Distribution system

Abstract

A distribution system is described, comprising a transport plane for distributing objects and carriers for transporting the objects. A drive system moves the carriers on the transport plane. A control system of the distribution system is configured to control the carriers to move on the transport plane on a planned route from a start location to a final destination location. The control system comprises a routing system configured to calculate the planned route for at least two carriers on the transport plane by modelling the transport plane with nodes and graphs and using a windowed hierarchical cooperative heuristic search algorithm. The routing system is configured to determine a reserved time window and a free time window for each node. The routing system is configured to assign an individual reserved length to each carrier for the next movement on a free time window and an infinite reserved time to nodes of a logical location.

Description

Technical Field

[0001] This invention relates to systems, methods, and apparatus for controlling the movement of a carrier to transport sample containers, particularly tubes filled with biological fluids to be analyzed, reagents, reagent-filled boxes, sample slides, tissue materials, waste, or disposable items for aliquoting in diagnostic laboratories, such as pipette tips, caps, or empty tubes. The systems, methods, and apparatus can also be applied to control the movement of a carrier that can transport a payload, such as articles, warehouse goods, products to be manufactured on-site, or other objects, along a transport plane. Background Technology

[0002] Such allocation systems are known in the art.

[0003] Laboratory diagnostic dispensing systems are described, for example, in EP 3 095 739 A1 or WO2012 / 158541. These publications describe laboratory sample dispensing systems with passive or self-propelled carriers on the transport plane.

[0004] For example, WO2008 / 148513 describes a storage or conveying system including an electromagnetic planar motor that moves one or more conveying devices, particularly movable pallets, vehicles, or containers mounted on wheels or rollers.

[0005] WO2017 / 186825 describes a robotic loader coordination system that includes a robotic loader that, when in use, can pass through multiple cells arranged in a grid.

[0006] Route selection algorithms for use in route selection systems are also known in the art. "Cooperative Pathfinding" (Silver, D., 2005, "Cooperative Pathfinding," edited by Young, RM and Laird, JE, AIIDE, 117-122. AAAI Press) discloses an algorithm for solving the so-called multi-agent pathfinding problem, where agents need to find paths to different destinations given complete information about the paths of other agents. This algorithm is applicable to real-time strategy games and other real-time environments. The proposed algorithm assumes a grid representing space and uses the so-called Manhattan distance as the basis for the computational cost function. They use a windowed search with a finite fixed cooperative search depth, called Windowed Hierarchical Cooperative A* (WHCA*). The drawbacks of these algorithms are also described. Certain classes of problems cannot be solved by decoupled, greedy algorithms that pre-compute optimal paths, meaning these problems eventually get stuck in an infinite computational loop.

[0007] B. Zahy et al., “Conflict-Oriented Windowed Hierarchical Cooperative A”, 2014 IEEE International Conference on Robotics and Automation (ICRA), IEEE, May 31, 2014, pp. 3743-3748, XP032650618, DO1: 10.1 109 / ICRA.2014.6907401, describes the Multi-Agent Pathfinding Problem (MAPF) given a map and a set of agents with different source and destination locations. MAPF solvers can be categorized into several classes based on their purpose. One class is the online MAPF algorithm class, where pathfinding is interleaved with the actual physical movement of the agents. A prominent algorithm in this class is the Windowed Hierarchical Cooperative A* algorithm (WHCA*), in which paths are planned individually for each agent and cooperation is obtained using a reservation table.

[0008] definition A load-bearing member is a support structure that supports and transports a payload. The load-bearing member is specifically equipped with suitable retaining devices to support and, if necessary, secure the object in the desired manner and orientation. The load-bearing member can be self-propelled or can be propelled by and move along a transport plane.

[0009] A transport plane is any two-dimensional plane, surface, bed, layer, platform, or flat substrate on which a carrier is positioned, such that the carrier can move along the plane in at least two dimensions. For example, a transport plane can be a sliding surface installed on the floor of a diagnostic laboratory or manufacturing site, or within a manufacturing workshop. Transport planes can be installed vertically or horizontally, including ramps. Curved transport planes are also possible. The carrier can contact the surface, allowing movement to be driven and controlled using friction, or the carrier can move non-contactly, such as by air or magnetic levitation providing a small gap between the carrier and the surface. For the third dimension, the plane may accordingly impose corresponding limitations on the slope of the incline, or some kind of levitation mechanism, such as magnetic levitation or air cushion technology, may be installed, with corresponding limitations on the reachable height without loss of control. For vertical transport in the third dimension, a lift / Paternost mechanism may also be installed.

[0010] The drive system moves the carrier on the transport plane. The drive system can be implemented within the carrier itself (e.g., wheels connected to a motor with a connected battery and electronics). Another possibility is a linear motor. It could also be a passive carrier. For example, a magnetic device is fixed within the carrier, and magnetic force is provided by magnetically active and drivable elements such as an electromagnetic coil, thereby causing the carrier to move by the generated electromagnetic field. The coil can be mounted below, above, beside, or inside the transport plane. For example, EP2566787 or WO2013 / 098202 describe the arrangement of the electromagnetic coil below the transport plane.

[0011] Logical positions on a transport plane are defined as locations where a carrier can stop, start, and / or change direction. In systems such as EP2566787 or WO2013 / 098202, the drive system defines these logical positions through its hardware constraints. In these systems, these logical positions are typically defined on electromagnetic coils. At these positions, the carrier may stop and change direction on the next move. On other transport planes, logical positions can be defined as needed or required to form a set of useful intersections, joints, start and stop positions. Logical positions can be fictitious positions in route selection algorithms and / or positions on the actual transport system. Logical positions can be discrete locations where the carrier can stop. In particular, logical positions can be defined by at least one physical entity of the drive system, such as electromagnetic coils or possible intersections of tracks, for example.

[0012] The logical location can be any location accessible to the passive carrier or any location where the carrier can change orientation, be parked, or be identifiable by an identification or registration system. The identification and registration system can be a camera system or optical sensors and scanners used to identify any optical signatures on the carrier or object, such as its size, type, or barcode. Alternatively or additionally, an RFID reader system that reads the carrier or objects on the carrier or within the transport plane using unique RFID sensors can be used to identify the logical location and locate the carrier. Another option could be high-precision GPS, particularly enhanced by Wi-Fi and / or GSM signals.

[0013] For route selection systems exhibiting partially stochastic behavior, this means that carriers do not always move with the same velocity distribution (variations of acceleration, deceleration, or constant velocity). Planning too far into the future increases computational workload and the risk of route selection becoming corrupted. Furthermore, new commands to transport carriers from their starting point to their final destination will be received while other carriers' routes are still being executed. Therefore, to improve the efficiency of the route selection system, the number of moves planned in advance can be limited. Additionally, computation time is no longer proportional to the size of the transport system. The maximum time for the router to plan in advance is called the cooperative search window with a time length of T.

[0014] For each logical location, a time window is defined in which the location's state is either reserved for potential movement of the carrier or idle. If a time window is idle, it can be used to plan the movement of the carrier at the corresponding time. Therefore, for each logical location, a time series of separate idle and reserved time windows with separate durations is defined. The durations of these time windows are independent and continuous because the duration of the window for each logical location can be planned individually, and their values ​​are not a large number of discrete time steps, but a freely definable value. Thus, a continuous duration is defined compared to discrete time windows generally known in the art.

[0015] The route selection algorithm is an algorithm that calculates the route from the starting position to the intermediate destination position and towards the final destination position for each carrier on the transport plane.

[0016] The starting position is the logical position of the carrier on the transport plane when the algorithm starts calculating the route.

[0017] The final destination location is the logical location on the transport plane to which the carrier needs to be located. Specifically, the final destination location is a logical location on the transport plane with a special function, such as a sample tube, a portion of a sample, or a consumable item being transferred from the transport plane to, or from, an analyzer, a pre-analytical system, a post-analytical system, or a storage system. In a manufacturing setting, the final destination location specifically corresponds to the logical location of a machine station performing certain manufacturing processes on semi-finished products. The starting location of one carrier can also specifically be the final destination location of another carrier, or more specifically, the final destination location of the same carrier.

[0018] Route selection algorithms typically calculate several straight-line movements for each route, starting from the current logical position of the carrier and proceeding to an intermediate destination position. The intermediate destination position is also a logical position. Each movement begins and ends at a logical position. The final movement of the route stops at either the intermediate or final destination.

[0019] Nodes are defined by their logical location and the time window information (reserved or idle) used by the windowed hierarchical cooperative search algorithm. The graph shows the construction of the nodes and the possible connections between them, used by the windowed hierarchical cooperative search algorithm.

[0020] A typical allocation system consists of two parts: ● The transport system executes the movement of the carrier as effectively as possible based on a given route calculated by the route selector software. The transport system communicates all or predefined carrier position changes and potential errors in the transport system to the control system. The software system receives status updates regarding the carrier's position and errors at its logical location, and calculates a new route for the next move based on these status updates and new requests to transport the carrier to its final destination. These moves are then sent to the transport system for execution.

[0021] If the allocation system malfunctions, the plan may fail to execute because, for example, the location may be inaccessible or the plan may be delayed if the move execution time exceeds the schedule. In both cases, the execution of the plan is defined as a "failure".

[0022] The windowed hierarchical collaborative heuristic search algorithm is a type of heuristic search algorithm, such as the A* or D* search algorithm. For each carrier with a final destination, the search algorithm computes routes from the starting position to intermediate destination positions toward their respective final destination positions on nodes within a collaborative search window of length T. The search is collaborative because paths can only pass through the idle time windows of logical positions. For a logical position with a required idle time window, the required duration of the idle time window changes from "idle" to "reserved" for the required time slot of the corresponding logical position. Therefore, the idle time window will be divided into a reserved time window and one or two additional idle time windows. Thus, by taking into account the time windows reserved for other carriers of the logical position, the search is collaborative for the collaborative time window T.

[0023] The route selection system is configured to compute planned routes within a collaborative time window T using a windowed hierarchical collaborative heuristic search algorithm. The windowed hierarchical collaborative heuristic search algorithm can be designed to reserve time windows based on a realistic time travel model in continuous time. The realistic time travel model may be an approximation. The realistic time travel model can be configured such that all movements in reality can be executed within the planned time, especially without wasting time by reserving too much time. Information about the realistic time travel model can be obtained from measurements on a real system. The realistic time travel model may include considerations of optimistic and / or pessimistic travel times. Optimistic and pessimistic travel time models refer to models that predict arrival earlier and later than reality. The realistic time travel model may include considerations of constant acceleration, deceleration, and plateau velocity. The model parameters of these models can be measured. For small movements with only a few positions, plateau velocity may not be reached, so only acceleration and deceleration may be present. The model parameters can be selected from measurements and are therefore realistic values. The model parameters can be adjusted to be pessimistic. This ensures that sufficient time is always actually reserved for the complete execution of the movement. The model parameters can be adjusted to plan more movement time. Model parameters can be automatically adjusted. If too many plans fail due to insufficient time or too much time is frequently reserved, model parameters can be automatically adjusted to prevent carriers from having to wait too long between moves. For example, if a short move fails, acceleration and deceleration can be modified. For example, if a long move fails, the maximum speed can be adjusted to a lower value. For example, if the number of moves following the plan is ≥99%, model parameters can be automatically adjusted. Model parameters can be automatically adjusted by evaluating a single-location move and / or longer-term moves. For example, a single-location move can even be evaluated if the acceleration and deceleration are fast enough that even a single-location move is affected by the maximum speed. If such moves are frequently later than the pessimistic estimate or earlier than the optimistic estimate, the router can adjust the maximum speed. Specifically, the route selection system is configured to compute planned routes using a windowed hierarchical cooperative heuristic search algorithm within a cooperative time window T that considers continuous duration. Conversely, known windowed hierarchical cooperative heuristic search algorithms can reserve time windows using discrete time. Therefore, this invention proposes a modified version of the windowed hierarchical cooperative A* (WHCA*) algorithm, denoted herein as continuous WHCA*. Since the transport system does not operate using discrete time frames, movement can begin at any time, and continuous durations can make the algorithm more efficient. Furthermore, considering continuous durations allows for a reduction in computational requirements. In the case of existing discrete timeframes, where discrete times are stored in a fine-grained manner, e.g., 10 ms, a 2-second movement becomes 200 time segments. In memory, this could result in storing a large number of arrays with very small time intervals. Using continuous durations avoids coarse discretization, over-reservation, and wasted time.Route selection systems are used in real-world transportation systems facing deterministic or partially random movement speeds. If stochastic effects are present, it may be impossible to accurately predict the time required for each movement. Route selection systems can be configured to reserve time windows based on realistic travel time models. In contrast, known WHCA* is deterministic and therefore cannot model stochasticity. Thus, continuous WHCA* algorithms can allow route selection for processes with partially stochastic temporal behavior by modeling optimistic and pessimistic arrival times into each time window, in such a way that most or all real-world movements, including random variations, will occur within these two estimates. This allows for the planning of subsequent movements with optimistic beginnings and pessimistic endings accordingly.

