CN109767134B - Taxi taking-in scheduling method - Google Patents
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- CN109767134B CN109767134B CN201910043600.9A CN201910043600A CN109767134B CN 109767134 B CN109767134 B CN 109767134B CN 201910043600 A CN201910043600 A CN 201910043600A CN 109767134 B CN109767134 B CN 109767134B
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02D—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN INFORMATION AND COMMUNICATION TECHNOLOGIES [ICT], I.E. INFORMATION AND COMMUNICATION TECHNOLOGIES AIMING AT THE REDUCTION OF THEIR OWN ENERGY USE
- Y02D30/00—Reducing energy consumption in communication networks
- Y02D30/70—Reducing energy consumption in communication networks in wireless communication networks
Abstract
The invention discloses a taxi taking scheduling method. According to the method, flight data pushed by an ADS-B data receiving and processing system are obtained in real time, flight data with the flight state of take-off, spiraling, descending beginning and coming in port are selected from the flight data, a flight data array containing the coming in port time of the flight is established, the earliest notification time and the latest notification time of the coming in port information moment of the pushing of the flight to a taxi company dispatching and dispatching system relative to the coming in port moment of the flight are calculated, and when the coming in port time of the flight is between the latest notification time and the earliest notification time, the coming in port information of the flight is pushed to the taxi company and dispatching the taxi company. The taxi company receives the information and then immediately sends and receives the taxi, so that the success rate of taxi receiving and receiving can be effectively improved, the waiting time of the taxi is reduced, and the taxi receiving work experience of a taxi driver and the taxi receiving experience of a flight passenger are improved.
Description
Technical Field
The invention belongs to the technical field of vehicle scheduling, and particularly relates to a taxi taking-in scheduling method.
Background
At present, the flight dynamic data of the civil aviation industry are provided for a flight receiving and dispatching system of a taxi company in an original basic data mode. The original base data pattern is: the number of the flight, the departure time of the flight plan, the arrival time of the flight plan, the estimated departure time of the flight, the estimated arrival time of the flight and the actual departure time of the flight. When the original basic data are received, the taxi taking and dispatching scheduling system of the taxi company cannot accurately acquire the real-time state information of the flights, so that when a taxi taking instruction is executed by adopting a reservation and dispatching mode, the situation that the flights cannot arrive on time due to the occurrence of abnormal conditions such as delay, return and standby drop of the flights (after taking off, because the emergency or emergency is changed to an airport outside a destination airport) cannot be avoided, and further, other taxi taking tasks cannot be executed by reservation drivers in time, waste of time cost of taxi drivers and poor taxi taking experience are caused, and meanwhile, waste of time resources of the passengers of the flights and poor taxi experience are possibly caused.
Disclosure of Invention
In order to solve the problems in the prior art, the invention provides a taxi taking scheduling method.
In order to achieve the above purpose, the invention adopts the following technical scheme:
a taxi taking-in scheduling method comprises the following steps:
step 1, acquiring flight data pushed by an ADS-B (Automatic Dependent Surveillance-Broadcast automatic correlation monitoring) data receiving and processing system in real time, wherein the flight data comprises a flight number FN, a flight state FS, a flight estimated arrival time ETA, a departure airport DEP and an arrival airport ARR;
step 2, selecting the flight data with the flight state FS being take-off FLY, the ongoing hover CIR, the hover CED, the start of DES and the upcoming SAR, subtracting the current time from the estimated arrival time ETA of the flight to obtain the upcoming arrival time ST of the flight in minutes, and establishing a flight data array L i ＝(FN i ,，FS i ，ETA i ，DEP i ，ARR i ，ST i ) I=1, 2, …, n, n is the number of flights;
step 3, calculating the earliest notification time ST for pushing the information moment of the upcoming arrival of the flights to the taxi company dispatch system to advance relative to the arrival moment of the flights e And a latest notification time ST l ：
ST e ＝T max ×AFI×ASI-AFT×(1-ASI)
ST l ＝T min ×AFI×ASI-ALT×(1-ASI)
Wherein T is max And T min The maximum value and the minimum value of the time for the taxis to reach the terminal station building from the taxi company are respectively, the AFT and ALT are respectively the fastest clearance time and the slowest clearance time, and T max 、T min The units of AFT and ALT are all minutes, AFI is the airport people flow influence coefficient, ASI is the airport scale influence coefficient;
step 4, when ST i ∈[ST l ,ST e ]And the flight status FS of the ith flight i When E (FLY, CIR, CED, DES, SAR), pushing information L of upcoming taxi of ith flight to taxi company dispatch system i ＝(FN i ,，FS i ，ETA i ，DEP i ，ARR i ，ST i )。
Compared with the prior art, the invention has the following beneficial effects:
according to the invention, the flight data pushed by the ADS-B data receiving and processing system are obtained in real time, the flight data with the flight state of take-off, spiral going-over, beginning to descend and going to get in the port are selected from the flight data, a flight data array containing the time of the coming in the port of the flight is established, the earliest notification time and the latest notification time which are used for pushing the time of the information of the coming in the port of the flight to the taxi company to the taxi dispatching system and are advanced relative to the time of the coming in the port of the flight are calculated, when the time of the coming in the port of the flight is between the latest notification time and the earliest notification time, the information of the coming in the port of the flight is pushed to the taxi dispatching system, and the taxi company receives the information and then immediately receives the taxi, so that the success rate of receiving the taxi by the taxi can be effectively improved, the waiting time of the taxi receiving the taxi driver and the taxi receiving experience of the taxi by the passengers are improved.
