in compliance with the GDPR (General Data Protection Regulation).

[0141] This biometric data is preferably collected using a camera.

[0142] The personal security screening system preferably comprises a person detection device for detecting persons or passengers and determining the biometric data. The person detection device preferably comprises the camera. The baggage acceptance device particularly preferably comprises the person detection device, in particular comprising the camera. This has the advantage that the biometric data can be directly assigned to the baggage in the respective baggage acceptance device. The baggage can thus be assigned to a person, for example, using image recognition, biometrics, or facial recognition, whereby it is recognized which baggage is being checked in by which person. This eliminates the need to remember a code or similar device or to carry a (digital) key.

[0143] The person detection device can be provided to provide the sensor data, in particular the real-time sensor data.

[0144] For the simulation in the digital twin, second linking data is preferably generated computer-based, which links at least one piece of luggage to a passenger in the simulation. The second linking data can correspond to the first linking data or be based on it, for example, generated using a hash function based on the first linking data. This is advantageous, for example, for simulating the current situation and / or the scenarios derived from the current situation, because it allows the current scenario to be recreated in the physical system as realistically as possible.

[0145] However, the second link data can also be generated independently of the first link data. Since it is usually not necessary to use tamper-proof link data such as biometric data in simulations, it has proven advantageous for the second link data to be a pointer or an elementary data type, or for the link data to have a pointer and / or an elementary data type. The second link data can therefore be generated very efficiently and without significant computational effort.

[0146] The passengers and pieces of baggage linked by the first linking data in the physical system are simulated by the second linking data in the digital twin. This creates a link between the simulated passenger flow and the simulated baggage flow, thus allowing for a particularly accurate simulation of the passenger flow and the baggage flow, particularly taking into account the influence of the baggage flow on the passenger flow and vice versa. For example, if a piece of baggage requires a recheck, this also affects the passenger to whom the baggage belongs, as they also have to undergo a recheck and / or will wait longer for their baggage.

[0147] Furthermore, it has proven advantageous to computerise the well-being, in particular the current well-being, and / or a particularly chronic condition of a passenger on the basis of the data recorded by the person detection device, and to generate passenger well-being data and / or passenger condition data representing this. The well-being can, for example, relate to the passenger's alertness and / or fatigue. However, the well-being can also relate to the passenger's state of health. The well-being can, for example, relate to the passenger being afraid of flying. The condition can, for example, relate to the passenger requiring an aid such as a cane or a wheelchair. The well-being and / or condition are preferably determined using image recognition.

[0148] The passenger condition data and / or passenger status data can be used to control passenger flow. For example, appropriate information or signposts can be displayed on the passenger guidance system. For example, someone with a fear of flying can be directed to an advice center in this way. The data can also be provided and used to control, in particular for the automated and / or autonomous control of, passenger flow blocking devices, such as barriers or doors. For example, if it is determined that a passenger is sitting in a wheelchair, a door is opened based on the passenger status data, providing a barrier-free path to a second scanner designed for wheelchairs. The passenger condition data and / or passenger status data can also be passed on to external entities.For example, if it is determined that a passenger may be under the influence of alcohol, this information can be passed on to the airline so that it can take appropriate security measures. The airline can also be informed if a passenger appears to be suffering from a fear of flying, based on the interpretation of the sensor data.

[0149] Preferably, the passenger condition data and / or passenger status data form part of the influence data or a basis for part of the influence data. This allows the flow of people to be simulated or predicted taking into account, i.e., redirecting a wheelchair-bound passenger to a special scanner. The flow of people is thus represented particularly realistically. Possible delays can thus be predicted particularly well. Aircraft request data can also be generated based on the simulation taking into account the condition data and / or passenger status data. This allows, for example, the aircraft operator to initiate appropriate steps to respond to the passenger's requirements. The baggage acceptance device preferably has a baggage detection device for detecting the baggage.

[0150] Preferably, the baggage detection device is designed and provided for generating the sensor data, in particular the real-time sensor data.

[0151] The baggage detection device is preferably designed to determine the type of baggage, and / or the weight of at least one baggage, in particular exactly one baggage, and / or a dimension of a baggage, and / or a temperature and / or the passage of a point by a baggage within the personal security control system, in particular the baggage detection device.

[0152] The baggage detection device preferably has a camera for detecting the baggage. This can be the camera of the person detection device. Preferably, this camera is separate from the camera of the person detection device. Particularly preferably, the camera of the baggage detection device is designed to detect the luggage carrier device positioned in the baggage detection device. Particularly preferably, the camera is located in the baggage detection device in such a way that the interior of the luggage carrier device can be detected by the camera, in particular even when the locking device is closed. The baggage carrier device can have a region transparent to the camera and / or an opening.

[0153] As described in the context of the sensor data, this measure allows for the most realistic, and especially up-to-date, representation of the personal security control system and its (current) state in the digital twin.

[0154] The baggage detection device, in particular its camera, is designed to generate detection data. The content of the captured images is computer-interpreted from the detection data, in particular using image recognition. Content data representing the recognized content is preferably generated from this data. The computer-interpreted interpretation of the detection data can be performed directly by the camera or externally. The detection data and / or the content data can form the sensor data or provide a basis for generating the sensor data.

[0155] In addition, the collection data and / or the content data may also be used for other functions.

[0156] The content data is particularly preferably used to generate targeted advertising. For this purpose, for example, an object or symbol (e.g., a brand or logo) can be recognized by a computer and associated with typical purchasing behavior and / or the passenger can be assigned to a user group. Preferably, recommendation data is generated by a computer that links the passenger to the presumed purchasing behavior or a purchase recommendation and / or assigns the passenger to the user group. For example, a watch from a luxury brand can be an indication that the passenger appreciates luxury items. Recommendation data is therefore generated that recommends displaying appropriately targeted advertising for luxury items.However, if the luggage contains a mobile phone that indicates that the battery level is low and there is no charging cable in the hand luggage, recommendation data can be generated that recommends an advertisement for a charging cable. The advertisement can be presented directly by the personal security screening system. For this purpose, the personal security screening system can, for example, have screens for presenting the advertisement. However, recommendation output data containing the recommendation data can also be generated computerized, e.g. by the personal security screening system. This recommendation output data can, for example, be transmitted to a shop within the security area (e.g. in the duty-free area) or to the airline or aircraft where a corresponding advertisement is shown. This can also be done during the simulation using the digital twin. In this case, the output data can contain the recommendation output data.This measure allows for targeted advertising. This is both financially and environmentally beneficial, because traditional advertising, such as advertising screens that play a user-independent advertising video, requires a lot of energy and is associated with a lower conversion rate and higher customer acquisition costs. This measure thus enables resource savings.