[0024] The continuous WHCA* algorithm can be designed to plan routes individually for each carrier, where a reservation table can be used to obtain cooperation. The route selection system is configured to allocate an infinite reservation time to logical locations on the transport plane. Using an infinite time window ensures that the reservation table is always conflict-free. Conflict-free means that no conflict occurs because logical locations are assigned to at most one carrier at a time. The continuous WHCA* algorithm can be designed so that all partial paths can end with an infinite reservation, ensuring that all carriers have a spatiotemporally conflict-free path at any time.

[0025] Continuous WHCA* can be designed to plan routes for carriers, each with its own optimal start time. This avoids computational spikes compared to discrete time, because starting the movement does not need to occur at discrete times that could potentially lead to multiple carriers starting simultaneously.

[0026] Continuous WHCA* may be suitable for providing routes to transport systems in a dynamic manner that is efficient and responsive, such as sample transport systems in in vitro diagnostic laboratories. Continuous WHCA* can enable functions such as one or more of the following: creating and deleting carriers in the WHCA* algorithm at any time, for example, if a carrier is placed on a real system, such as from an analyzer to the transport system (or vice versa); changing the final destination of a carrier at any time, for example, if an analyzer is no longer available and assigning a new analyzer; considering random variations in movement time caused by, for example, frictional effects between the carrier and the transport surface; considering that movement may fail due to, for example, a damaged transport element; considering that movement performed according to the planned time may fail, for example, due to worn transport elements or contamination; considering that a location may suddenly become impassable, for example, due to a malfunction or intentional shutdown. The execution unit can be configured to provide sudden obstacles detected by sensors to the route selection system, and the route selection system can cancel the affected plans and reschedule them.

[0027] The allocation system can be configured to allocate a large number of carriers, such as thousands. The carrier density can be so high that many carriers are blocked by their neighbors, preventing any movement until the traffic density decreases. Given this high carrier density, continuous WHCA* can be used to plan conflict-free routes.

[0028] An intermediate destination is a logical location that can be reached after time T. An intermediate destination can also coincide with the final destination if the final destination is reachable within time T.

[0029] When the carrier moves, it accelerates until it reaches a stable speed, then decelerates and stops at the intermediate or destination position. For very short movements, such as one logical position, there may only be acceleration followed by immediate deceleration. In this case, a stable speed will not be reached.

[0030] The term "unlimited reservation time" may relate to an additional state of a logical location that the router uses to indicate that the location is unavailable for route selection. Initially, all locations may be available. If a location is set to "reserved" for a limited time, it will become available again once the temporary reservation ends. If a location is set to "unlimited reservation time" starting from a certain time, the router will no longer consider locations from that time onward in its planning. However, the router will still consider the location until that certain time.

[0031] Infinite reservations are entries in the reservation table that begin and / or end with -infinity and +infinity, respectively. The router can use this to indicate that a location is unavailable for route selection. If a location is set to "reserved" for a finite period, it will become available again for movement once the temporary reservation ends. If a reservation begins and ends at infinity, the router will no longer consider that location in its plans. If a reservation begins with a finite period and ends at infinity, the router will only be able to use that location within the available time window prior to the start of the infinite reservation. Summary of the Invention

[0032] One object of the present invention is to provide a distribution system, a method for controlling the distribution system, and an apparatus for implementing the distribution system, enabling improved, more efficient, and more reliable transport within the distribution system.

[0033] This objective is achieved by the following system.

[0034] A first aspect of the invention relates to a distribution system comprising a transport plane for distributing objects. Carriers transport objects on the transport plane. The carriers are moved by a drive system on the transport plane. The system also includes a control system configured to control the drive system such that the carriers move along a planned route on the transport plane from a starting position to a final destination position. The control system includes a route selection system. The route selection system is configured to calculate routes for all carriers on the transport plane by modeling the transport plane using a node graph. To this end, the route selection system is configured to determine a reserved time window and an idle time window for each node. To calculate the routes for the carriers, the route selection system uses a windowed hierarchical cooperative heuristic search algorithm with a cooperative time window T. Specifically, the cooperative heuristic search algorithm is Dijkstra's algorithm, the Bellman-Ford algorithm, or more specifically, the A* algorithm. T is typically in the range of 1 to 300 seconds, particularly about 10 seconds. The route selection system is configured to allocate individual reservation lengths as the number of nodes for the next move at logical locations, with each carrier having an idle time window, thus allowing carriers to start and stop individually. Unlimited reservation time is allocated to logical locations on the transport plane. Unlimited reservation time can be allocated to logical locations on the transport plane as long as no move is planned for a carrier at that location or if the location is marked as unavailable. The control system includes at least one execution unit configured to execute planned routes for transporting carriers from their respective starting locations to their respective final locations.

[0035] The calculation of the planned route may include planning the route. The control system may include a route selection system for planning the route of the carriers. This planning may include determining the optimal route for the carriers on the transport plane. The optimal route may be determined based on at least one optimization objective, such as time, resource consumption, cost, wear balance, good overall transport performance, or one or more of these. Since route selection is collaborative, the route selection system may ensure that all carriers pass through in a net efficient manner, sacrificing the shortest time to reach the final destination of each carrier if necessary. The optimal route for each carrier may be a route selected from multiple possible routes that minimizes the optimization objective, such as the time required to reach its final destination location. The planning may include considering not only one carrier on its path across the transport plane, but also multiple other carriers and / or obstacles and / or failures of at least one physical entity. Route planning may include receiving status update information about the transport plane and / or the drive system. The status update information may be information about logical locations, such as the presence or absence of obstacles, carriers passing through logical locations, carriers starting / ending movement, and failures of physical entities corresponding to logical locations. Failure information can be sent separately to the control system, which can then notify the route selection system, for example, to remove certain locations from the route selection process or reserve locations with unlimited reservation time. The route selection system can be configured to identify blockages or deadlocks by observing no movement within a specific duration. The route selection system can be configured to calculate, specifically using a computer, routes for the carrier based on received status update information. The route selection system can be designed as a computer or computer network for executing route planning.

[0036] The route selection system can be configured to propose routes for the carrier, which are then executed by the execution unit. The control system may include the execution unit for executing the planned route. The route selection system and the execution unit may be deployed in the same computer or may be manifested as separate devices. The control system may include at least one transmission connection for transmitting information about the planned route from the route selection system to the execution unit. For example, the transmission connection may be wired or wireless, such as designed as an internet connection, Bluetooth connection, NFC connection, inductive coupling, etc.

[0037] Specifically, the execution unit initiates a planned route. The execution unit can be designed as a computer or computer network to run the process being executed, particularly for moving carriers. Planned routes can be generated to prevent collisions. The allocation system can be configured to prevent collisions through good route selection due to the following mechanism: the execution unit sends information to the route selection system about carriers that have reached certain points, such as traversing modules or areas, or reaching the destination. Therefore, the route selection system will know that reserved locations already traversed can be safely used for the next carrier without the risk of a collision. Optionally, the execution unit can also detect when no carrier collision is expected. The execution unit can be configured to stop and do nothing further if it receives a (hypothetically) incorrect plan (where a collision will occur). Therefore, the execution unit can include additional safety mechanisms.

[0038] The execution unit attempts to execute the planned route as accurately as possible by moving the carrier. The transport method, such as the carrier being driven by a combination of electromagnetic and frictional forces, exhibits randomness in the speed distribution of the moving carrier. The friction between the sliding surfaces can often be a considerably different factor for different carriers and over time. Furthermore, the surfaces of the carrier and the transport sliding surfaces may not be uniform across the entire surface. The roughness of the transport surfaces may vary, for example, due to differences in wear, material inhomogeneity, dirt or dust, or moisture. Additionally, some module surface plates may have been replaced earlier than others, thus exhibiting different levels of friction than the older plates. The same applies to the contact surfaces between the carrier and the transport surfaces. Due to these varying frictional forces, the time taken for movement can also have an unpredictable random component. If the actual frictional force is higher than average, the carrier will accelerate more slowly and may not reach the average platform speed. Furthermore, it may cause the carrier to decelerate more quickly. The execution unit controlling this movement may attempt to adjust for this, but will still display variations in the acceleration and velocity curves for the movement and the carrier. Therefore, due to random effects, anomalies, and errors, not all planned routes can be executed exactly as recommended by the route selection system.

[0039] The transport plane may include at least one sensor configured to detect status information of the transport system. For example, the status information may include one or more of the following: the position of the carrier, unavailable or damaged locations or nodes on the transport plane, or dirt on the transport plane. For example, the sensor may be a camera system and appropriate image processing, or may be part of such a system. Other position sensing systems, such as Hall sensors, current sensors, conductive sensors, capacitive sensors, inductive sensors, or optical barriers, are also possible. The sensor may be configured to provide the detected status information to the execution unit. The execution unit may be configured to update the latest status information based on the received detected status information, thereby generating status update information. The execution unit may be configured to provide the route selection system with status update information regarding the transport plane, the transport carrier, and / or the drive system.

[0040] The route selection system is also configured to allocate an infinite amount of reservation time to logical locations on the transport plane. Route selection will lose some cooperation, but avoids infinite computational loops (a known drawback of heuristic search algorithms).

[0041] In a further embodiment of the allocation system, the route selection system is configured to allocate unlimited reservation time to logical locations if one or more of the following are implemented: - A logical location is the location of a carrier that does not have a final destination. - The logical location is corrupted or blocked. - During the collaboration time window T, no possibility of moving the carrier at the logical location was found.

[0042] Therefore, for different logical locations on the transport plane, one or two combinations of these cases, or all three cases, are possible.

[0043] The reservation time allocated to a logical location can be, or may correspond to, the duration for which the carrier is planned and / or expected to move at said logical location. The route selection system can reserve one or more locations in its plan, as long as the carrier may need to move at one or more locations (particularly depending on its model). For example, all locations for movement can be reserved once the movement is complete. For example, locations can be reserved as long as the movement will continue to a certain logical area. For example, locations can also be reserved until the carrier passes through that location. For example, locations can be released once each logical location has been passed. For example, locations can be released if the boundary of a logical location block has been passed. The route selection system can be configured to allocate different types of reservation time to logical locations based on temporary or permanent unavailability of the route plan. The route selection system can be configured to allocate limited reservation time to logical locations expected to be temporarily occupied by the carrier. Therefore, if limited reservation time is allocated to a logical location, that logical location can be used for route planning, but temporary unavailability, such as waiting time through the planned route, needs to be taken into account. The route selection system can be configured to allocate unlimited reservation time to logical locations that are expected to be unavailable to the mobile carrier, for example, because the logical location is the location of a carrier without a final destination (e.g., a parked carrier), the logical location is damaged or blocked, or no possibility of moving the carrier to the logical location is found during the cooperative time window T. The route selection system can be configured to allocate unlimited reservation time to logical locations that are permanently unavailable. In particular, unlimited reservation time can be allocated to logical locations that are unavailable for planning the route. The route selection system can be configured to allocate unlimited reservation time to said logical locations such that a windowed hierarchical cooperative heuristic search algorithm can treat said logical locations as unsuitable or unavailable. Specifically, the windowed hierarchical cooperative heuristic search algorithm can ignore logical locations allocated unlimited reservation time when searching for routes. Otherwise, in all cases where no finite or unlimited reservation time is allocated to a logical location, the logical location is considered idle, especially in the sense of availability.

[0044] The state of a logical location can change during the operation of the allocation system. For example, a logical location considered permanently unavailable can become "idle" after maintenance. Similarly, if the physical entity of the transport plane and / or drive system is damaged, a logical location considered idle can become permanently unavailable. For example, a route selection system can be configured to allocate an unlimited reservation time to a logical location if the logical location is considered damaged or blocked. A logical location can be considered damaged if it is no longer usable, for example, due to a drive system failure at that particular location on the transport plane and / or a failure of the transport plane itself. A logical location can be considered blocked if it is theoretically usable, i.e., the physical entity at that location is functioning normally, but the logical location is reserved by a carrier. The route selection system can be configured to consider failures and / or changes and / or obstacles of the drive system and / or transport plane when planning routes. For example, the presence of other carriers on the transport plane may affect the potential routes of the carriers. For example, the route selection system can be configured to consider traffic, traffic congestion, reserved logical locations, dirt, etc. For example, the route selection system can be configured to consider changes in the drive system and / or transport plane, such as a failure of one of the electromagnetic coils. In particular, the route selection system can be configured to prevent the carrier from being moved to a logical location that obstructs further transport of the carrier. The route selection system can be configured to consider failures and / or changes and / or obstacles by allocating an unlimited reservation time to said logical location. The route selection system can be configured to allocate unlimited reservation time to the logical locations, allowing windowed hierarchical collaborative heuristic search algorithms to treat these locations as unsuitable or unavailable. The route selection system can also be configured to allocate unlimited reservation time to logical locations occupied by carriers that have not yet undergone route selection. For example, if the system restarts and therefore all carriers are unplanned and route selection must be performed simultaneously, the route selection system can allocate unlimited reservation time to locations for all carriers except those that must be selected first. Similarly, if a failure causes the plans of multiple carriers to fail, the route selection system can cancel these plans, and similarly, route selection must be performed simultaneously for multiple unplanned carriers. Unlimited reservations can be used in the route selection system to force route planning (where locations with unlimited reservations are ignored) to create routes, as long as unlimited reservations are activated, whether for physical or software-related reasons.