Drawings
Fig. 1 is a flowchart of a taxi pickup scheduling method according to an embodiment of the present invention.
Detailed Description
The invention is described in further detail below with reference to the accompanying drawings.
The flow chart of the taxi taking scheduling method in the embodiment of the invention is shown in fig. 1, and the method comprises the following steps:
s101, acquiring flight data pushed by an ADS-B data receiving and processing system in real time, wherein the flight data comprises a flight number FN, a flight state FS, a flight estimated arrival time ETA, a departure airport DEP and an arrival airport ARR;
the step is used for acquiring the flight data from the ADS-B data receiving and processing system in real time. The ADS-B data receiving processing system is capable of receiving and processing flight real-time data returned from ADS-B devices mounted on an aircraft. ADS-B data receiving and processing systems are well established and used in the civil aviation industry, such as flight households, flight standards, civil aviation administration, flightRadar, etc. are all equipped with such systems.
S102, selectingTaking the flight data with the flight state FS of taking off FLY, hovering CIR, hovering CED, starting DES and going to get into the port SAR, subtracting the current time from the estimated time of arrival ETA to obtain the time of coming into the port ST of the flight, wherein the unit is minutes, and establishing a flight data array L i ＝(FN i ,，FS i ，ETA i ，DEP i ，ARR i ，ST i ) I=1, 2, …, n, n is the number of flights;
the step is used for obtaining a flight data array by screening and processing the flight data acquired in real time in the step S101. Screening refers to eliminating flight data outside of take-off, hovering over, beginning descent, and upcoming departure, because only aircraft with respect to these 5 flight states may be successful, so to reduce computation and avoid false delivery, flight data for other flight states, such as return, backdrop, etc. should be eliminated. The established flight data array comprises a flight number, a flight status, a scheduled arrival time of the flight, an origin airport, an arrival airport and an upcoming arrival time, wherein the scheduled arrival time of the flight is subtracted by the current time. The data for each flight constitutes a data set.
S103, calculating the earliest notification time ST for pushing the information moment of the upcoming arrival of the flight to the taxi dispatching system relative to the arrival moment of the flight e And a latest notification time ST l ：
ST e ＝T max ×AFI×ASI-AFT×(1-ASI)
ST l ＝T min ×AFI×ASI-ALT×(1-ASI)
Wherein T is max And T min The maximum value and the minimum value of the time for the taxis to reach the terminal station building from the taxi company are respectively, the AFT and ALT are respectively the fastest clearance time and the slowest clearance time, and T max 、T min The units of AFT and ALT are all minutes, AFI is the airport people flow influence coefficient, ASI is the airport scale influence coefficient;
this step gives a method of calculating the earliest notification time and the latest notification time. The notification time refers to the time when the taxi company dispatching and scheduling system pushes the information about the upcoming arrival of the flight to advance relative to the arrival time of the flight, i.e. how much time before the arrival time of the flight is needed to notify the taxi company. The notification time has a value range, the maximum value is the earliest notification time, and the minimum value is the latest notification time. If the taxi starts before the earliest notification time, the passenger does not come out when the taxi arrives, and the taxi waits for a longer time at the airport; if the taxi starts at a later time than the latest notification time, the passenger can wait for a longer time or select other taxis or other traffic modes to cause the failure of taking the taxi after the passenger comes out and the taxi does not arrive. The notification time is mainly determined by the time of arrival of taxis from a company to a station building and the clearance time, and is also related to the people flow rate of an airport and the scale level of the airport, so that the people flow rate influence coefficient of the airport and the scale influence coefficient of the airport are increased in a calculation formula. The two coefficients can be determined according to historical data, and can be calculated according to an empirical formula considering real-time people flow and airport scale level. The time that a taxi arrives from a company to a station building is generally determined based on historical data.