[0157] The detection data and / or content data can form part of the influence data, particularly sensor data. It has proven advantageous to consider the delivery of targeted advertising in the digital twin. For example, this can be taken into account in the digital twin by encouraging the passenger to linger in one place for a longer time to observe the advertisement, depending on where the advertisement is presented. This can also lead to the passenger going to a store after baggage claim where they can purchase the advertised product. The flow of people is thus influenced and / or controlled by the targeted advertising.

[0158] Furthermore, it has proven advantageous if, on the basis of the capture data and / or the contents data, it is determined computerised, in particular by the personal security screening system, whether a typical item is missing from the baggage. Computerised baggage screening data can be generated which indicates whether a typical piece of baggage (or a typical item) is missing. A typical item is an item (or piece of baggage) which is usually or typically carried by passengers with similar characteristics (e.g. type of flight (business or private), age, nationality, etc.) on similar flight routes (similar departure location, similar arrival location, similar flight duration). The baggage screening data is preferably used to inform the passenger that an item which would have to be presented at the security check is possibly missing.For this purpose, the passenger security screening system, in particular the baggage acceptance device, can comprise, for example, a passenger information device comprising, for example, a screen and / or a loudspeaker and / or illuminated signs. The passenger information device can also be part of the passenger guidance system.

[0159] For example, if it is discovered that there is no mobile phone in the hand luggage, it is very likely (today for virtually all passengers and flight routes) that the passenger has a mobile phone but forgot to place it in the baggage claim area. The passenger is informed of this via the passenger information device. If the passenger simply left the mobile phone in their trouser pocket, they will now place it in the baggage claim area. This prevents the passenger from only realizing that they have the mobile phone with them when they go through the second personal scanner (e.g., metal detector), thus causing a delay in the security check.

[0160] Preferably, during the computerized process, behavioral expectation data is generated from the baggage screening data, indicating how a passenger will behave based on the item (piece of baggage). This behavioral expectation data can be used in future scenarios to interpret the baggage screening data then available. When computerized generation of the baggage screening data is preferred, the behavioral expectation data is used to estimate the expected behavior of the passenger. This can be taken into account accordingly in the digital twin. In other words, the passenger behavior of an airport is learned computer-based. After a certain period of time (e.g., 1-12 months), the findings can be used, particularly autonomously, to indicate missing items. For this purpose, another sensor, e.g.,a radar sensor, a millimeter wave sensor, etc. can be used.

[0161] It has proven beneficial to include baggage screening data, particularly as part of the impact data, in the simulation. This allows for potential delays due to missing baggage to be taken into account, thus enabling a more accurate prediction of passenger and baggage flow.

[0162] As mentioned, the measures relating to the baggage acceptance point or the baggage acceptance device are applicable correspondingly to the baggage claim point, in particular the baggage claim device. Thus, the baggage claim device preferably also has a baggage detection device. This makes it possible to check whether all pieces of baggage have arrived at the baggage claim device and have subsequently been removed by the passenger. The baggage acceptance point, in particular the baggage acceptance device, is designed according to DE 10 2021 129 504 A1. Specifically, the baggage acceptance device is preferably designed according to the drop-off stations of DE 10 2021 129 504 A1.

[0163] It has proven particularly advantageous for the (physical) baggage handling system to connect a baggage drop-off point with at least two baggage claim points and / or at least two baggage drop-off points with one baggage claim point. This enables optimal utilization of resources, because the baggage does not have to be moved solely between one baggage drop-off point and one baggage claim point, but can also be used at any available baggage drop-off point or baggage claim point. In general, this allows optimal utilization of the components of the personal security screening system. For example, the pieces of baggage can be optimally distributed within the personal security screening system to ensure even utilization and reduce or even avoid congestion or waiting times at individual baggage drop-off points and / or baggage claim points.

[0164] Particularly preferably, the scanner is connected to multiple baggage drop-off points and / or multiple baggage claim points. This allows the scanner to be shared by multiple baggage drop-off points and / or baggage claim points, thus ensuring optimal use of the scanner.

[0165] The baggage conveying system preferably comprises an intersection and / or a switch and / or an entry station and / or exit station in order to connect the baggage collection point(s) and / or baggage collection point(s) to one another.

[0166] Such a personal security screening system with an intersecting conveyor system thus allows for optimal utilization of the system's components. At the same time, the branched path of the baggage flow makes the operation of the personal security screening system complex. The method according to the invention allows the full potential of such a personal security screening system to be utilized by simulating the operation of the personal security screening system with the aid of the digital twin, generating output data that enables optimal operation.

[0167] It has therefore proven advantageous for the digital twin of the computerized method to simulate the baggage handling system of the personal security screening system. The baggage handling system connects a baggage collection point with at least two baggage claim points and / or at least two baggage collection points with one baggage claim point, and the digital twin simulates the baggage flow between the baggage collection point and the baggage claim point. This also makes it possible to represent a branched baggage handling system and analyze its relatively complex baggage flow compared to a conventional baggage handling system with only one possible route. A complex baggage flow can therefore be calculated. This measure thus allows the precise control of a complex personal security screening system.

[0168] It has proven advantageous for the (physical) baggage handling system to include a buffer system for temporarily storing baggage. This buffer system could, for example, be a storage facility.

[0169] A buffer system allows items of luggage to be temporarily stored while other items of luggage are transported. The buffer system is preferably designed for temporarily storing the luggage carrier device. This provides a basis for coordinating the flow of luggage with the flow of people. The method according to the invention makes it possible to coordinate the flow of luggage and the flow of people, in particular to control the flow of luggage in accordance with the flow of people. For this purpose, the flow of people can also be monitored by sensors.

[0170] It has therefore proven particularly advantageous that in the computerized process the digital twin simulates the baggage conveyor system of the passenger security screening system, whereby the baggage conveyor system has the buffer system for temporarily storing baggage and whereby the digital twin simulates the operation of the buffer system. This allows the generally complex flow of people and baggage to be recorded, interpreted and controlled. The baggage can then be made available when the passenger to whom the luggage belongs is ready to collect it. This avoids congestion if, for example, a piece of luggage is ready to be collected but the passenger still needs time for the security screening. This measure thus enables the flow of people to be accelerated. This measure also allows baggage and passengers to be prioritized based on specific criteria.For example, baggage belonging to passengers whose flight is about to depart can be prioritized. Other passengers' baggage can be temporarily stored in the buffer system, thus avoiding delays during departure.

[0171] Furthermore, it has proven advantageous for the (physical) baggage handling system to have a first baggage claim point, in particular a first baggage claim device, for baggage that meets a first criterion, and a second baggage claim point, in particular a second baggage claim point, for baggage that meets a second criterion. The baggage handling system transports the baggage to the respective baggage drop-off point depending on whether the first or second criterion is met. The passenger guidance system preferably guides passengers to the first baggage claim point or the second baggage claim point, depending on where their baggage is being transported.