[0045] Another aspect of the allocation system is that multiple, say n, moves (each with its own reserved length and duration t). i The last of the planned n moves begins within the collaboration time window T, but does not need to end within this window. Therefore, it can be concluded that... The length and duration t of the movement i It mainly depends on traffic density. Under high traffic density, more but shorter journeys will occur with a shorter time t. iThe movement is due to more intense interactions between carriers (e.g., traversing paths). The reserved length can be the number of nodes and / or logical positions reserved for the movement. The term "movement" can refer to "action" and may not include waiting time before the next movement occurs. The duration of a movement can depend on the reserved length. In this disclosure, a movement is defined as a single movement of a carrier in a straight line, starting from one logical position and stopping at a second different logical position. A movement can include displacement of carriers at one or more logical positions. A movement from a first final destination to a second final destination can be performed in one or more movements with intermediate destinations. Each intermediate destination may have a longer or shorter waiting time before the next movement begins. The route selection plan can include all movements or just the next few movements to be performed before reaching the second final destination. Movements can have different reserved lengths not exceeding a maximum reserved length. The reserved length for each movement can include logical positions that should be reserved for the movement. A maximum reserved length can be defined to avoid reserving too many logical positions at once, which would result in these positions being blocked for too long for other carriers. By using a model to estimate the movement time required for a given movement length, a complete time plan can be developed to reserve logical locations. This time plan can include the movement time, the waiting time until the next movement can be made, and an unlimited reservation time for locations that should not be used or contain carriers that are not planned to move to the next destination.

[0046] For a collaborative search window that takes approximately 10 seconds to transport a diagnostic lab plane, n can be between 1 and 12, especially between 3 and 8, and even more so between 6.

[0047] In a further embodiment, the reserved length is specifically defined for movement; for example, the carrier in some areas can move for longer distances than in other areas.

[0048] Another aspect of the allocation system is that the route selection system is configured to use the most available reserve length, specifically equal to or less than the determined maximum reserve length for the next movement among the maximum n possible movements in the cooperative time window T. In particular, the route selection system is configured to use the maximum reserve length such that n > 1. The maximum reserve length for a movement is defined as a fixed number. In other embodiments, the maximum reserve length is adjustable in a timely manner, allowing for longer movements even in situations with low traffic density.

[0049] In a further embodiment, the route selection system is configured to limit the maximum reserved length of movement to avoid unnecessarily blocking fields for too long. This maximum reserved length is necessary to prevent too many logical locations from being blocked by other moving carriers.

[0050] In another embodiment, during this collaborative search window of length T, not all routes need to be executed based on the calculated routes. A carrier may arrive at an intermediate destination earlier, which is the last logically reserved location, and therefore a new route can or needs to be established earlier than time window T. Typically, a new route is calculated after a defined duration, for example, 20% of the collaborative search window time T, or directly after the transport system sends an update that triggers the need to calculate a new route (such as a failed route or failed move, or arrival at the final or intermediate destination). This allows routes to be calculated with more up-to-date information about the transport plane situation, thereby improving throughput. Therefore, routes are more efficient because accumulated uncertainty is reduced.

[0051] Another aspect of an embodiment of the allocation system is that a route selection system is configured to receive status information from the transportation system. The received status information is stored in a storage device and compared with the latest status information stored in the route selection system. When a status change is detected through this comparison, the reserved map used by the route selection system is updated, and a new, ultimately modified route with a new reserved length is calculated for the carrier. The status information may be, for example, whether the carrier has crossed a predefined boundary on the transportation plane, or when it leaves, passes through, or arrives at any or predefined logical location, or when the transportation system detects an error.

[0052] In a further embodiment of the allocation system, errors in the allocation system include, for example, disordered or damaged logical locations, damaged or stuck carriers that can no longer be moved and their associated logical locations, and final destination locations blocked due to system unavailability corresponding to the final destination location.

[0053] In other embodiments of the allocation system, the frequency of use of the transport surface at each logical location can be the status information of the transport system.

[0054] In another embodiment, the route selection system is adapted to calculate the state information itself based on the plan formulated by the route selection system (also referred to herein as a route selector) and the deviations it detects.

[0055] Another aspect of the allocation system is that the route selection system is configured to determine the subsequent routes after the current route, assuming that each route will be successfully executed.

[0056] This allows for faster route selection because when a successful move means that each carrier has reached its planned intermediate or final destination according to the current route, the move to the next route can be executed directly without wasting time calculating it first, since the route is already available. This further allows the route selection system to make better use of the CPU with continuous rather than peak computational loads.

[0057] Another aspect of the allocation is that the route selection system is configured to check whether all carriers arrive within the planned time window, and when a carrier that will not arrive within the planned time window is detected, the planned time window for these carriers that have not reached their stop, intermediate or final destination location will be extended, and the affected schedules will be extended accordingly.

[0058] In a further embodiment, the affected plan, i.e. the route, is recalculated.

[0059] In a further embodiment, acceleration, steady-state velocity, and deceleration may not have constant values, but may vary over time, depending on physical effects and control mechanisms such as friction and discontinuous driving forces. Therefore, the duration of movement from start to stop may differ. To define a realistic time window for movement and thus reserve space for logical locations, assumed values ​​for acceleration, steady-state velocity, and deceleration are used. For example, the slowest expected acceleration and deceleration, along with the lowest velocity, are employed. Together with the number of logical locations to be moved, the time window for movement can be calculated. Ultimately, a slightly longer time, such as 5%, 10%, 20%, or 30%, will be used to avoid creating too many failed plans.

[0060] In another embodiment, the appropriate length of the cooperative search window T depends on the level of uncertainty in planning for the future and the amount of computation time required to compute the next set of moves. For strongly random movement, the certainty that future moves can be executed as planned is lower than for strongly deterministic movement. Therefore, for strongly random movement, a shorter cooperative search window T is chosen, and a longer time is chosen when strongly deterministic behavior dominates. Planning with a longer cooperative search window T requires more moves, and each route takes more computation time. The goal is to plan with a sufficiently large cooperative search window T, and to be highly deterministic in executing all moves contained within that time window. This will result in a lower frequency of replanning, thus reducing computational power.

[0061] In a further embodiment, instead of using formulas to calculate the time window for reserving positions, a lookup table with pre-calculated times can be used to move 1, 2, 3...nmax positions, where nmax is the maximum reservation length. These times are again based on velocity, acceleration, and deceleration determined by modeling or experience. Positions may not be equidistant. For example, the distance between two logical positions on each side of a transport tile boundary may be greater than the distance between two logical positions within a tile. Therefore, moving from one tile to the next may require additional time due to crossing boundaries. The model for calculating the time may account for this additional time.

[0062] Another aspect of the allocation system is that the route selection system is configured to allow at least one of the logical locations to be addressed only as the final destination location by the carrier and to prohibit it from being used as an intermediate destination location for transporting the carrier toward its final destination location.

[0063] This allows for the smooth transfer of objects transported by the distribution system to, for example, separately managed transport areas or systems, such as analyzers in a diagnostic laboratory.

[0064] Another aspect of the distribution system is that the transport plane is divided into logical sub-regions.

[0065] This allows for the organization of sub-regions without organizing the entire system. Sub-regions can be defined by hardware modules, such as a delivery system consisting of individual modules. Sub-regions can also be defined by logical regions, such as areas for the exchange of objects, rapid delivery areas, sorting areas, buffer areas for some form of intermediate storage of objects, empty carrier areas, or modules powered by a single power supply unit.

[0066] Different behaviors of carriers can be assigned to sub-regions, such as different driving speeds, acceleration or deceleration behavior of carriers, and special rules for moving carriers, such as first-in-first-out in a queue.

[0067] Another aspect of the allocation system is that the route selection system is configured to allow only a limited number of carriers to move simultaneously within a defined sub-region of the transport plane.

[0068] Furthermore, for passive carriers, it is advantageous to design a power supply with a defined maximum power consumption threshold for the drive system by limiting the maximum possible power consumption of the logic region.

[0069] Another aspect of the allocation system is that the route selection system is configured to release each node reserved in the sub-region by the current movement after the carrier passes a predefined logical position on the transport plane. Releasing a node here means setting each time window of each logical position from reserved to idle in the node information. As a first example, after the carrier passes its respective logical position and arrives at its next planned logical position, each node is released directly for further planning. Another possibility is to release all nodes in the corresponding sub-region after the carrier passes the boundary of the sub-region.

[0070] These boundaries can coincide with the logical entities of the transport system. For example, if the transport plane is constructed from transport modules (such as blocks), the boundary is the boundary between the transport surface module and the next module. Other boundaries can be defined manually by defining the logical locations that form the defined boundaries, or by sensing systems that detect whether the carrier has passed through, entered, or left a predefined location, such as light shutters or camera systems, inductive, capacitive, conductive, or radio frequency sensors.

[0071] Another aspect of the allocation system is the route selection system, which is configured to check whether planned movements are successful or unsuccessful, and where the parameters of the planning model are adjusted based on the number of unsuccessful movements in relevant areas, either for the entire transport area with the same value or for each sub-area with different values. As mentioned above, due to random effects, anomalies, and errors, not all routes planned by the route selection system can be executed as recommended by the system. A planned route can be executed as long as the execution time is within the planned time frame. The route selection system can be configured to monitor execution time and the planned time frame to check whether planned movements are successful or unsuccessful. For example, the route selection system can be configured to count the number of movements that exceed the planned time frame. The route selection system can be configured to determine a movement (particularly a single movement) as "successful" if the execution time for executing the movement is within the planned time frame (at least within the tolerance). However, if the execution time of a movement executing a planned route exceeds the planned time frame, this could potentially hinder other movements and lead to plan failures. For example, if movements in a certain area fail to execute their plans frequently, this may indicate that the model is overly optimistic for that area. For example, if a carrier is detected as failing to frequently perform its individual movement, the system can identify that the carrier is no longer moving based on the model of a "healthy" carrier, regardless of its location on the surface. The cause could be, for example, wear or dirt on the carrier's sliding surface. Based on this information, the control system can remove the carrier or adjust its planning model and ultimately record the carrier's condition for future system service updates or cleaning. The route selection system can be configured to define a movement as "failed" if the execution time for performing the movement exceeds the planned time range. The route selection system can also be configured to define "failure" if the number of movements exceeding the planned time range exceeds a predefined threshold. For example, the threshold could be used to define the maximum permissible number of failures for each time period, area, or carrier. In the event of a failure, the route selection system can be configured to adjust the parameters of the planning model for the entire transport area to the same value or to different values ​​for each sub-area, based on the number of failed plans in the relevant area. For example, the route selection system can be configured to adjust parameters defining reserved lengths in the planning model.

[0072] System conditions affect the likelihood of a carrier moving. Therefore, the parameters of the planning model can be adjusted to reflect the true probability of the carrier moving within the route selection system. The planning model encodes the likelihood of the carrier moving, which refers to acceleration / deceleration and the maximum achievable or determinable speed as parameters.

[0073] In another embodiment of the allocation system, the route selection system is configured to measure the deviation between the modeled travel time and the actual travel time and adjust the parameters of the planning model accordingly.

[0074] Another aspect of the allocation system is that the route selection system is configured to adjust the maximum reserved length based on the deviation between the planned reserved length and the maximum reserved length. The route selection system can be configured to execute at least one self-learning algorithm to optimize the maximum reserved length based on successful routes. Specifically, the route selection system can be configured to compare the planned reserved length with the maximum number of logical locations that can be reserved for the move. The planned reserved length can be the optimal reserved length for the planned carrier route, as determined by the route selection system, in relation to successful routes. The planned reserved length can be a separate reserved length allocated to the move. The maximum reserved length can be a boundary condition of the planning model defining an upper limit on the possible reserved lengths. The route selection system can be configured to adjust the maximum number of logical locations that can be reserved for the move based on the deviation between the planned reserved length and the maximum number of locations that can be reserved for the move.