S104, when ST i ∈[ST l ,ST e ]And the flight status FS of the ith flight i When E (FLY, CIR, CED, DES, SAR), pushing information L of upcoming taxi of ith flight to taxi company dispatch system i ＝(FN i ,，FS i ，ETA i ，DEP i ，ARR i ，ST i )。
The method for pushing the information about the upcoming arrival of the flight to the taxi dispatching system is provided. According to the meaning of the earliest notification time and the latest notification time, when the incoming arrival time falls between the latest notification time and the earliest notification time, the incoming arrival information of the flight can be pushed. In general, after receiving the information about coming in the port of the flight, the taxi dispatching system of the taxi company immediately dispatches the taxi to go out. In the time period, the information about the upcoming arrival of the flight is pushed, the success rate of taxi taking is high, and neither the taxi nor the passenger wait for too long. Of course, the flight status should be considered, and only the flight status belongs to the 5 flight statuses can be pushed; otherwise, the taxi is failed to be connected.
The steps are repeatedly carried out circularly, and the upcoming port information of each flight can be timely pushed to the dispatching system of the taxi company, so that the taxi company dispatches and receives the taxi at a proper time, the success rate of receiving the taxi is improved, and the waiting time of receiving the taxi by a driver is reduced.
As an optional embodiment, the calculation formula of the airfield people flow influence coefficient AFI is:
wherein, APF is the airport people flow that acquires in real time, AFW is the historical data of airport people flow, and APF and AFW's unit are people.
The embodiment provides a calculation formula of an airport people flow influence coefficient AFI. The calculation formula is an empirical formula expressed by a piecewise function, wherein the AFI takes 3 values which are respectively 0.8, 0.9 and 1, and the larger the APF is, the larger the value of the AFI is. In the formula, AFW is historical data of airport people flow; the APF is obtained from an informatization management system of a terminal building operation center in real time.
As an alternative embodiment, the calculation formula of the airport scale influence coefficient ASI is:
where AC is airport throughput in people.
The present embodiment gives a calculation formula for the airport-scale influence coefficient ASI. The calculation formula is also an empirical formula expressed in terms of a piecewise function. The scale level of an airport directly affects the throughput of the airport. The throughput of an airport may be obtained from data published by the civil aviation. The larger the airport throughput AC, the larger the value of ASI, the range of ASI values [0.9,1].
As an alternative embodiment, the S101 further includes: adding data of scheduled flights which cannot be pushed by the ADS-B data receiving and processing system: the system comprises a flight number FN, a flight state FS, a scheduled arrival time ETA, an origin airport DEP and an arrival airport ARR, wherein ETA=ATD+STA-STD, and ATD, STA and STD are the actual departure time, the scheduled arrival time and the scheduled departure time of the added flight respectively.
In this embodiment, some flight data ADS-B data receiving and processing systems cannot acquire, such as old aircraft without ADS-B devices, aircraft with ADS-B devices manually turned off, aircraft that cannot acquire ADS-B signals due to being blocked by a building, and so on. Therefore, if only flight data acquired in real time from the ADS-B data receiving processing system is processed, passengers for the flight may be missed. The embodiment determines which flights the ADS-B data receiving processing system cannot acquire by comparing the flight numbers in the flight data acquired in real time with the scheduled flights, calculates the estimated arrival time of the flights according to the actual departure time, the scheduled departure time and the scheduled arrival time of the flights, and adds the flight numbers, the flight status, the estimated arrival time of the flights, the departure airport and the arrival airport data of the flights to the data acquired in real time from the ADS-B data receiving processing system to uniformly process.
As an alternative embodiment, the S104 is as ST i ＝ST l And FS i When E (FLY, CIR, CED, DES, SAR), pushing information L of upcoming taxi of ith flight to taxi company dispatch system i ＝(FN i ,，FS i ，ETA i ，DEP i ，ARR i ，ST i )。
The embodiment provides an improvement scheme for pushing the upcoming port information, namely, when ST i ∈(ST l ,ST e ]Not pushed when ST i ＝ST l Then push. This is done in view of maximizing taxi driver time costs, passenger time costs, and taxi company operating cost benefits. This embodiment is a preferred embodiment and does not exclude other possible pushing schemes.