[0172] The first criterion is preferably met by the fact that no follow-up examination or further clarification is required. The second criterion is preferably met by the fact that a follow-up examination or further clarification is required.

[0173] A criterion may also be that the luggage has to be repackaged or specially secured or sealed.

[0174] Preferably, a group of first baggage claim points or baggage claim devices is provided, which are intended for the baggage that meets the first criterion, and a group of second baggage claim points or baggage claim devices is provided, which are intended for the baggage that meets the second criterion.

[0175] Preferably, the at least one baggage acceptance point is connected to at least one first baggage claim point and one second baggage claim point by means of the baggage conveying system and / or the baggage acceptance point is connected to at least two first baggage claim points and / or to two second baggage claim points.

[0176] The division into the first baggage claim point and the second baggage claim point according to the criteria provides the basis for efficient and rapid operation of the passenger security screening system, because those passengers who, for example, do not require a follow-up check can collect their baggage directly and are not delayed by those passengers who do. The method according to the invention makes it possible to control this accordingly and thus operate the passenger security screening system quickly and efficiently.

[0177] It has therefore proven advantageous for the digital twin, in the computerized method, to simulate the baggage handling system of the personal security screening system. The baggage handling system has the first baggage claim point for baggage that meets the first criterion and the second baggage claim point for baggage that meets the second criterion. The baggage handling system transports the baggage to the respective baggage drop-off point depending on whether the first or second criterion is met. The digital twin simulates this transport and / or the flow of people to the first and second baggage claim points. The digital twin can therefore simulate the link between the baggage flow and the flow of people to the first and second baggage claim points. This makes it possible, for example, to determine the influence of the follow-up check.The flow of people and / or baggage can be directed so that the follow-up checks cause as little delay as possible.

[0178] It has generally proven advantageous for the computerized method to simulate at least two scenarios, in particular a plurality of scenarios, preferably at least 10, particularly preferably at least 100 scenarios, using a digital twin, and wherein the output data is generated depending on the different scenarios, in particular by means of statistical evaluation of the scenarios. Thus, different scenarios can be identified, classified and / or categorized, and compared. This allows for better prediction of future developments and / or a better estimation of the probability of the expected events. The measure thus enables an improvement in the forecast through the computerized method.

[0179] The scenarios are preferably parallel scenarios. This means that different possible developments are analyzed starting from a single situation. For example, the scenarios can all have the same start time, such as the current time. For example, 100 scenarios can be calculated, all starting at 11:00 on a specific day. The scenarios calculated in parallel can generally have different initial conditions if, for example, certain variables such as the exact number of passengers or the number of pieces of luggage are not precisely known. Different initial conditions can therefore be assumed and simulated in the different scenarios. The scenarios simulated in parallel preferably have the same initial conditions, in particular the same information or initial conditions regarding passengers and / or luggage. This makes the scenarios particularly easy to compare with one another.

[0180] Preferably, at least 10, in particular at least 100, in particular 1000, at least 10,000 simulations are carried out for a period of one hour. Preferably, at least 100, in particular at least 1000, in particular 10,000, in particular 100,000 simulations are carried out for a period of one day. Preferably, periods of, for example, 15 min / 1 h / one shift / one operating day / one operating week / one operating month / one operating season / one operating year are simulated. Preferably, the simulation is carried out until an error occurs. An error can be understood here as, for example, a collapse of the system. A system error can occur, for example, if the load of a buffer exceeds a limit, for example if the buffer reaches its maximum capacity and / or if a queue of passengers exceeds a limit, for example a maximum length or a maximum number of passengers.

[0181] For example, the time required by a (physical or virtual) passenger from the start of an interaction with the personal security screening system to the end of the interaction can be used as a key figure for evaluating a scenario. This time is referred to as the interaction time. The average interaction time required by a passenger can also be used as a key figure. Furthermore, a group interaction time can be used, which describes the time required for a group to interact with the personal security screening system. For example, the group can be defined as all passengers who begin their interaction with the personal security screening system at a given time or within a given time period.

[0182] A simple scenario analysis can be performed, for example, by selecting the scenario with the longest interaction time, longest average interaction time, longest group interaction time, or longest average group interaction time. This allows output data to be generated that enables a response to a negative extreme scenario. For example, the baggage handling system can be operated at a suitable capacity and speed so that, even if the negative extreme scenario occurs, all passengers and their baggage are checked in a timely manner, preventing any delays in departure.

[0183] Statistical methods can also be used to evaluate the scenarios. For example, a (quantitative) scenario technique can be applied. The scenarios can be mentally summarized (or mathematically described) in a scenario funnel, and from this, a trend scenario and / or a positive extreme scenario and / or a negative extreme scenario can be determined. The deviations between these scenarios provide information, for example, about the probability of the trend scenario (or a very similar scenario) occurring. The use of statistical analysis allows the generation of output data that enables particularly precise, predictive operation of the personal security screening system.

[0184] According to a further aspect of the invention, in the computerized method, the actual state of the personal security screening system is compared with the state of the personal security screening system simulated by means of the digital twin. In the event of a deviation between the actual state and the simulated state, output data is generated based on the deviation and / or in the event of a deviation, the operation of the personal security screening system is simulated again using the digital twin based on the deviation. This can be done for the purpose of predicting system behavior. Feedback is thus generated that provides information about how well the digital twin represents the physical system. This allows for continuous improvement of the digital twin and adaptation to the physical system.The measure therefore leads to an improvement in the representation of the physical system and thus to an improvement in the prediction of the behavior of the physical system, in particular the personal security control system.

[0185] During the computerized process, the digital twin can be adapted autonomously, i.e. by the computerized process itself, in order to reduce or even avoid the deviation in the future.

[0186] The state can be defined by various variables. For example, the state can be described by the position of individual passengers and / or pieces of luggage. The state can also be described by one of the interaction times (e.g., average group interaction time).

[0187] The generation of output data and / or the re-simulation can be triggered by reaching a criterion. For example, the criterion can be defined as a (percentage) deviation between two variables describing the state, such as an interaction time. For example, it has proven advantageous to define the criterion as the simulated (group) interaction time (or average (group) interaction time) deviating by more than 2%, 5%, 8%, 10%, or 12% from the actual (average) (group) interaction time. This makes it easy to define a point in time at which the process step is triggered and the digital twin is "adjusted." It has been shown that triggering at an 8% deviation enables a particularly meaningful representation in the digital twin and thus stable operation of the personal security screening system.The output data thus generated can form influence data that can be used for further simulation.