[0075] The adjustment here means that if the planned route of the carrier uses a movement length equal to the maximum allowable length, or 80%, 90%, or 100%, the maximum allowable length used for route selection planning becomes longer. This accelerates the system, or at least areas with low traffic intensity or high levels of parallel movement.

[0076] Another aspect of the allocation system is that the route selection system is configured to count the number of failed plans for each carrier and / or sub-area of ​​the transport plane, and if the number of failed plans exceeds a predetermined number or the failure frequency exceeds a predetermined number, or if the carrier is marked as "requiring maintenance" in the control system of each carrier, or if a node in the sub-area is marked as "requiring maintenance," or if the carrier is no longer used for further route selection in the route selection system, or if its use is minimized to avoid transport problems only when necessary. The route selection system can be configured to determine the frequency at which logical locations are involved in failed plans and / or what actions the route selection system will trigger if a threshold number is exceeded, such as excluding logical locations from route selection, notifying of maintenance requirements, etc. The allocation system, such as a control system, may include at least one user interface configured to display at least one piece of information, such as maintenance requiring if the number of failed plans for each carrier and / or sub-area of ​​the transport plane exceeds a predetermined number or the failure frequency exceeds a predetermined number. The user interface can be configured to interact with its environment, for example, for the purpose of exchanging information in one or both directions, such as exchanging one or more data or commands. For example, the user interface can be configured to share information with and receive information from the user. A user interface can be a feature that interacts visually with a user, such as a display, or a feature that interacts acoustically with a user. As examples, a user interface can include one or more of the following: a graphical user interface; a data interface, such as a wireless and / or wired data interface.

[0077] Tagging can be done in log files or registry files stored in the route selection system's storage device, memory, or database. This allows for the periodic inspection of problematic carriers to classify them or send them to the carrier maintenance or exchange area on the transport plane via their respective route selection / destination. Furthermore, it may be possible to identify areas on the transport plane where carriers are no longer properly moved. Therefore, these areas can be avoided or reduced for route selection, and problems with maintenance, dirt, or moving transport plane drives can be checked, allowing for the taking of necessary measures to resolve the issues, such as cleaning the transport plane or replacing transport surfaces or modules.

[0078] In a further embodiment of the distribution system, the areas and carriers may also be visually marked, for example by changing the color of LEDs built into the surface or carrier, or by indicating them on the screen of a control computer or mobile client device.

[0079] Another aspect of the allocation system is that the route selection system is configured to allocate usage costs to a node based on the frequency with which the carrier moves, starts, or stops at the node, and to minimize the usage cost for each planned move.

[0080] This will provide a more even distribution of usage across the transport plane. The acceleration at the start / end position / node and the deceleration at the end / end position / node place a greater load on the transport plane, so the magnitude of acceleration and deceleration can be included in the cost function to balance it at the nodes. This increases system lifespan and reliability, and reduces maintenance.

[0081] Another aspect of the allocation system is that the route selection system is configured to check whether the carriers are mutually blocking, such that for k>1 carriers, movement is impossible in an infinite amount of time. This situation is referred to as "deadlock".

[0082] Another aspect of the allocation system is that if in the next t out If no move is found within 1 second, the route selection system will also recognize a deadlock, where t... out It is configurable, for example, in the range of 2 to 60 seconds, or 2, 5 or 10 seconds.

[0083] Another aspect of the allocation system is that the route selection system is configured to check for deadlock conditions. If a deadlock is detected, the route selection system can be configured to ignore the metric for the final destination for all involved carriers, such that all involved carriers will make one or more moves selected from possible moves ignoring the metric for the final destination. In particular, moves can be selected randomly. This allows for the creation of space leading to the resolution of the deadlock. Specifically, all carriers on the transport plane or the defined area of ​​the transport plane are selected to move one or more times from possible moves ignoring the metric for the final destination. If a deadlock is detected, for all carriers near the origin of the deadlock, the next n moves can be selected from possible moves ignoring the metric to the final destination, specifically randomly. Deadlock may be initiated by a few carriers and may also involve other carriers.

[0084] Ignore the measurement to the final destination and allow the carrier to move in all directions, i.e., also move backward, or orthogonal to the direction of the final destination.

[0085] The deadlock involves some or all of the carriers making possible moves, which differ from the moves that would achieve the goal of reaching the final destination in the shortest time or distance. Randomness can be achieved using a random number generator that normalizes all possible moves for each carrier. These moves can occur in random directions and by random lengths. Therefore, for n moves, the carriers behave similarly to Brownian motion.

[0086] In an alternative embodiment, predetermined values ​​can be used to select the direction and length of movement, for example, to create a free passage between carriers involved in a deadlock situation in a selected direction or free position pattern. Following these movements, a regular route selection process is then applied again to the carriers, including those previously involved in the deadlock.

[0087] In another embodiment, for a route selection system, the status of a carrier is either "moving at a reserved logical location" or "waiting at a logical location" for a planned move. If a move cannot be calculated for the carrier, it will wait until the move becomes possible. If no possibility of moving the carrier is found during the cooperation time window T, an infinite reservation time is allocated to the node that must wait. During subsequent planning periods, the possibility of moving the carrier may be found, after which a finite time reservation is allocated to its node. Nodes with carriers without a destination (e.g., carriers waiting to be used) or nodes that need to be blocked for a period longer than the cooperation time window T will receive an infinite reservation time. This approach avoids the cooperation A* loop problem that leads to infinite loops. Furthermore, this method can be used to prevent nodes from being used, for example, when maintaining a part of the transport system.

[0088] Another aspect of the invention is a method for a distribution system to move a carrier on a transport plane. The distribution system includes a transport plane, carriers for transporting objects, and a drive system for moving the carriers on the transport plane. The control system of the distribution system controls the movement of the carriers on a planned route on the transport plane from a starting position to a final destination position. The route selection system of the distribution system models the transport plane using a node graph. Nodes are logical locations on the transport plane where the carriers can start and stop, i.e., possible starting positions or final or intermediate destination positions of the carriers. The route selection system determines idle and reserved time windows for at least a subset of logical locations. The route selection system calculates routes for at least two carriers on the transport plane using a windowed hierarchical cooperative search algorithm with a cooperative time window T. The route selection system assigns a separate reserved length to each carrier to allow for the next movement within the cooperative time window T. The route selection system allocates unlimited reserved time to at least one or more logical locations.

[0089] Specifically, infinity here means at least for the time window T.

[0090] In a further embodiment of the method, the route selection system is configured to allocate an infinite reservation time to a logical location if one or more of the following are implemented: - A logical location is the location of a carrier that does not have a final destination. - The logical location is corrupted or blocked. - During the collaboration time window T, no possibility of moving the carrier from the logical location was found.

[0091] Infinity here means that a logical location is reserved until the conditions that led to the infinite reservation are resolved, such as a new final destination being assigned to the carrier, the logical location being repaired or cleared, or a new possibility of movement being found.

[0092] If the logical location is the location of a carrier whose route has not yet been planned and / or if the logical location is the location of a carrier whose route has / must be cancelled, the route selection system can be further configured to allocate unlimited reservation time to the logical location.

[0093] Heuristic methods are used to ensure that a carrier reaches its final destination. Pre-calculated or measured travel times from each logical location to other logical locations or from each logical location to the relevant final destination are stored within the route selection or control system. To pre-calculate these travel times, it is assumed that the carrier can move at predefined speeds, accelerations, and decelerations without being obstructed by any other carriers to its final destination. The predefined speeds, accelerations, and decelerations can be based on measured speeds of actual carriers or arbitrary speeds, such as 1 m / sec.

[0094] In another embodiment of the method, the distance from the logical location to the final destination location can be used in a lookup table to guide the carriers toward their final destination locations.

[0095] The heuristic approach ensures that the route selection system can not only choose nodes with idle time windows as the next node, but also nodes and therefore logical locations that reduce travel time or distance to the final destination.

[0096] Another aspect of the method is that the route selection system uses the most available reserved length for each straight movement of the carrier with an available idle time window on its route, which is less than or equal to a predetermined maximum reserved length.

[0097] This allows for fast and reliable route selection for carriers in the allocation system. Therefore, when collaboratively searching for a logical location with an available time window along the route of a carrier to its destination, if no logical location with the necessary available time window is available for the next move, the search for a single carrier stops. Theoretically, this could be its final destination. Each carrier can have a separate reserved length for its next move, with different plans.

[0098] Another aspect of this method is that the route selection system receives the status information of the transportation system, stores this information in its storage device, and compares it with previously stored status information. When the route selection system detects a change in the status of the transportation system through this comparison, it considers the latest known status of the transportation system and calculates a new route for the next movement of the carrier with a new reserved length. Furthermore, if a new destination is assigned to the carrier, a new route is calculated.

[0099] The status information conveyed can be information such as the carrier having passed certain software-defined or hardware boundaries on the transport plane, i.e., moving from one specific area of ​​the transport plane to another specific area to reach its final destination, or information such as certain areas of the transport plane being blocked or malfunctioning, or certain carriers malfunctioning.

[0100] In another aspect of the method, the route selection system determines the subsequent route after the current movement, assuming that each movement of the carrier will be successful.

[0101] This allows for faster or even continuous movement after a particular carrier has reached its final or intermediate destination in the final planned movement, and for more efficient use of computer resource capacity.

[0102] Another aspect of this method is that the route selection system checks whether all carriers arrive within the planned time window, and when a carrier that will not arrive within the planned time window is detected, the next planned reservation length is extended and the affected plans for other carriers are recalculated. Specifically, the route selection system can be configured to extend the next planned reservation length. The allocation system can be a self-learning system. The route selection system can be configured to automatically adjust the planned reservation length, particularly without any manual interaction. The route selection system can be configured to automatically optimize route planning. Optimization may include parameters based on a successful route optimization model.

[0103] Another aspect of the method is that the route selection system allows at least one of the reserved nodes to be addressed only as the final destination by the carrier, and prohibits that node from being used as an intermediate point for transporting the carrier toward its final destination.

[0104] This allows specific points / nodes on the transport plane to be reserved for specific tasks, occupying minimal space when performing those tasks. For example, the handover location for transporting an object from or to a carrier could be such a special node on the transport plane. Another example could be a readout location where some information about the carried object needs to be retrieved, or a processing location where some operation is performed on or using the object.

[0105] Another aspect of this method is that the route selection system only allows a limited number of carriers to move simultaneously within a defined sub-region of the transport plane.

[0106] For transport systems with drive systems in the transport plane, this can also avoid consuming too much energy in a particular area, or allow the use of less or smaller power sources.

[0107] Another aspect of the method is that, after the carrier passes through a designated node on the transport plane, the route selection system releases each node reserved by the current movement on the sub-region.

[0108] These specified nodes can be exactly the last nth node through which the carrier passes, where n can be an integer between 1 and 20, or 1 and 10, or 1 and 5, or nodes located at the boundaries of sub-regions of the transport plane, where nodes through the sub-regions are immediately released.

[0109] Another aspect of the method is that the route selection system is configured to check the success / failure of planned movements, particularly for defined areas on the transport plane and / or for carriers, wherein the route selection system adjusts the parameters of the planning model for the entire transport plane or sub-areas with different values ​​or carriers with individual values ​​or carriers in specific sub-areas based on the number of failed plans in the carrier or related areas.

[0110] This allows for responses to different properties of the transport plane, namely sub-areas or carriers on the transport plane, to make the route selection system more efficient and reliable, and also allows for faster route selection.

[0111] Another aspect of this method is that the route selection system adjusts the parameters of the planning model based on the deviation between the planned movement time and the current actual movement time of the carrier.

[0112] For example, if the carrier arrives at its destination on time, the carrier's speed in the planning model can be increased, which correspondingly reduces the travel time. On the other hand, if the carrier does not arrive at its destination within the planned time, the maximum speed can be reduced, thereby increasing the travel time in the planning model.

[0113] In another embodiment of the method or allocation system, the acceleration / deceleration value is changed while the velocity value remains the same, depending on whether only the short movement fails. If only the planned longer movement fails, only the velocity value is adjusted.

[0114] This allows for more efficient or more reliable route selection.

[0115] Another aspect of the method is that the route selection system counts the number of failed moves for each carrier and / or sub-region of the transport plane, and if the number of failed moves exceeds a predefined number, or the frequency of failed moves exceeds a predefined number, the carrier is marked as requiring maintenance, or the transport plane or sub-region of the transport plane is marked as requiring maintenance or not used or less frequently for route selection in the future.

[0116] In a further embodiment of the method, the control system designates the carriers requiring maintenance and routes them to specific maintenance areas on the transport plane. Maintenance can then be performed, such as replacing a carrier with a new one, replacing components of a carrier with new parts, charging or replacing energy storage devices such as batteries, or cleaning or treating components of the carrier with maintenance substances / fluids.