As an alternative embodiment, the S104 further includes: if ST is i ∈(0,ST l ) Deleting the data of the ith flight; and if the flight state of the ith flight is the standby or return, pushing the ith flight abnormality reminding information to a taxi company dispatching and scheduling system.
The embodiment provides a technical scheme for deleting useless data and prompting flight abnormality. For satisfying ST ε (0, ST) l ) Has pushed upcoming traffic information for these flights, which has not been of use to taxi companies, and therefore requires deletion of these junk data. In addition, if the flight state becomes standby or return, the taxi taking device takes out, and therefore, a taxi company is notified in a mode of pushing the flight abnormality reminding information so as to take corresponding measures.
The foregoing description of the embodiments of the present invention should not be taken as limiting the scope of the invention, but rather should be construed as falling within the scope of the invention, as long as the invention is modified or enlarged or reduced in terms of equivalent variations or modifications, equivalent proportions, or the like, which are included in the spirit of the invention.
Claims (4)
1. The taxi taking-in scheduling method is characterized by comprising the following steps of:
step 1, acquiring flight data pushed by an ADS-B data receiving and processing system in real time, wherein the flight data comprises a flight number FN, a flight state FS, a flight estimated arrival time ETA, a departure airport DEP and an arrival airport ARR;
step 2, selecting the flight data with the flight state FS being take-off FLY, the ongoing hover CIR, the hover CED, the start of DES and the upcoming SAR, subtracting the current time from the estimated arrival time ETA of the flight to obtain the upcoming arrival time ST of the flight in minutes, and establishing a flight data array L i ＝(FN i ,，FS i ，ETA i ，DEP i ，ARR i ，ST i ) I=1, 2, …, n, n is the number of flights; l (L) i For the flight data array corresponding to the ith flight, FN i For the flight number corresponding to the ith flight, FS i For the ith flightCorresponding flight status, ETA i The arrival time is predicted for the flight corresponding to the ith flight, DEP i ARR for departure airport corresponding to ith flight i An arrival airport corresponding to the ith flight, ST i The upcoming arrival time corresponding to the ith flight;
step 3, calculating the earliest notification time ST for pushing the information moment of the upcoming arrival of the flights to the taxi company dispatch system to advance relative to the arrival moment of the flights e And a latest notification time ST l ：
ST e ＝T max ×AFI×ASI-AFT×(1-ASI)
ST l ＝T min ×AFI×ASI-ALT×(1-ASI)
Wherein T is max And T min The maximum value and the minimum value of the time for the taxis to reach the terminal station building from the taxi company are respectively, the AFT and ALT are respectively the fastest clearance time and the slowest clearance time, and T max 、T min The units of AFT and ALT are all minutes, AFI is the airport people flow influence coefficient, ASI is the airport scale influence coefficient;
step 4, when ST i ∈[ST l ,ST e ]And the flight status FS of the ith flight i When E (FLY, CIR, CED, DES, SAR), pushing information L of upcoming taxi of ith flight to taxi company dispatch system i ＝(FN i ,，FS i ，ETA i ，DEP i ，ARR i ，ST i )；
The calculation formula of the airport people flow influence coefficient AFI is as follows:
wherein, APF is the airport people flow obtained in real time, AFW is the history data of airport people flow, and the units of APF and AFW are people;
the calculation formula of the airport scale influence coefficient ASI is as follows:
where AC is airport throughput in people.
2. The taxi pickup scheduling method according to claim 1, wherein the step 1 further includes: adding data of scheduled flights which cannot be pushed by the ADS-B data receiving and processing system: the system comprises a flight number FN, a flight state FS, a scheduled arrival time ETA, an origin airport DEP and an arrival airport ARR, wherein ETA=ATD+STA-STD, and ATD, STA and STD are the actual departure time, the scheduled arrival time and the scheduled departure time of the added flight respectively.
3. The taxi pickup scheduling method according to claim 1, wherein said step 4 is performed as ST i ＝ST l And FS i When E (FLY, CIR, CED, DES, SAR), pushing information L of upcoming taxi of ith flight to taxi company dispatch system i ＝(FN i ,，FS i ，ETA i ，DEP i ，ARR i ，ST i )。
4. The taxi pickup scheduling method according to claim 1, wherein the step 4 further includes: if ST is i ∈(0,ST l ) Deleting the data of the ith flight; and if the flight state of the ith flight is the standby or return, pushing the ith flight abnormality reminding information to a taxi company dispatching and scheduling system.
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