[0188] To create or configure the digital twin, i.e. to record the relevant operating and system parameters of the real personal security screening system, for example, all stations (baggage acceptance point, (if applicable, first and second) baggage claim point, scanner, etc.) of the personal security screening system, in particular the baggage conveyor system, can be visited at least once by a piece of luggage and / or a baggage carrier device. The system states and physical parameters that occur are recorded. For example, the times, i.e. the transport times and / or the downtimes, are measured. Speeds and distances traveled can also be recorded. Operating parameters such as the control of actuators or the rotational speeds of motors or conveyor mechanisms, vibrations, temperatures, etc. can also be recorded. The digital twin is created or configured using the data obtained from this.The data is preferably control data used to control the system and / or sensor data representing the various relevant physical parameters recorded.

[0189] The stations can also be visited several times, whereby the variables, such as the required times, are taken into account in a statistical evaluation.

[0190] Preferably, target data is stored, for example on a storage medium, which the digital twin accesses to simulate the time a piece of luggage and / or a passenger should need to cover a certain distance.

[0191] This allows target data to be generated that indicates how long a piece of luggage or a luggage carrier device should take to cover a certain distance. This allows comparison during operation, whereby the actual time required can be compared with the times according to the target data. The data for creating or configuring the digital twin can also be taken from ongoing operations, particularly fully automatically. This allows the time required (by the luggage and / or the passenger) to travel from one station to the next to be measured over a period of time, for example, a day. From this data, the average time required can be determined.

[0192] The simulation in the digital twin is designed according to this determined data. For example, the correspondingly determined (average) time is assumed for the future calculation of the movement of a piece of luggage or a person between two stations. The statistical variation of the required times can also be taken into account in the simulation.

[0193] The digital twin can replicate the physical system with varying degrees of detail. Preferably, the digital twin has the same stations, especially the same stations that are accessible or accessible by the flow of people and / or baggage (e.g., baggage claim point, (possibly first and second) baggage claim point, scanner, etc.).

[0194] The geometry of the baggage handling system is preferably represented in the digital twin. For example, the conveyor length and / or heights to be overcome (e.g., to reach another level of the baggage handling system) can be represented by the digital twin. This allows for a particularly accurate prediction of baggage flow. The geometry of the baggage handling system is preferably defined and / or adjusted during the creation and / or configuration of the digital twin.

[0195] It has proven advantageous to provide a memory or storage medium for storing computerized content on which previously simulated scenarios are stored.

[0196] Preferably, the computerized process generates output data based on previously simulated scenarios. This allows for particularly rapid responses to specific scenarios. For example, recurring scenarios can be addressed immediately.

[0197] As discussed, it is particularly advantageous to simulate a baggage flow and / or a passenger flow during the operation of the personal security screening system. As mentioned, however, the simulation can also be carried out without baggage flow and / or a passenger flow. It can therefore be a baggage flow-free and / or passenger flow-free and / or material flow-free simulation. The digital twin is preferably a digital image or representation of the physical or real system, in particular the personal security screening system or parts thereof, and / or external entities such as the cargo hold of an aircraft. The simulation describes the situation and / or a scenario in the digital twin.

[0198] Finally, it should be mentioned in general terms that the electronic devices discussed (the device or devices used to carry out the computerized process, the personal security screening system, the sensor, in particular the camera, the scanner, the baggage carrier device, the refueling device, the baggage acceptance device, the baggage issue device, the person detection device, the baggage detection device, the passenger information device, the baggage conveying system, etc.) can of course comprise electronics. The electronics can be discrete or constructed using integrated electronics, or a combination of both. Microcomputers, microcontrollers, Application Specific Integrated Circuits (ASICs), possibly in combination with analog or digital electronic peripheral components, can also be used.Many of the aforementioned device functionalities are implemented—possibly in conjunction with hardware components—with the help of software running on an electronics processor. Devices designed for radio communication typically have an antenna configuration for transmitting and receiving radio signals as part of a transceiver module. The electronic devices may also have an internal electrical power supply, which can be implemented, for example, with a replaceable or rechargeable battery. The devices can also be powered wired, either by an external power supply or via "Power over LAN," or by mains power.

[0199] These and other aspects of the invention are apparent from the figures discussed below.

[0200] Short character description

[0201] The invention is explained in more detail below with reference to the accompanying figures using exemplary embodiments, to which, however, the invention is not limited. In the various figures, identical components are provided with identical reference numerals. They show schematically:

[0202] Fig. 1 shows a personal security control system in a first perspective;

[0203] Fig. 2 the personal security control system in a second perspective;

[0204] Fig. 3 shows a first level of a baggage conveyor system of the personal security screening system;

[0205] Fig. 4 shows a second level of a baggage conveyor system of the personal security screening system;

[0206] Fig. 5 shows a third level of a baggage conveyor system of the personal security screening system;

[0207] Fig. 6 Baggage acceptance devices of the personal security screening system;

[0208] Fig. 7 shows an embodiment of the baggage acceptance device;

[0209] Fig. 8 is a block diagram illustrating a computerized method for operating the personal security control system.

[0210] Description of the embodiments

[0211] Figure 1 shows a personal security screening system 1. The personal security screening system 1 has a first area 2 for baggage screening and a second area 3 for personal screening.

[0212] The personal security screening system 1 has several baggage acceptance points 4. For reasons of clarity, the reference numerals are shown for only two baggage acceptance points. Each baggage acceptance point 4 is designed as a baggage acceptance device 40. The baggage acceptance devices 40 are combined into a baggage acceptance device group 41 in one area.

[0213] The luggage acceptance devices 40 are designed such that the luggage G can be deposited in luggage carrier devices 11 and is only transported further in the luggage carrier devices 11 (see Figures 6 and 7).

[0214] Passengers P drop off their luggage G in or at the baggage acceptance device 40. Each baggage acceptance device 40 has a passenger information device 42 for informing the passenger P about the steps they must perform. The passenger information device 42 is part of a passenger guidance system 8 for guiding the passenger through the second passenger screening area 3. The passenger guidance system 8 further has several passenger guidance system screens 9 that instruct the passengers P to move to the appropriate positions.

[0215] After baggage G has been dropped off, it is transported by a baggage conveyor system 10 to a first baggage scanner 7A (not visible here, but see Figure 3). At the same time, passengers P are instructed to proceed to a second scanner 7B.

[0216] The baggage G is scanned in the first scanner 7A and inspected, particularly in a computerized manner. If it is determined, particularly in a computerized manner, that no further inspection is necessary, the baggage is transported to a first baggage claim point 5 (see also Figure 2).

[0217] If, however, it is determined that a follow-up inspection is necessary, the baggage G is transported to a second baggage claim point 6. At the second baggage claim point 6, there is an employee M, for example from the airport, who carries out the follow-up inspection together with the passenger P and clarifies any security-relevant aspects of the baggage G.

[0218] The first baggage claim point 5 and the second baggage claim point 6 are each designed as a first baggage claim device 50 and a second baggage claim device 60, respectively.