[0117] For transporting surfaces, it may require cleaning or new surfaces, new actuators or new actuator electronics, or the removal of some obstacles, etc.

[0118] Another aspect of route selection is that the route selection system allocates usage costs to nodes based on the frequency with which the carrier moves, starts, or stops at the nodes, and minimizes the usage cost for each planned move.

[0119] The search algorithm uses a cost function to determine the optimal route found. This cost function may depend on the actual distance to the final or intermediate destinations, such as using the Manhattan distance. Additional costs can be added to optimize this cost function to find the "best" route. Therefore, the optimal route is not necessarily the shortest route in a geometrical sense. Furthermore, other factors can be considered in the cost function, such as routes on the transport plane that are used less than other areas having lower costs, routes in frequently used areas having higher costs, routes with longer journeys having lower costs, routes that are closer to other carriers having lower costs, routes with fewer changes in direction having lower costs, and routes at locations with fewer carriers starting and stopping having lower costs, etc.

[0120] In a further embodiment, another cost function can be implemented as the cost of consuming resources, which can be calculated as the sum of all reserved lengths for all planned movements and the waiting time of the carrier. Such a cost is preferable to waiting a little longer, rather than using a lot of resources for a circuitous movement in order to arrive slightly faster.

[0121] Another aspect of this method is that the route selection system uses the A* algorithm as a heuristic search algorithm. This allows for reliable and fast route selection for the carrier.

[0122] However, other embodiments involving combinations of the features disclosed herein are also possible.

[0123] In the above, all features of the system can be used in the method, and all method steps can be executed by the corresponding system or a part of the adopted system.

[0124] The terms “example” and “aspect” are used as synonyms.

[0125] In summary, and without excluding other possible embodiments, the following embodiments are conceivable: Example 1. A distribution system comprising: Includes a transport plane with logical locations, used for distributing objects. A carrier, used to transport the object. A drive system for moving the carrier between logical positions on the transport plane. The control system is configured to control the movement of the carrier on the transport plane along a planned route from the starting position to the final destination position. The control system includes a route selection system configured to model the transport plane using a node graph and calculate the planned route for at least two carriers on the transport plane within a cooperative time window T using a windowed hierarchical cooperative heuristic search algorithm. The route selection system is configured to determine the reserved time window and the idle time window for each logical location. The system is characterized in that it is configured to allocate a separate reserved length to each carrier so that the next movement can be made at a logical location with an idle time window. This involves allocating unlimited reserve time to logical locations on the transport plane.

[0126] Example 2. An allocation system according to the foregoing embodiments, wherein the route selection system is configured to allocate an unlimited reservation time to the logical location if one or more of the following are implemented: - A logical location is the location of a carrier that does not have a final destination. - Logical location refers to the location of a load-bearing component that has not yet been planned. - The logical location is the location of the carrier whose plan is canceled or must be canceled. - The logical location is corrupted or blocked. - During the collaboration time window T, no possibility of moving the carrier from the logical location was found.

[0127] Example 3. The allocation system according to the foregoing embodiments, wherein the route selection system is configured to use a maximum reserved length available for straight-line movement, particularly less than a determined maximum reserved length.

[0128] Example 4. The allocation system according to the foregoing embodiments, wherein the route selection system is configured to receive status information of the transport system, and specifically compare the status information with the latest status information stored in the route selection system, and more specifically, when a status change is detected by such comparison, calculate a new planned route with a new reserved length for the next move.

[0129] Example 5. An allocation system according to one of the foregoing embodiments, wherein the route selection system is configured to determine the subsequent planned route after the current move, assuming that each move will be successful.

[0130] Example 6. An allocation system according to one of the foregoing embodiments, wherein the route selection system is configured to check whether all carriers arrive within the planned reserved length, and when a carrier that will not arrive within the planned reserved length is detected, the next planned reserved length is extended and the affected plans for other carriers are recalculated.

[0131] Example 7. An allocation system according to one of the foregoing embodiments, wherein the route selection system is configured to allow at least one of the logical locations to be addressed only as the final destination by the carrier, and to prohibit it from being used as an intermediate destination location for transporting the carrier toward its final destination location.

[0132] Example 8. A distribution system according to one of the foregoing embodiments, wherein the transport plane is divided into logical sub-regions.

[0133] Example 9. The allocation system according to the foregoing embodiments, wherein the route selection system is configured to allow only a limited number of carriers to move simultaneously within a logical sub-region of the transport plane.

[0134] Example 10. An allocation system according to one of the two preceding embodiments, wherein the route selection system is configured to release each logical position reserved by the current movement after the carrier passes through a predefined logical position on the transport plane.

[0135] Example 11. An allocation system according to the three embodiments described above, wherein the route selection system is configured to check the success / failure of the planned movement, and wherein the parameters of the planning model are adjusted according to the number of failed plans, either for a complete transport plane with the same value, or for a logical sub-region with different values, or particularly for a carrier on a specific sub-region with individual parameters.

[0136] Example 12. The allocation system according to the foregoing embodiments, wherein the route selection system is configured to adjust the maximum reserved length based on the deviation between the planned reserved length and the maximum reserved length.

[0137] Example 13. An allocation system according to the foregoing embodiments, wherein the route selection system is configured to count the number of failed plans for each carrier and / or sub-area of ​​the transport plane, and if the number of failed plans exceeds a predefined number or the frequency of failure exceeds a predefined number, then the carrier is marked as requiring maintenance, or the transport plane or sub-area is marked as requiring maintenance and / or avoided or reduced for further route selection.

[0138] Example 14. An allocation system according to the foregoing embodiments, wherein the route selection system is configured to allocate usage costs to a logical location based on the frequency at which the carrier moves, starts, or stops at the logical location, and to minimize the usage cost for each planned move.

[0139] Example 15. The allocation system according to the foregoing embodiments, wherein the route selection system is configured to check whether a complete blockage has occurred, and in the event of a complete blockage, for all carriers near the complete blockage, the next n moves are selected from possible moves ignoring the metric to the final destination, in particular randomly selected.

[0140] Further optional features and embodiments of the invention will be disclosed in more detail, preferably in conjunction with the dependent claims, in the following description of the preferred embodiments. As those skilled in the art will recognize, each optional feature can be implemented individually and in any feasible combination. The scope of the invention is not limited to the preferred embodiments. Embodiments are schematically depicted in the accompanying drawings. In these drawings, the same reference numerals refer to the same or functionally equivalent elements. Attached Figure Description

[0141] Figure 1 shows a schematic perspective view of the distribution system; Figure 2A shows a time-velocity diagram of a carrier moving on the transport plane of the distribution system. Figure 2B shows how to parameterize the time-velocity plots of the three possibilities for the movement shown in Figure 2A; Figure 3A shows a time-velocity plot with actual movement and its parameterization. Figure 3B shows a time-velocity plot of another parameterized movement shown in Figure 3A. Figure 4 shows a schematic diagram of the reserved length distribution; Figure 5 shows the corresponding parts of the two different reservation tables and transport planes that have been moved. Figures 6A, B, and C illustrate two examples of deadlock on the transport plane (Figure A) and how random movement (Figure B) and subsequent route selection (Figure C) resolve deadlock; Figure 7 schematically illustrates the communication connection of one embodiment of the distribution system; Figure 8 shows a flowchart of how the next route is calculated and executed; Figure 9 A, B, and C illustrate different regional layouts of the transportation system and how to release reserved fields; Figures 10A and 10B compare the routes of the carriers on the transport system layout with all logical locations available to the same layout with blocked logical locations. Figure 11 illustrates an embodiment of the distribution system; Figure 12 shows the Gantt chart; Figure 13 illustrates the random effects of movement in route selection; Figure 14 illustrates the consequences of shifting random effects; Figure 15 illustrates the discrete-time WHCA* algorithm and the continuous WHCA* algorithm in the game; Figure 16 illustrates the potential movement. Detailed Implementation

[0142] Figure 1 shows a perspective view of a distribution system 10, such as a transport system in a diagnostic laboratory, used to obtain test results, particularly for patients. The distribution system 10 requires transporting objects 16 in carrier 14 between stations 18 of the distribution system 10.

[0143] The distribution system includes a transport system 11 having a transport plane 12 and carriers 14, also designated C1, C2, and C3. Each carrier 14, C1 and C2, carries an object 16, while carrier 14, C3, is empty. The carriers 14 are moved or move on their own on the transport plane 12. To move the carriers 14, the transport system 11 includes a drive system. The drive system can be implemented by an electromagnetic coil below the transport plane and a permanent magnet in the carrier 14. The magnetic field generated by the coil can then push and / or pull the permanent magnet in the carrier 14, thus causing the carrier 14 to pass through the transport plane 12. To position the carriers 14 on the transport surface 12, sensors such as optical sensors, magnetic sensors, capacitive sensors, or inductive sensors can be embedded in the transport surface 12. Another option could be a camera system 21 with image analysis software to position the carriers 14.

[0144] Other drive systems are also possible in other embodiments, such as self-driven carriers 14 with sensors, motors, and energy storage devices (e.g., batteries, particularly rechargeable batteries). Therefore, these self-driven carriers 14 can also be automatically driven on the transport plane 12. In this case, the control device can also be part of the carrier or distributed on the carrier. Object 16 can be transferred to station 18. Carrier 14 can wait for object 16 at the handover location or move it away, and if necessary, place object 16 in another carrier 14 after processing at the corresponding station.

[0145] In another embodiment, the transport plane 12 can also be used within the station 18 to transport the carrier directly within the station 18.

[0146] For example, in a diagnostic laboratory, the dispensing system 10 is used to transport tubes, such as those containing biological sample fluids and / or consumables or other types of materials (e.g., tissues, reagents, waste, or disposable items), between stations 18. Station 18 can be a module of the diagnostic laboratory, such as a sample generation station, a centrifuge or analytical module performing a single analysis or an entire analyzer, a pre- or post-analytical station, a pipetting system, an incubator, a mixer, or a detection unit. In other embodiments, the dispensing system 10 can be a warehouse dispensing system for dispensing goods as objects 16 between stations 18, such as shelves and packaging stations, or it can be a manufacturing point where objects 16 are billets or semi-finished products that need to be transported between workstations (e.g., in a machine shop).

[0147] To control the movement of the carrier 14, the control system 20 is part of the distribution system. The control system 20 may, for example, control the drive system, such as the current of the coil, and / or collect position information of the carrier 14.

[0148] As shown in Figure 7, the allocation system includes a route selection system 50, which may be part of or at least connected to the control system 20 for information exchange. The route selection system 50 includes computing and storage devices to calculate planned routes for at least one or more carriers 14 on the transport plane 12 from their starting positions to their final or intermediate destination positions. For this purpose, the route selection system 50 models the transport plane using a node diagram. The final route or movement is sent to the control system 20, which sends appropriate information to the drive system to move the carriers 14 on the determined routes on the transport plane 12.

[0149] The dashed lines shown in Figure 1 represent the diagram or possible routes between their intersections, which define logical positions, such as N1 to N7. Not all logical positions are numbered in Figure 1. In this example, the diagram forms a rectangular grid. Other models, for example, may employ curved routes. For some drive systems, logical positions are given by technically possible start-stop positions on the transport plane 12. This is the case, for example, for a drive system with coils below the transport plane 12. On the other hand, for self-driven carriers, purely software-defined logical positions are possible because the carrier can start and stop anywhere on the transport plane 12. At least the logical positions need to be distanced on the transport plane 12 so that two carriers 14 can be placed adjacent to each other.

[0150] The route selection system 50 determines a reserved time window and an idle time window for each logical location and uses a windowed hierarchical collaborative heuristic search algorithm, such as WHCA*, to compute the lowest-cost route from the starting location to the final destination location for at least two carriers 14 on the transport plane 12. This allows for collaborative route selection within the collaborative time window without losing direction to the final destination. Several intermediate destination locations are typically required before reaching the final destination location. This depends on the size of the transport system 12. The final destination location can be a handover location to station 18 or an operational location at station 18.

[0151] For example, in the case of a diagnostic laboratory, an object 16, such as a tube containing biological fluid, is placed in a carrier 14 at a final destination location from a pre-analysis system. A further final destination location could be at a station 18, such as an analyzer, in which the tube is clamped and placed, or a portion of the fluid could be aspirated at the final destination location. This final destination location is also called a transfer location because the object is transferred from carrier 14 to station 18 and vice versa.

[0152] For stations 18 that have the same or similar transport systems within themselves, the final destination location can be the logical location where the carrier 14 on the transport plane 12 can be moved into the station. In a further embodiment, the final destination location can be within station 18, such as a pipetting location in a diagnostic laboratory or a welding location in a manufacturing site.

[0153] Figure 5 illustrates two possible straight-line routes for reserved tables 13 and 15 and carrier 14 along additional logical positions N1 to N15 on another transport surface 12 across three different modules 1, 2, and 3. On the right-hand side, logical positions N1 to N15 are shown on transport surface 12 and on the three movements 4, 5, and 6 of carrier 14. The left diagram in Figure 5 illustrates the time reservation for achieving cross-boundary release, so that the reserved logical positions are released earlier at the end of each movement 4, 5, and 6.

[0154] In the upper part of Figure 5, the first movement 4 of the carrier on the first route is a movement using a set maximum reserved length of four logical positions from logical position N4 to logical position N8. As shown in the first reservation table 13, all logical positions N4 to N8 of this movement are reserved for the time required for this first movement 4, while the movement from N6 to N7 crosses the boundary between module 1 and module 2, and the reservation for logical positions N4 to N6 at logical position N8 is released before the end of the first movement 4. The logical positions released earlier after the carrier crosses the module boundary, such as from module 1 to module 2, are indicated by crosshairs in the first reservation table 13.

[0155] The following describes a further embodiment of how to release a reserved field, with reference to Figures 9A, B, and C.

[0156] As shown in the embodiment of Figure 5, after reaching logical position N8, logical position N8 remains reserved for the second movement 5, and the maximum reserved length of the four logical positions ends at logical position N12. Since the module boundary is not crossed during this second movement 5, the logical positions are not released prematurely. As can be seen in the first reservation table 13, the reserved positions are released immediately at the end of this second movement 5, regardless of the destination.

[0157] The final movement of this route to its intermediate final position N15 requires only 3 logical positions, which is less than the maximum reserved length set in this embodiment. When crossing the boundary between module 2 and module 3, the reserved space for logical position N12 is released when the carrier reaches module 3 at logical position N13.

[0158] After the carrier reaches its destination point N15, all reserved positions are released again except for the destination position N15. This destination position is reserved indefinitely, theoretically indefinitely, until the next move is executed, as shown by the long hash line of N15.

[0159] In a further embodiment, the reservation can also be removed when the carrier 14 is removed from the transport surface 12 (not shown).

[0160] It must be emphasized that the squares along the time axis in the reservation table do not imply that time is discretized in this step. For simplicity, time is shown as discrete steps, while the proposed method uses a continuous time scale. Time is also not shown to scale. For example, the final move with 3 logical positions will take more time than only 3 / 4 of the time required to move along 4 logical positions, because the acceleration and deceleration portions take relatively longer than the moves along 4 logical positions.

[0161] In the upper part of Figure 5, the load-bearing component does not satisfy any cross traffic, so the maximum reserved length is used for the first two moves.

[0162] In the lower part of Figure 5, an example of the second route 7 is provided with a maximum reserved length of 5 logical positions from logical position N4 to logical position N15 as a straight line. Another route 8 of another carrier crosses this route at logical position N10. To calculate the movement of the second route 7, this crossing is marked by the dark reserved mark on logical position N10 in the lower reserved table 15. The first movement 25 of the second route 7 starts at logical position N4 and stops at logical position N9. By moving from logical position N6 to logical position N7, the boundary between module 1 and module 3 is crossed, and the reservation from logical position N4 to N6 is released for further movement. The second movement 26 of route 7 starts at logical position N8. Since logical position N10 is already reserved for another carrier, with movement 8, the carrier can only be reserved up to logical position N9, and it must wait until position N10 becomes available again. After N10 becomes available again, a second movement 26 is planned again for the maximum reserved length of the five logical positions up to logical position N13. Since the boundary between module 2 and module 3 is crossed between logical positions N12 and N13, the reservation for logical positions N9 to N12 is released when the carrier reaches logical position N13. The third movement 27 of the second route 7 begins at logical position N13 and stops at logical position N15, which is the intermediate or final destination of the carrier of the second route 7.

[0163] Also here, in the second reserved table 15, time is shown by time blocks, which is only for simplifying the view. However, the algorithm uses a continuous time scale.

[0164] In a further embodiment, the route selection system 50 adjusts the maximum reserved length that can be allocated to planned movements based on the traffic density in the managed sub-regions of the transport plane. For example, if more than 30% of the nodes in the transport plane sub-region are occupied by carriers, the maximum reserved length is set to 3 logical positions, and if less than 30% of the logical positions in the sub-region are occupied by carriers, the maximum reserved length is set to 6 logical positions.

[0165] For carrier 14 whose final destination is unknown to the route selection system 50, the route selection system 50 will allocate an infinite reservation time to the node at the logical location of such carrier. An infinite reservation time means that the node cannot be used for further route selection until the carrier at the node obtains a new final destination or is removed from the transport plane 12.

[0166] The final destination location of carrier 14 can be determined by command management system 60, which receives its commands, for example from a higher-level command management system 70, such as a laboratory information system in the case of a diagnostic laboratory transport system (see Figure 7 and hereinafter). Command management system 60 then forwards the required final destination location of carrier 14 to control system 20 and / or route selection system 50. Primarily, the final destination location on transport plane 12 is determined by the needs of the object 16 to be transported by carrier 14.

[0167] In another embodiment, the command management system 60 defines only an identifier, such as that of an analyzer, and the control system 20 translates this into the location of the route selection system 50.

[0168] It is also possible that site 18 needs to load a specific object 16 or an empty carrier 14, and the site control system can send a request to the command management system 60 or the laboratory information system so that the carrier 14 can obtain a new final destination.

[0169] Typically, the laboratory information system implements a workflow for sending objects to station 18, such that objects 16 are, for example, evenly distributed among possible stations 18 and processed by the correct station based on information obtained from higher-level command management 70. In a further embodiment, higher-level command management 70 is an intermediate software layer commonly referred to as middleware. Command management system 60 translates this information into destination locations on transport plane 12 and provides final destination location assignments for carriers 14, i.e., their respective final destination locations. In a further embodiment, the allocation of empty carriers 14 for transporting objects 16 from station 18 after processing is organized at the control system 20 level or the command management 60 level.

[0170] In a further embodiment, if necessary, empty carriers are promptly provided to their respective final destination locations at station 18.

[0171] The transport plane 12 includes sensors for detecting status information of the transport system. For example, the position of the carrier, unusable or damaged locations / nodes on the transport plane, or dirt on the transport plane can be detected by a camera system 21 and appropriate image processing. Other position sensing systems, such as Hall sensors, current sensors, conductive sensors, capacitive sensors, inductive sensors, or optical barriers, are also possible.

[0172] In other embodiments, the transport plane 12 only senses the position of the carrier 14. If too much time passes before the carrier 14 reaches the next logical position (timeout), the firmware attempts to move it again. After several attempts, it stops and triggers an error. The relevant position is then marked as "damaged" by the control system. For example, if the carrier 14 should move from position 1 to 3 via 2, but does not reach 3, and the system senses that it has passed 2, it concludes that the carrier 14 is stuck between 2 and 3. Therefore, the control system 20 marks positions 2, 3, and all positions in the straight line between them (and their surroundings) as unavailable.

[0173] The status information is forwarded to the route selection system 50, which stores it in a storage device such as a semiconductor memory. The route selection system 50 compares the newly received status information with the latest status information stored in the storage device. If a status change is detected, such as damage or dirt to certain areas on the transport plane, or a damaged carrier 14 blocking a logical location, and if necessary or meaningful, adjacent logical locations, the route selection system 50 calculates a new route by keeping the final destination location of carrier 14 as the affected carrier 14. A handover or processing location may also occur, where the final destination location is no longer available, for example, because the corresponding station 18 has ceased operation. Station 18 sends this information to the command management system 60, the LIS, or a higher-level command management system 70 in between. The route selection system 50 then blocks each final destination location as unavailable. This also represents a change in the status of the transport plane 12.

[0174] Assuming all carriers 14 have reached their intermediate or final destination positions, the route selection system 50 calculates the subsequent movement of the carriers 14 before they reach their intermediate or final destination positions. The next movement is executed without waiting for the route selection system 50 to calculate the next route. This makes route selection for the carriers 14 faster.

[0175] The route selection system 50 checks whether the carriers have reached their stopping positions after each movement based on the planning model. Examples of carrier movements that would lead to a deadlock are shown in Figures 6A, B, and C. On the left side of Figure 6A, a deadlock is shown because two relative movements of the carriers block each other. On the right side of Figure 6A, a cyclic dependency occurs, causing the movements of the carriers to block each other.

[0176] Figure 6B illustrates a deadlock solution using random movement: the carrier is moved to a random direction, thus breaking the deadlock dependency in Figure 6A. Subsequently, a normal route selection plan is recreated, as shown in Figure 6C, allowing the carrier to move forward again.

[0177] In Figure 1, the route selection system 50 uses only a few nodes as the final destination for the next planned move. For example, nodes N1 and N7 are not used as intermediate destinations during cooperative search. Since these nodes are handover locations for incoming and outgoing instruments 18, locations N1 and N7 should not be blocked by carriers that do not need to be processed by these instruments. Unnecessarily blocking these locations will negatively impact the throughput of these instruments.

[0178] The dashed lines in Figure 1 divide the transport plane 12 into four logical sub-regions 24. The route selection system 50 allows only a limited number of carriers to move simultaneously within each logical sub-region 24 of the transport plane 12. For example, the route selection system 50 counts the start of movement within a logical sub-region 24 and does not plan any further movement for that logical sub-region 24 to limit the number of simultaneous movements. The maximum number of simultaneous movements can be fixed for the entire system or defined by region. For example, a maximum of eight carriers can move simultaneously per transport block or software-defined region. The maximum allowed number of simultaneous movements can also be related to the number of logical locations in that region. For example, the maximum allowed simultaneous movement in a logical sub-region 24 can be in the range of 1% to 70%, 5% to 50%, 10% to 30%, or 15% to 25% of the number of available logical locations in the logical sub-region 24. This will limit the maximum peak power consumption of that region, allowing for the use of less or smaller power supplies or protecting electronic circuitry from rapid aging or damage.

[0179] To model the movement of the carrier on transport plane 12, route selection system 50 uses a planning model. Figure 2A shows the velocity-time plot of the movement of carrier 14. Due to friction on transport plane 12 and varying environmental conditions, disturbances in the drive system caused by dust, dirt, or varying material friction, transitions between individual modules (e.g., slight gaps or height steps), or other effects, acceleration, platform velocity movement, and deceleration may not be constant and fully reproducible. Carrier 14 will arrive at its intermediate or final destination position at the actual arrival time 30. Figure 2A shows the actual velocity distribution of the carrier over time. The distribution may vary slightly for each movement of each carrier. Figure 2B shows three planning models with different acceleration, deceleration, and maximum arrival velocity parameters. Different planning models will result in different planned arrival times 32.

[0180] Dashed line 34 represents the realistic model, where its planned arrival time 32 is very similar to the actual arrival time 30 in Figure 2A. Dotted line 36 represents a conservative planning model. The planned arrival time 32 is much later than the actual arrival time 30 in Figure 3A. Disparate dashed lines 38 represent overly optimistic planning models. The planned arrival time 32 is much earlier than the actual arrival time 30 in Figure 3B. The planning models include acceleration, deceleration, and maximum velocity parameters. More complex parameterizations are possible, such as dividing acceleration and deceleration into time intervals with different acceleration and deceleration values, or considering the displacement derivative instead of acceleration. Specifically, Figure 2B shows the velocity distributions for different models. Model 36 is conservative (assuming velocity and low acceleration), model 34 is very suitable, and model 38 is overly optimistic. Plans created using model 38 often fail, so the plan must be adjusted if new updates are available from the hardware. Plans created using model 36 will succeed, although some performance loss may occur due to unnecessarily long lead times.

[0181] Figures 3A and 3B illustrate two alternative planning models, represented by solid lines, compared to the actual movement (represented by dashed lines) on a velocity-time graph. In Figure 3A, the conservative model assumes the planned arrival time 32 is later than the actual arrival time 30 after the movement. In Figure 3B, the overly optimistic model provides a planned arrival time 32 earlier than the actual arrival time 30. Therefore, the plan in 3B will fail because the actual arrival time of the movement is later than planned.

[0182] A well-chosen planning model accurately represents actual movement. The planned arrival time 32 needs to be equal to or later than the actual arrival time. However, due to the random variation in movement time, a conservative model is needed to avoid too many planning failures. Otherwise, carrier 14 will not arrive at its intermediate or final destination within the planned reserved time. This would require changing the time plans of carriers that do not arrive within the planned time window and rescheduling other affected carriers, leading to reduced efficiency of the route selection algorithm. If frequent rescheduling is required, this also means significantly higher computational power consumption for the router.