[0219] The first baggage dispensing devices 50 and the second baggage dispensing devices 60 are each combined into a first baggage dispensing device group 51 and a second baggage dispensing device group 61, respectively, in one area. The two areas of the first and second baggage dispensing device groups 51 and 61 are spatially separated from one another.

[0220] After the passenger P has passed the second scanner 7B, he is informed on the passenger guidance system screen 9 of the passenger guidance system 8 whether a follow-up check is required and is instructed to go either to one of the first baggage claim devices 50 or to one of the second baggage claim devices 60. There, he can collect his baggage G and, if necessary after a follow-up check, leave the personal security screening system 1.

[0221] The first baggage dispensing device 50 is structurally constructed essentially like the baggage receiving device 40.

[0222] The second baggage delivery device 60 is structurally similar to the first baggage delivery device 50 and the baggage acceptance device 40. However, the second baggage delivery device 60 is configured such that the employee M can check the baggage G and then hand it over to the passenger P.

[0223] Figure 2 shows the personal security screening system 1 of Figure 1 from a further perspective, looking at the first baggage dispensing devices 50 and the second baggage dispensing devices 60.

[0224] The reference numerals are shown in Figure 2, as in Figure 1, in a reduced form for the sake of clarity.

[0225] Figures 3 to 5 show the internal structure of the personal security control system 1, i.e. the part of the first area 2 concealed by walls in Figures 1 and 2.

[0226] Figure 3 shows a first level 10A of the baggage conveying system 10. The baggage conveying system 10 connects the baggage acceptance device 40 to the two first scanners 7A and the first baggage issue devices 50. The baggage conveying system 10 is designed such that the baggage carrier device 11 with the baggage G can be transported from each baggage acceptance device 40 to each scanner 7A and from there to each baggage issue device 50.

[0227] The baggage conveying system 10 thus connects at least one of the baggage acceptance devices 40A with at least two of the baggage delivery devices 50A and 50B and at least two of the baggage acceptance devices 40A and 40B with at least one of the baggage delivery devices 50A.

[0228] The personal security screening system 1 has a first buffer system 12A. In this example, the first buffer system 12A is located adjacent to the baggage claim devices 50. In the first buffer system 12A, the luggage carrier devices 11 with the luggage G are temporarily stored until the luggage is retrieved by the passenger P at a baggage claim device 50, in particular by presenting linking data, preferably by presenting linking data comprising biometric data. The presentation of the linking data comprising biometric data preferably occurs when the passenger P enters the detection range of a camera of the baggage claim device 50, where the passenger P is recorded and the biometric data is computer-recognized and interpreted. Only then is the corresponding luggage carrier device 11 transported to the baggage claim device 50 and can be removed there.Alternatively, the baggage G may already be made available when the passenger approaches the baggage claim device 50.

[0229] Alternatively, the luggage carrier device 11 can also be transported to one of the baggage claim devices 50, whereupon the passenger P is informed of which of the baggage claim devices 50 the baggage G is to be picked up from. Only if it is not picked up in a timely manner is it temporarily stored in the first buffer system 12A.

[0230] Figure 4 shows a second level 10B of the baggage conveyor system 10 which runs above the first level 10A.

[0231] The baggage conveying system 10 connects the baggage acceptance device 40 with the two first scanners 7A and the second baggage delivery devices 60.

[0232] The baggage conveying system 10 has a baggage distribution device 13, which guides or divides the baggage G or the baggage carrier devices 11 to one of the first baggage issue devices 50 or to one of the second baggage issue devices 60. If, for example, it is determined by computer during scanning using the first scanner 7A that a follow-up inspection is required, distribution data is generated. This distribution data is transmitted to the distribution device 13, which then transports the corresponding baggage G to one of the second baggage issue devices 60. The distribution data forms part of the control data. The personal security screening system 1 has a second buffer system 12B. This is located adjacent to the second baggage issue devices 60.Corresponding to the first buffer system 12A, the second buffer system 12B provides a buffer for the second baggage delivery devices 60.

[0233] Figure 5 shows a third level IOC of the baggage conveying system 10, which extends above the second level 10B and the first level 10A. The baggage conveying system 10 has a baggage carrier return device 14 for returning the baggage carrier device 11 to the baggage acceptance point 4, in particular to the baggage acceptance device 40. In this exemplary embodiment, the baggage carrier return device 14 is essentially implemented on the third level 10C.

[0234] The baggage conveyor system 10 preferably has several levels 10A, 10B, 10C. This allows the baggage conveyor system 10 to be implemented in a space-saving manner.

[0235] Please note that the order of the levels may differ from the example above. More or fewer levels may also be provided.

[0236] The personal security screening system 1 has several sensors for detecting the status of the personal security screening system 1. As discussed in the general part of the description, different sensors can be used here. The sensors are represented, for example, by a baggage handling system camera 15, which detects the baggage handling system 10. The baggage carrier device 11 can have an individual, optically perceptible code. Thus, the position of each baggage carrier device 11 can be detected using a camera. Additional sensors can be provided. For example, a radio sensor, such as a near-field communication sensor (NFC sensor for short), and / or a radio frequency identification sensor (RFID sensor for short), can be provided, which detects when a baggage carrier device 11 equipped with a corresponding radio device passes the radio sensor.The sensors generate sensor data that is provided as part of the influence data for computerized processing using a digital twin. (See Figure 8) Figure 6 shows several of the baggage acceptance devices 40. It should be noted that the baggage issue device 50 is essentially constructed in accordance with the baggage acceptance devices 40. One of the passengers P is standing in front of one of the baggage acceptance devices 40, where he has just checked in his baggage G. The baggage acceptance device 40 has the passenger information device 42. The passenger information device 42 has a screen 43 and illuminated signs 44. The illuminated signs 44 provide the passenger P with easy-to-understand instructions. The screen 43 is equipped with a touch function (i.e., a touchscreen) and thus provides an interaction option with an input function for the passenger P.The data generated by screen 43 may be provided as part of the influence data.

[0237] The luggage acceptance device 40 has a luggage acceptance opening 45 through which the luggage G can be accepted. The luggage acceptance device 40 is designed such that the luggage carrier device 11 can be placed adjacent to the luggage acceptance opening 45 such that the interior of the luggage carrier device 11 can be loaded with luggage exclusively through the luggage acceptance opening 45.

[0238] The baggage acceptance device 40 has a locking device

[0239] 46 to close the baggage acceptance opening 45.

[0240] The baggage acceptance device 40 has a detection device

[0241] 47. The detection device 47 has two camera units.

[0242] On the one hand, the detection device 47 detects the passenger P who is checking in the baggage G and standing in front of the baggage acceptance device 40 in a person detection area 48 of the first camera unit. The detection device 47 thus provides a person detection device.