[0183] In one embodiment, if the number of failed plans exceeds a predetermined number (also denoted as a threshold), the route selection system 50 adjusts the plan model. The predetermined number can be an absolute number within a defined time interval, such as 5, 10, or 100, or a ratio of failed plans to planned plans, such as failures within a time interval ranging from 5% to 50%, from 10% to 25%, or from 1% to 10%.

[0184] The time interval can be, for example, the time required to move the carrier to the maximum reserved length or a predetermined fixed time (in minutes, hours or days).

[0185] In another embodiment, adjusting the model to increase movement time does not necessarily have to be done in a single step. The actual movement time is measured, and the model plan is updated (time increase) based on the percentage mismatch between the old modeled movement time and the measured movement time. Specifically, the model can be adjusted to increase movement time in small, fixed percentage increments—checking the number of movements—and adding more time until there are no more planned failures within a defined time period or number of movements.

[0186] In a further embodiment, if 100% of the planned moves reach their intermediate or final destination, the route selection system 50 adjusts the planning model to make the moves faster in predetermined steps.

[0187] For example, in another embodiment, the route selection system 50 adjusts the parameters of the planning model based on the proportion of carriers that arrive at their intermediate or final destination locations on time.

[0188] This means that the route selection system 50 compares the planned movement with the stopping position reached by the carrier 14. If the carrier does not reach its planned stopping point or intermediate or final destination position within the planned reserved time window, for example, 5% to 10% or 10% to 25% of all planned movements, the route selection system 50 will use a reduced maximum speed or acceleration / deceleration in the planning model. If 90% to 100% of all planned movements reach their planned destination, the route selection system 50 will use an increased reachable speed in the planning model.

[0189] Another possibility is that the route selection system 50 or the control system 20 is configured to measure or calculate the deviation between the modeled travel time and the actual travel time, and use this information to adjust the planning model accordingly.

[0190] Ideally, there are no failed plans. Therefore, ideally, the system would examine the actual travel time and adjust the model so that the modeled travel time equals the actual travel time plus a small positive increment. In another embodiment, the route selection system progressively changes the planning model, making it more optimistic, until the plan begins to fail, and then takes a final setting with 100% success before the plan begins to fail. By measuring the increment between the actual travel time and the modeled times for many moves, the model or lookup table can be adjusted to provide a more accurate, but not too early, arrival time for the move.

[0191] The route selection system 50 can assign and adjust planning models for each carrier 14 and the logic- or hardware-based sub-regions 24 of the transport plane 12.

[0192] In another embodiment, the route selection system 50 counts and registers the number of failed plans for each carrier, and if the number of failed plans exceeds a predefined number, for example, in the range of 20 to 100, the route selection system 50 marks the failed carrier as requiring maintenance and selects a route for the failed carrier to an area where the operator can access the failed carrier or where the failed carrier can be sorted and removed from the transport plane 12. Compared to other available carriers 14, the control system 20 or command management system 60 can use the route selection system 50 to mark carriers that have exceeded a failure plan threshold for low-priority use. The control system 20 or command management system 60 for the transport system can also prioritize the use of carriers with fewer failed plans rather than carriers with higher failure plans, rather than marking them after a certain failure plan threshold has been reached.

[0193] In a further embodiment, the route selection system 50 counts the number of failed planned moves within a logical sub-region and marks the region as "requiring maintenance" when, for example, 20% to 50%, 5% to 25%, or 1% to 5% of planned moves fail. In yet another embodiment, this marker can be displayed to an operator via a user interface, informing them of the need for maintenance and which transport modules or areas require repair. Alternatively, the route selection model applies only to that region to allow for additional time for moves in areas where plans fail.

[0194] In another embodiment, the route selection system 50 allocates usage costs to a node based on the frequency with which the carrier starts, stops, and moves at the node. For example, starting might assign a cost of 2, moving a cost of 1, and stopping a cost of 3 to the node, indicating the impact of each action on surface wear. The route selection system 50 considers not only distance costs, as is typically used in search algorithms, but also the costs of moving, starting, and stopping, in its planning to minimize the total cost of each planned movement. The effect of this wear cost function is to better balance wear loads on the surface, thereby extending the service life of the transported surface and improving reliability.

[0195] In a further embodiment, the route selection system 50 uses a reserved length so that the start and intermediate or final destination positions of the carrier 14 on the transport plane may be evenly distributed at logical locations on the transport plane 12. Figure 4Three different possibilities are shown for a transport system with a small number of carriers 14, illustrating how to move carriers 14 from a starting position 44 to a final destination position 46 with multiple intermediate destination positions 48, such that the maximum allowable length can be used for each move. The positions used are represented as hashed white or black rectangles. The hashed positions are where the carriers begin or stop.

[0196] In Figure 4, the maximum allowable length 40 is always used until the last move reaches the final destination position 46. Therefore, the hash positions of the system will statistically be used more frequently for the stopping and starting of the carrier 14 than other positions. Consequently, these hash positions will wear out faster than the black positions. In areas with almost no intersecting traffic, moves with the maximum allowable length are very common. As a result, in these areas, a pattern of increased wear will appear at logical positions that are a distance equal to the maximum allowable length from each other.

[0197] In one embodiment, the route selection system is configured to allocate usage costs to a logical location based on the frequency with which the carrier moves, starts, or stops at that location, and to minimize the usage cost for each planned movement. This avoids patterns of increased wear and allows for more distributed wear.

[0198] Figure 7 illustrates a possible embodiment of the interaction between different software modules and hardware components. A higher-level command management system 70 transmits commands to a command management system 60 and receives confirmation of command execution from the command management system 60. The higher-level command management system 70 can be middleware software or a laboratory information system (LIS).

[0199] The command management system 60 communicates the arrival of the carrier at station 18 and obtains necessary information about the station, such as whether payload placement or carrier handling is ready / available from station 18. The command management system 60 assigns object 16 to the carrier and translates the intermediate / LIS / high-level command management task into a task to transport the relevant carrier to the location of station 18 for handling of object 16 transported by carrier 14.

[0200] The command management system 60 transmits the instrument destination to the control system 20 and receives confirmation of arrival at the final destination from the control system 20. The route selection system 50, shown here as part of the control system in this embodiment, proposes movement and routes to the control system 20. The control system 20 forwards the movement plan to the drive system 22 and receives status updates from the drive system 22, such as position and error updates. The drive system 22 moves the carrier 14 on the transport plane 12.

[0201] The construction components, namely the command and control system 60 and the control system 20, do not necessarily have to be different computers. In fact, a higher-level command and control system 70 and / or LIS can also run on the same host. Furthermore, the command and control system 60 and the control system 20, which may include a route selection system 50, can be a single software component. For example, these different software modules can be monolithically integrated or independent services that communicate with each other via a software bus on the same computer.

[0202] In further embodiments, other arrangements are also possible. For example, the route selection system 50 may be integrated into the control system 20, and in another embodiment, the control system 20 may also be part of the transport station 12.

[0203] Figure 8 is a flowchart of the route selection system 50 for tubular components in a diagnostic laboratory on a two-dimensional transport plane 12.

[0204] In the initial step 100, the route selection system typically obtains the final destination location of the carrier 14 from the command management system 60. In the new destination check step 101, the route selection system checks whether the destination is new. If the destination is new, the route selection system 50 uses this information and the A* algorithm toward the final destination location at a logical location with an idle time window to calculate n moves at the logical location with the required idle time window in the route selection step 102, for example, n=5, where the idle time window begins within time T, for example, 10 seconds.

[0205] In one embodiment, the heuristic approach is based on the shortest distance to the final destination or the shortest time to travel to the final destination while ignoring other carriers on the transport plane.

[0206] Each planned move in the n moves has a reserved length of k logical positions, which is less than or equal to the maximum reserved length, such as 6 logical positions, and greater than or equal to 1.

[0207] In the next sending step 103, the route selection system 50 sends the movement plan to the transport system, such as the drive system of the transport plane 12.

[0208] When the transport system 11 of the allocation system 10 performs the movement of the carrier 14 on the transport plane 12 in execution step 202, the route selection system waits to receive a status update from the transport system in the "waiting" step 104. The transport system sends status updates to the route selection system in the sending status step 204, for example, every 60 ms. The time interval between status messages does not need to be constant. This also includes the status of the carriers, such as whether they have reached their planned stop point, destination location, or intermediate destination location. In the checking step 105, the route selection system compares the status of the transport system with the most recently stored status to check if the plan is still valid. If the "checking" step 105 detects that movement is impossible, meaning the plan has failed, the route selection system returns to the route selection step 102 to recalculate n movements over time T.

[0209] If movement is still possible, the route selection system 50 will check again in the destination check step 101 whether a new destination is available. If a new destination is available, the route selection system 50 will proceed to the route selection step 102 to plan a new route.

[0210] If no new destination is available, the route selection system will check in step 106 whether the plan is earlier than the set duration, for example, 2 seconds. If the plan is earlier than the set duration, the route selection system will calculate a new plan for the next time window (for example, 10 seconds) in step 102, followed by the route. If the plan is not earlier than the set duration, the route selection system will wait for a status update in step 104, and so on.

[0211] Figures 9A, B, and C illustrate possible embodiments of releasing reserved logical positions. One or more previously intersecting reserved logical positions are released. The boundaries of the areas are marked as pure black logical positions. In Figure 9A, six modules are interconnected, and reserved logical positions are released when the carrier crosses the boundary between modules. The carrier moves from the starting point to the final destination T. When the carrier leaves the black logical position from the first transport module to pass through the black logical position of the next transport module (denoted by B!), the logical position reserved for this movement on the first transport module is released. Reserved logical positions can also be released after the movement ends (denoted by M!) and if the final destination position (denoted by T!) is reached.

[0212] For example, all positions can be reserved once the move is complete. For example, positions can be reserved as long as the move will continue to a certain logical region. For example, positions can also be reserved until the carrier passes through that position. For example, positions can be released once each logical position has been passed. For example, positions can be released if the boundary of a logical position block has been passed.

[0213] Figure 9B illustrates the same transport system layout, but instead of defining the area for releasing reserved logical locations via module boundaries, the area boundaries are defined by marking locations in the software. Release is triggered by a message defining the area. Once the boundary of one area is crossed and another area is entered (denoted by A!), the reserved logical location for that move in the left area is released.

[0214] Figure 9C illustrates a direct release, where a logical location release message is sent whenever a logical location is passed. Therefore, each logical location on the route defines its own release area.

[0215] Figures 10A and 10B illustrate the effect of logical locations being masked, such as when a field or module is damaged. Both Figures 10A and 10B show the same layout of the transport plane 12 with 2 by 4 modules. Each movement of the carrier is illustrated with an arrow.

[0216] Figure 10A illustrates the availability of all logical locations. It shows a route of 6 moves from the origin to the final destination, each move having a different number of logical locations. Figure 10B shows a scenario where, for example, the entire upper right module 80 needs to be swapped and the 3x8 logical location area 82 is also masked for transport. The route selection system 50 will take into account the unavailability of the X-marked locations, for example, by setting infinite reservation times on them or by updating the location layout and attempting to calculate routes on the available logical locations. This forms a route of 8 moves from the same origin to the same final destination, as shown in Figure 10A.

[0217] Figure 11 illustrates an embodiment of the allocation system 10. The allocation system 10 includes a route selection system 50 and an execution unit 51. Although the route selection algorithm for planning the route of the carrier 14 on the transport plane 12 for transporting, for example, the payload 19, can be physically deployed in the same computer, this separation between the route selection system 50 and the execution unit 51 allows the route selection system 50 to only suggest moves. The execution unit 51 attempts to execute the planned routes, but not all plans can be executed as defined due to random effects, anomalies, and errors.

[0218] Figure 12 depicts a Gantt chart showing examples of carrier movement (execution) times versus planned times, represented by numbers 1 through 5. A planned route can be executed as long as the execution time is within the planned timeframe. If not, the movement exceeds the planned time, potentially hindering other planned movements and causing the plan to fail. From top to bottom, carriers 1 and 2 illustrate examples of successful plan execution. Carrier 3 shows that even though the movement might start later than planned, for example due to a delay in another carrier, it is possible for a carrier to still arrive on time, thus successfully executing the plan. Carrier 4 shows two delayed arrivals, while carrier 5 shows a final arrival that was delayed.