[0243] On the other hand, the detection device 47 detects the luggage G located in the luggage carrier device 11 below the luggage acceptance opening 45 in a luggage detection area 49. The detection device 47 thus provides a luggage detection device. For reasons of clarity, only one person detection area 48 and one luggage detection area 49 are shown. The data detected by the detection device 47, in particular detection data and / or content data derived therefrom, are provided as part of the influence data, as in the general part of the description.

[0244] As discussed in the general part of the description, this data is also used to inform the passenger when typical baggage is missing and to generate recommendation data for targeted advertising.

[0245] As discussed in the general part of the description, the linking data is also generated based on the capture data. The linking data comprises biometric data based on images and / or videos captured by the capture device 47. In particular, the linking data is created based on facial recognition of the face of passenger P. The linking data is stored in the system and is available there for further processing at least until the passenger P has left the personal security screening system 1. The passenger P therefore does not have to memorize a code or carry a key, note, or the like. If they go to a baggage claim device 50 (or 60), which is essentially constructed like the baggage acceptance device 40 and also has a capture device 47, they are automatically recognized.The baggage conveying system 10 then brings the baggage carrier device 11 with the passenger P's baggage directly to the baggage collection device 50 (or 60) at which the passenger P is located.

[0246] As discussed in the general part of the description, other linking data may also be used.

[0247] Figure 7 shows the structure of the baggage acceptance device 40. It should be noted again that the baggage issue device 50 is constructed essentially correspondingly to the baggage acceptance devices 40. The baggage acceptance device 40 has a frame 400 and a luggage carrier positioning device 401. The frame 400 supports the luggage carrier positioning device 401. The luggage carrier positioning device 401 is designed to receive the luggage carrier device 11 provided by the baggage conveyor system 10, in particular by the luggage carrier return device 14, and to position it within the baggage acceptance device 40 such that the luggage carrier device 11 can be loaded with luggage G. The luggage carrier device 11 is therefore preferably positioned by the luggage carrier positioning device 401 below (i.e., in the direction of gravity acceleration) the baggage acceptance opening 45.For this purpose, the luggage carrier positioning device 401 can, for example, have a motor, a gear, a belt, etc.

[0248] The luggage carrier device 11 and the luggage acceptance device 40 thus form a closed container which can only be loaded through the luggage acceptance opening 45.

[0249] The luggage carrier device 11 can be configured to be provided with a lid. In this case, the luggage carrier positioning device 401 and / or a separate lid positioning device is preferably configured to open the lid before or during positioning of the luggage carrier device 11 corresponding to the luggage acceptance opening 45 and to close the lid before the luggage carrier device 11 is transferred back to the luggage conveyor system 10.

[0250] The baggage acceptance device 40 has sensors, such as light grids and / or safety sensors that detect whether a passenger could be injured, e.g., by pinching their fingers, which monitor the status of the baggage carrier device 11 and thus the baggage G. For example, the baggage acceptance device 40 has a sensor that detects when the baggage carrier device 11 has reached the position corresponding to the baggage acceptance opening 45 or has left it again. The sensors provide sensor data that is provided as part of the influence data.

[0251] Figure 8 shows a block diagram 100 illustrating a computerized method for operating a digital twin representing a personal security control system.

[0252] The personal security screening system 1 is combined into a personal security screening system block 101, represented by a dashed rectangle. The personal security screening system block 101 contains a sensor data block 105, which concerns the sensor data obtained from the sensors of the personal security screening system 1, a utilization block 112, which represents the utilization of the personal security screening system 1, for example, how many baggage acceptance devices 40 and baggage delivery devices 50 and 60 are activated and / or staffed, and an actuator and conveyor system block 113, which represents the baggage conveyor system 10 and other actuators of the personal security screening system 1.

[0253] Furthermore, block diagram 100 shows an influence data block 102, representing the influence data and represented by another dashed rectangle. The influence data block 102 includes the sensor data block 105. Furthermore, the influence data block 102 includes an external data block 106, relating to external data provided by an entity separate from the personal security control system 1 and obtained from there via a data communication interface.

[0254] Furthermore, the influence data block 102 includes an experience data block 107, which contains experience data generated from historical data, in particular historical sensor data and / or historical external data. The experience data was generated, for example, using artificial intelligence (AI), with the AI ​​being trained using sensor data and / or historical external data.

[0255] The influence data is provided to a digital twin. The digital twin is represented by a digital twin block 103. The digital twin retrieves the provided influence data.

[0256] Based on the influence data, the digital twin simulates the operation of the personal safety control system 1 and generates output data.

[0257] The output data is represented in the block diagram 100 by an output data block 104. The output data block 104 has a personal security screening system control data block 108 relating to personal security screening system control data for controlling the personal security screening system, a maintenance data block 109 relating to maintenance data for planning and / or controlling the maintenance of the personal security screening system 1, a utilization data block 110 relating to utilization data for planning and / or controlling the utilization of the personal security screening system 1, and an aircraft request data block 111 relating to aircraft request data for planning and / or controlling the processing, in particular the refueling and / or loading, of the aircraft, specifically the airplane.

[0258] The personal security screening system control data block 108 is connected to the actuator and conveyor system block 113. The personal security screening system control data is transmitted to the personal security screening system 1, where the baggage conveyor system 10 and the other actuators are controlled.

[0259] For example, if a simulation determines that the personal security screening system 1 could be operated more efficiently and / or more quickly, for example by controlling the baggage conveyor system 10 more quickly, output data can be generated that control the personal security screening system 1 according to this simulation.

[0260] To configure the digital twin, all stations were visited by the luggage carrier device 11 in an initial run, and the required time was determined. The luggage G was placed in the luggage carrier device 11, which is located in the baggage acceptance device 40, and from there transported to the first scanner 7A by means of the baggage conveyor system 10. In a first test run, the luggage carrier device 11 was transported to the first baggage issue device 50 after the scanning process, and in a second test run to the second baggage issue device 60. The times required for this were documented in each case. The test runs can be repeated multiple times and statistically evaluated.

[0261] The digital twin is initially set up accordingly.

[0262] Apart from the predictive capability of the digital twin, the digital twin is executed in normal operation synchronously with the personal security control system 1, thus simulating the current behavior or the current states of the personal security control system 1.

[0263] The digital twin is also designed to make settings or adjustments based on historical data. Therefore, if a discrepancy is detected during further operation between the simulated state of the personal security screening system 1 and the actual state of the personal security screening system 1, for example, the state measured by the sensors, the digital twin is autonomously adjusted by computer to correctly represent the personal security screening system 1.

[0264] If, for example, it is determined that a deviation occurs because the personal security screening system 1 could operate more quickly than simulated in the digital twin, for example because the baggage handling system 10 can be operated more quickly (e.g. in some places), this will be taken into account in future simulations and the personal security screening system will operate more quickly.