[0219] Figure 13 illustrates the random effects of movement in route selection. The transport method, such as that of carrier 14 driven by a combination of electromagnetic and frictional forces, exhibits randomness. Generally, the friction between sliding surfaces can be a considerably different factor. Furthermore, the surfaces of the carrier and the transport sliding surfaces may not be uniform across the entire surface. Roughness can vary on the transport surface of transport plane 12, for example, due to differences in wear, material inhomogeneity, dirt or dust, or moisture. Additionally, some module surface plates may have been replaced earlier than others, thus exhibiting different friction levels than the older plates. The same applies to the contact surfaces between the carrier and the transport surface. Due to these varying frictional forces, the time taken for movement also has an unpredictable random component. If the frictional force is higher than the average frictional force, the carrier will accelerate more slowly and may not reach the same platform speed. Furthermore, it will cause the carrier to decelerate more quickly. The actuator controlling the movement will attempt to adjust for this, but will still display variations in acceleration and velocity curves for the movement and carrier 14. Figure 13 illustrates examples of the effects of randomness: the top figure shows the effect of different friction levels on the carrier in a simplified manner; for carrier 1 with low friction (dashed line), for the model considering medium friction (solid line), and for carrier 2 with high friction (dashed line). These lines show the distance traveled by the carrier moving at a constant speed. In reality, these are not straight lines, but can show fairly random variations whose average speed is simplified to resemble these lines. If the friction of carrier 1 is lower than the friction assumed by the deterministic model, it will travel faster, and therefore its speed will be faster than the more pessimistic model of carrier 2, which exhibits greater friction. The same can happen with different transport surfaces, as shown in the middle figure. For the model considering medium friction (solid line), for the carrier on a high-friction transport surface (dashed line), the middle figure shows the corresponding effect of the carrier on a low-friction transport surface (dashed line). The figure below illustrates an embodiment of localized frictional differences on a transport surface; a carrier traveling on a transport surface with constant friction is shown as a dashed line, a model assuming constant friction is shown as a solid line, and a carrier traveling on a transport surface with localized areas of higher friction (e.g., carrier 2) is shown as a dashed line. Specifically, the bottom figure shows the effect of a carrier traveling a distance with constant friction, a more pessimistic deterministic model assuming lower speeds and the carrier traveling a distance where the first and last sections have the same friction, but the middle region exhibits higher friction, resulting in a lower average speed for the carrier.

[0220] Figure 14 illustrates the consequences of the stochastic effects of movement. The consequence of stochasticity is that it causes variations in the duration of the movement. Figure 14 gives examples of what might happen: a deterministic model assumes durations for different movement lengths. Here, the maximum movement length (maximum reserved length) is assumed to be 6. In many measurements, these values ​​might look like the light gray bars shown: the average duration of the movement is shorter than the model assumes. However, for movements of 2 and 4 locations, some movements take longer than the modeled duration. Therefore, for these movements, the plan will fail because the arrival time at the end location of the movement is later than planned.

[0221] Figure 15 illustrates the discrete-time WHCA* algorithm in the game, as described in, for example, in the following literature: B. Zahy et al., “Conflict-Oriented Windowed Hierarchical Cooperative A”, 2014 IEEE International Conference on Robotics and Automation (ICRA), IEEE, May 31, 2014, pp. 3743-3748, XP03265061 8, DO1: 10.1 109 / ICRA. 2014.6907401, and the continuous WHCA* algorithm proposed according to the present invention.

[0222] In games, the duration of events is typically discretized, while this invention proposes using continuous time. In games, the discrete time step is usually related to the game's frame rate. For the route selection system according to this invention, a discrete time step may not be necessary. Continuous duration can make the route selection algorithm more efficient because movement can begin at any time. Figure 15 illustrates the difference between discrete time and space in games and discrete space but continuous time in this invention. Time is displayed on the horizontal axis, and the logical positions of reservations (gray) or idle (white) for each move are shown on the vertical axis. If a carrier moves from position 1 to position 2, the route selection method with discrete time may be slower because each reservation plan must be adapted to the discrete time step. Conversely, if arbitrary time is available, the next plan can be formulated to adapt to the movement model without considering the discrete time step.

[0223] In games, game engines generate their events. This means all events are custom-defined and therefore predictable. However, in the field of allocation systems for transporting objects, the real world must be considered. Unpredictable factors exist in the real world, such as random effects during movement, unexpected commands for new movements, instrument placement requiring carriers, anomalies and errors (e.g., damaged fields), carriers that can no longer be moved, areas temporarily blocked for route selection, movements taking longer than expected, or complete failure. Route selection systems cannot influence these events but need to be able to react to them. Therefore, the route selection system of this invention can be designed to perform route selection in a more robust manner, allowing it to find solutions to any unforeseen circumstances. In games, unpredictable events may arise from the player. However, although these events are unpredictable, they are all driven by the game engine, which generates route selections based on all this "unpredictable" information. This means that for the route selector in the game, all information is available before routes are created, so the agent's movement can be executed according to plan based on this fully known situation. The situation is different with the route selection system according to the invention: the route selection system can only receive information about the destination that the carrier must move to, and can update successful and failed moves, as well as other final status information. The route selection system cannot control real-world events, but can only wait to see which plan will succeed or fail and when the move will be completed. Therefore, compared to a game engine, the route selection system can be designed to be robust enough to handle unexpected events.

[0224] In the technical field of carrier allocation systems for transporting objects, the number of agents, i.e., the carriers in the allocation system, can exceed one thousand. For games, this is typically much lower. Furthermore, carrier density can be very high, reaching levels where many carriers are blocked by their neighbors, preventing them from making any movement until traffic density decreases. In games, the space available for agents to move within is generally unrestricted, and as mentioned earlier, the game engine has complete control and awareness of what is happening. Due to this low level of interaction between units, most games (e.g., StarCraft II) do not consider multi-agent pathfinding, instead using a variant of A* for single-agent pathfinding combined with some "turning behavior" heuristics, slightly adjusting trajectories if two units might intersect paths. Therefore, the technical field of games and the technical field of carrier allocation systems for transporting objects are very different, with different requirements, and thus require different and specific solutions.

[0225] Figure 16 illustrates a potential movement. “S” could be the starting point of a carrier, where it remains until a task arrives to move it to its final destination, “E”. A route selection system can generate plans for the movements. Each movement can end at an intermediate destination, indicated by a circle. The route selection system can plan a defined amount of time in advance, such as 10 seconds. Therefore, for the first plan, it might only plan the route portion from M1 to M3. In subsequent plans, other movements can be planned. Each movement can have a certain number of positions in length, which will be reserved in the time plan. During the execution of the plan, planned positions for one movement can be reserved, as shown by the shaded position for movement M6. The number of positions that can be reserved in the plan during execution depends on available positions (e.g., not currently occupied by other carriers) and the maximum reservation length. For example, in this example, the maximum reservation length could be 6 positions. Only the position reservation for movement M2 might be limited by this maximum reservation length; other movements are shorter and limited by the availability of positions at that time, such as due to other carriers (not shown in this figure). Other traffic could also be the reason why the carrier changes the direction of movement M4, for example, because another carrier blocks the possibility of continuing to move in a straight line.

[0226] The time required to complete the transport from "S" to "E" may depend on the time required for each move and the waiting time at intermediate destinations, represented by circles. The travel time may depend on the travel length (the number of locations moved in each time) and the velocity profile (acceleration, platform speed, deceleration). Velocity, acceleration, and deceleration can be the same (deterministic) for each move at any given time, but this invention is also particularly suitable for handling random variations in velocity, acceleration, and deceleration. Therefore, moves with the same travel length may require different durations.

[0227] Figure label: Module 1 Module 2 Module 3 4 First move 5 Second move 6 Third move 7 Second route selector 8. By route 10 Distribution System 11. Transportation System 12 Transport plane 13 First Reserve Table 14. Bearing components 15 Second Reserve Table 16 objects 18 sites 19. Payload 20 Control System 21 Camera System 24 Logical Sub-regions 25. First move of the second route 26 The second move of the second route 27. The third movement of the second route 30. Actual arrival time 32. Planned arrival time 34 Interrupted Line 36 Dashed lines 38 Unequal interrupted lines 40 Maximum Reserved Length 42 Variable Reserved Length 44 Starting position 46 Final Destination 48 Intermediate Destination 50 Route Selection System 51 Execution Unit 60 Command Management System 70 Higher Command Management System 80 Top Right Module Area 82 100 Starting Steps 101 Destination Inspection Procedures 102 Route Selection Steps 103 Sending Steps 104 Waiting Steps 105 Inspection Procedures 106. Check the planned age steps 202 Execution Steps 204 Send Status Step.

Claims

1. An allocation system comprising: Includes a transport plane for assigning logical positions to objects. A carrier, used for transporting the object. A drive system for moving the carrier between the logical positions on the transport plane. A control system is configured to control the movement of the carrier on the transport plane along a planned route from the starting position to the final destination position. The control system includes a route selection system configured to model the transport plane using a node graph and calculate the planned route for at least two carriers on the transport plane within a cooperative time window T using a windowed hierarchical cooperative heuristic search algorithm, wherein the windowed hierarchical cooperative heuristic search algorithm is a windowed hierarchical cooperative A* algorithm. The route selection system is configured to determine the reserved time window and the idle time window for each logical location. The characteristic feature is that the route selection system is configured to allocate a separate reserved length to each carrier so that the next movement can be made at a logical location with an idle time window. An infinite amount of reserved time is allocated to logical locations on the transport plane. The route selection system is configured to allocate an unlimited reservation time to the logical location if one or more of the following are implemented: - The logical location is the location of a carrier that has no final destination. - The logical location is considered damaged or blocked, wherein the logical location is considered damaged if it can no longer be used due to a failure of the drive system at that particular location on the transport plane and / or a failure of the transport plane itself. - During the collaboration time window T, no possibility of moving the carrier from the logical location was found. The control system includes at least one execution unit configured to execute the planned route for transporting the carriers from their respective starting positions to their respective final positions.

2. The allocation system of claim 1, wherein the route selection system is configured to use the most available reserved length for straight-line movement.

3. The allocation system of claim 2, wherein the route selection system is configured to use the most available reserved length for straight-line movement, the most available reserved length being less than a determined maximum reserved length.

4. The allocation system according to claim 1, wherein the route selection system is configured to receive status information of the transportation system.

5. The allocation system of claim 4, wherein the route selection system is further configured to compare the status information with the latest status information stored in the route selection system.

6. The allocation system of claim 5, wherein the route selection system is further configured to calculate a new planned route with a new reserved length for the next move when a change in state is detected by the comparison.

7. The allocation system of claim 1, wherein the route selection system is configured to determine subsequent planned routes after a current move assuming that each move will be successful.

8. The allocation system of claim 1, wherein the route selection system is configured to check whether all carriers arrive within the planned reserved length, and when a carrier that will not arrive within the planned reserved length is detected, the next planned reserved length is extended and the affected plans for other carriers are recalculated.

9. The allocation system of claim 1, wherein the route selection system is configured to allow at least one of the logical locations to be addressed only by the carrier as the final destination, and to prohibit it from being used as an intermediate destination location for transporting the carrier toward its final destination location.

10. The distribution system of claim 1, wherein the transport plane is divided into logical sub-regions.

11. The distribution system of claim 10, wherein the route selection system is configured to allow only a limited number of carriers to move simultaneously within a logical sub-region of the transport plane.

12. The allocation system of claim 11, wherein the route selection system is configured to release each logical position reserved by the current movement after the carrier passes through a predefined logical position on the transport plane.

13. The distribution system according to any one of claims 10-12, The route selection system is configured to check whether the planned movement is successful or failed, and wherein, based on the number of failed plans, the parameters of the planning model are adjusted for either the entire transport plane with the same value or the logical sub-region with different values.

14. The allocation system of claim 13, wherein the parameters of the planning model are adjusted for carriers in specific sub-regions with individual parameters based on the number of failed plans.

15. The allocation system of claim 8, wherein the route selection system is configured to adjust the maximum reserved length based on the deviation between the planned reserved length and the maximum reserved length.

16. The allocation system of claim 1, wherein the route selection system is configured to count the number of failed plans for each carrier and / or sub-region of the transport plane, and if the number of failed plans exceeds a predefined number or the frequency of failures exceeds a predefined number, mark the carrier as requiring maintenance, or mark the transport plane or the sub-region as requiring maintenance and / or avoid or reduce its use for further route selection.

17. The allocation system of claim 1, wherein the route selection system is configured to allocate usage costs to a logical location based on the frequency at which the carrier moves, starts, or stops at the logical location, and to minimize the usage cost for each planned move.

18. The allocation system of claim 1, wherein the route selection system is configured to check whether a complete blockage has occurred, and in the event of a complete blockage, for all carriers adjacent to the complete blockage, the next n moves are selected from possible moves ignoring the metric to the final destination.

19. The distribution system of claim 18, wherein, in the event of a complete blockage, the next n movements for all carriers adjacent to the complete blockage are randomly selected from possible movements ignoring the metric to the final destination.

20. The allocation system according to any one of claims 1-12 and 14-19, wherein the windowed hierarchical cooperative heuristic search algorithm is designed to reserve time windows in continuous time and based on at least one real-time travel model.

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