[0265] The digital twin can now be used to optimize the operation of the personal security screening system 1. For this purpose, the computerized method is implemented as discussed below. In this exemplary embodiment, the computerized method is executed on a computer of the personal security screening system 1. However, the computerized method can also be executed, for example, in a virtual machine at the airport or in an external infrastructure.

[0266] If the personal security screening system 1 is now operated as described in Figures 1 to 7, the sensors, for example the baggage conveyor system camera 15 and the detection device 47, detect the state of the personal security screening system 1 or the operating state of the personal security screening system 1. Real-time sensor data is generated, which allows a conclusion to be drawn about the current scenario, for example, how many passengers P are currently checking in, how much baggage G, where the passengers P and the baggage G are located, etc.

[0267] At the same time, external real-time data is provided, for example regarding scheduled departures, weather data, etc.

[0268] The empirical data is stored in a digital memory and provides information about how the scenarios have developed under similar conditions in the past. For example, how long a similar number of passengers P needed for baggage check on a day close to the calendar date with the same flight destination under similar weather conditions. The influencing data, comprising the real-time sensor data, the external real-time data, the empirical data, and any additional data, are obtained computer-based. This is symbolized in block diagram 100 by the arrows between the influencing data block 102 and the digital twin block 103.

[0269] In the digital twin, the current scenario or state is recreated based on the influence data, and the resulting expected development is simulated. Thus, it is simulated that the baggage G is transported through the passenger security screening system 1 in the baggage carrier devices 11 by means of the baggage conveyor system 10. At the same time, it is simulated that the passengers P must pass through the second scanner 7B and then proceed to the first baggage claim device 50 or the second baggage claim device 60.

[0270] Preferably, several possible scenarios are simulated. This allows for the assumption that a follow-up inspection is necessary for each piece of baggage G during the runs, with varying probabilities.

[0271] For example, each passenger P can be assigned a probability value that indicates the probability of certain events occurring. These events can lead to a delay, for example, and can involve forgotten luggage G or medical conditions. These events can be considered in the simulation with an appropriate probability. If enough simulations are run, the occurrence of such an individual event can be statistically evaluated in a cross-system context.

[0272] The simulation can also consider the failure probability of individual parts and / or components, for example. For this purpose, known formulas for calculating the survival probability, for example, from relevant standards, can be used. The failure probability can also be considered based on empirical data.

[0273] For example, in several simulation runs, for example, several thousand simulation runs, the various future scenarios for the operation of the personal security screening system 1 can be determined, i.e., for example, the development over the next few hours or days or longer periods. This can, for example, result in the average (group) interaction time being within a certain range of, for example, 4 to 6 minutes in most runs. At the same time, however, there are a few simulation runs in which a baggage acceptance device 40 fails, so that the average (group) interaction time is 8 minutes. There are also simulation runs in which the baggage acceptance device 40, which could fail, is serviced, whereby the average (group) interaction time is also 8 minutes, etc.

[0274] The results of the simulations are subjected to computer-based statistical analysis. In this example, the result would be that carrying out maintenance during peak times would be disadvantageous and that it would be better to choose a different time for maintenance, thus taking the still very small risk of failure. In this example, computer-based output data would be generated containing maintenance data containing precise instructions as to when and during which time window what or which system component needs to be serviced. For example, the output data could contain instructions instructing an employee to carry out maintenance at a precise time because, according to the simulation, this is the time at which maintenance has the least negative impact. The maintenance data can also instruct the employee precisely which part needs to be replaced.The computerized process thus relieves the employee of the task of assessing potential wear and tear and its effects. The employee no longer has to invest any mental effort in planning the maintenance window; instead, they can simply perform the maintenance steps mechanically. The output data can also reliably shut down the affected system components, inform the employee of this, and thus ensure that no risk of injury is possible during maintenance work due to improper operation of the system by the employee or other personnel. The affected system component can only be put back into operation after the employee has completed the maintenance and notified the system of this.

[0275] In the block diagram 100, the described maintenance of the personal safety control system 1 based on the maintenance data is graphically represented by an arrow connecting the maintenance data block 109 and the personal safety control system block 101 as well as a symbolic gear and wrench.

[0276] During the various simulation runs, the effect of the different control of the personal security screening system 1, in particular the baggage handling system 10, is preferably recorded. This determines the optimal control, and corresponding personal security screening system control data is generated computer-based. For example, it may be more expedient to direct individual baggage carrier devices 11 to one of the first scanners 7A or to the other of the first scanners 7A, depending on which other baggage carrier devices 11 are currently located at which location on the baggage handling system 10.For example, personal security screening system control data can be generated that controls the baggage handling system 10 such that the baggage G of passengers P whose flight is about to depart is given priority, i.e., the baggage G is conveyed with priority to the first scanners 7A and then to one of the baggage claim devices 50 or 60. The baggage G of other passengers P who are not in a hurry is placed after the other. Passengers of a specific flight class (e.g., business, first class, etc.) can also be given priority.

[0277] The simulation also determines the current and future utilization of the passenger security screening system 1. For example, it can be determined that many passengers P are expected in the morning and all baggage acceptance devices 40 and all baggage retrieval devices 50 and 60 will be fully utilized, while in the afternoon only a few passengers P are expected and it is sufficient to operate only half of the baggage acceptance devices 40 and baggage retrieval devices 50 and 60. Accordingly, utilization data is generated, which are intended to deactivate the unused baggage acceptance devices 40 and baggage retrieval devices 50 and 60 accordingly. Thus, one of the first scanners 7A can also be deactivated and the baggage conveying system 10 operated at a correspondingly reduced capacity. The baggage conveying system 10 is therefore operated in such a way that the deactivated devices are not activated.Furthermore, the staffing plan is adjusted according to the utilization data, since in the afternoon only half of the employees M are needed to staff the second baggage claim devices 60.

[0278] The simulation also determines, among other things, how many passengers P and how many pieces of baggage G will leave the passenger security screening system 1, as well as which aircraft these passengers P and how many pieces of baggage G will travel on. This information is stored in aircraft requirement data, which is generated to operate the aircraft in accordance with the requirements. This data is then transmitted to an aircraft operator 114, who is instructed by the data to refuel and / or load the aircraft accordingly, as discussed in the general part of the description.

[0279] In summary, a simulation is carried out in the digital twin based on the influence data in order to derive a future development of the physical system, in particular the operation of the personal security control system 1. Depending on the application, this may concern the future development in a few seconds or minutes, but also the future development in a few hours or days.

[0280] Based on the assessment, prognosis, or prediction of future developments, i.e., based on a single simulation or multiple simulations, output data is generated. This is represented in block diagram 100 by the arrows between the digital twin block 103 and the output data block 104, specifically the personnel security screening system control data block 108, the maintenance data block 109, the utilization data block 110, and the aircraft request data block 111. The output data can then be used to operate the technical resources, thus enabling optimized operation of the personnel security screening system 1 and the logistically connected entities, such as the acknowledgment system or the aircraft.In particular, this enables rapid and secure personal screening because the personal security screening system 1 can be operated efficiently and effectively, and possible future events are taken into account. Potential future problems can thus be prophylactically avoided.

[0281] For this purpose, the output data is transmitted to the appropriate locations, in particular to the personnel security screening system 1, but also to a computer system of the aircraft operator 114 or the airport, where it is physically implemented. This is represented in the block diagram by the arrows between the request data block 111 and the aircraft operator 114, the utilization data block 110 and the utilization block 112, the maintenance data block 109 and the personnel security screening system block 101, the personnel security screening system control data block 108, and the actuator and conveyor system block 113. The aircraft is thus operated according to the aircraft request data, in particular refueled and loaded. The baggage acceptance devices 40 and baggage discharge devices 50 and 60 are activated or deactivated according to the request data, and a personnel plan is automatically created according to the request data.Maintenance work is performed according to the maintenance data. The baggage handling system 10 and the other actuators are controlled according to the passenger security control system control data.

[0282] Finally, it should be noted once again that the figures described in detail above are merely exemplary embodiments that can be modified in a variety of ways by those skilled in the art without departing from the scope of the invention. For the sake of completeness, it should also be noted that the use of the indefinite articles "a" or "an" does not exclude the possibility that the relevant features may be present multiple times.

Claims

Claims 1. Computerized method for operating a digital twin representing a personal security control system (1) comprising the method steps: - Obtaining influence data that Personal security control system (1) in its operation, - Simulating the operation of the personal security control system (1) using the digital twin based on the influence data, - generating output data based on at least one simulation, wherein the output data are provided for operating the personal security control system (1) and / or for operating an entity separate from the personal security control system.

2. Computerized method according to claim 1, wherein the influencing data comprise sensor data, in particular real-time sensor data, of at least one sensor (15, 47), in particular at least one sensor (15, 47) of the personal security control system (1).

3. Computerized method according to claim 2, wherein the sensor data relate to or describe at least one of the following aspects, namely: - the registration of a piece of luggage and / or - the type of luggage and / or - the weight of at least one piece of luggage, in particular exactly one single piece of luggage, and / or - a dimension of a piece of luggage, and / or - the recording of a person and / or - a characteristic of a person and / or - a person's behavior and / or - a temperature and / or - wear and tear, and / or - the passage of a piece of luggage and / or a person, in particular within the personal security control system (1) - the capacity of the personal security control system (1).

4. Computerized method according to one of claims 2 to 3, wherein the sensor data relates to the utilization of a baggage conveyor system of the personal security control system (1).

5. Computerized method according to one of the preceding claims, wherein the influencing data comprises external data, in particular external real-time data, which are provided by or obtained from an entity separate from the personal security control system (1).

6. A computerized method according to any one of the preceding claims, wherein the influencing data comprises empirical data.

7. Computerized method according to one of the preceding claims, wherein the output data comprise personal security control system control data relating to the control of the personal security control system (1), in particular which are provided for controlling the personal security control system (1).

8. Computerized method according to one of the preceding claims, wherein the output data comprise maintenance data relating to the maintenance of the personal security control system (1), in particular which are provided for planning and / or controlling the maintenance of the personal security control system (1).

9. Computerized method according to one of the preceding claims, wherein the output data comprise utilization data relating to the utilization of the personal security control system (1), in particular which are provided for planning and / or controlling the utilization of the personal security control system (1), preferably relating to the activation or deactivation of individual areas or components of the personal security control system (1).

10. Computerized method according to one of the preceding claims, wherein the output data comprise aircraft requirement data relating to the requirements of an aircraft, in particular the requirements relating to refueling and / or stowage space, in particular which are provided for planning and / or controlling the processing, preferably the refueling and / or loading, of the aircraft.

11. Computerized method according to one of the preceding claims, wherein the digital twin simulates at least the baggage flow and / or the passenger flow towards a scanner (7A, 7B) and / or through a scanner (7A, 7B), in particular through a computer tomography scanner, a body scanner, an X-ray scanner and / or a metal detector.

12. Computerized method according to one of the preceding claims, wherein the digital twin simulates a baggage conveyor system (10) of the personal security screening system (1).

13. Computerized method according to claim 12, wherein the baggage conveying system (10) connects a baggage acceptance point (4) with at least two baggage delivery points (5, 6) and / or at least two baggage acceptance points (4) with a baggage delivery point (5, 6) and wherein the digital twin simulates the baggage flow between the baggage acceptance point (4) and the baggage delivery point (5, 6).

14. A computerized method according to claim 12 or 13, wherein the baggage handling system (10) comprises a buffer system (12A, 12B) for temporarily storing baggage, and wherein the digital twin simulates the operation of the buffer system (12A, 12B).

15. Computerized method according to one of claims 12 to 14, wherein the baggage conveying system (10) has a first baggage delivery point (5) for baggage which meets a first criterion and a second Baggage claim point (6) for baggage which meets a second criterion, and the baggage conveying system (10) effects the transport of the baggage depending on the presence of the first or the second criterion towards the respective baggage drop-off point and the digital twin simulates this transport and / or the flow of people towards the first and second baggage claim points (5, 6).

16. Computerized method according to one of the preceding claims, wherein at least two scenarios, in particular a plurality of scenarios, preferably at least 10, particularly preferably at least 100 scenarios, are simulated by means of the digital twin, and wherein the output data are generated as a function of the different scenarios, in particular by means of statistical evaluation of the scenarios.

17. Computerized method according to one of the preceding claims, wherein the actual state of the personal security control system (1) is compared with the state of the personal security control system (1) simulated by means of the digital twin and - where, in the event of a deviation between the actual state and the simulated state, output data is generated based on the deviation and / or - in the event of a deviation, the operation of the personal security control system (1) is simulated again using the digital twin on the basis of the deviation.

18. Operating procedures comprising the following steps: - generating the output data by means of the computerized method according to one of the preceding claims 1 to 17 and further processing the output data according to at least one of the following aspects, namely: - controlling the personal security control system (1) according to personal security control system control data determined according to claim 7 and / or - Carrying out maintenance of the personal security control system (1) according to maintenance data determined according to claim 8 and / or - Operating the personal security control system (1) according to utilization data determined according to claim 9 and / or - Processing, in particular refueling and / or loading, an aircraft according to aircraft request data determined according to claim 10.

19. A data processing system comprising means for carrying out the steps of the computerized method according to any one of claims 1 to 17.

20. A computer program for carrying out the computerized method according to any one of claims 1 to 17.

21. A computer-readable (storage) medium comprising instructions which, when executed by a computer, cause the computer to carry out the method according to any one of claims 1 to 17.

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