Intelligent Seeding Wall Circular Track Vehicle Scheduling Method

Abstract

The intelligent seeding wall circulating track vehicle scheduling method proposes a multi-track circulating vehicle task scheduling system and method for dense layout, so as to realize the design purpose of improving the high timeliness guarantee and system throughput of vehicle distribution package. According to the flow calculation of the track where the package supply table is located, the vehicle is dynamically scheduled and the sorting task is bound. The implementation steps include: 1) generating a sorting task; 2) path planning and walking; 3) delivering a package; 4) returning to the package supply table; 5) the track vehicle arrives at the specified package supply table, and the current circulating operation ends.

Description

Technical Field

[0001] This invention relates to a task scheduling method for a circular track vehicle operating on an intelligent seeding wall, belonging to the field of logistics and warehousing. Background Technology

[0002] Currently, in the logistics and warehousing sector, automation and intelligent control technologies are developing rapidly. With the continuous rise in industrial and commercial land use and labor costs, intensive warehousing systems are widely used because they can fully utilize space efficiency and correspondingly reduce the need for human labor. Intelligent sorting walls, by creating three-dimensional sorting compartments and using circular railcars to transport sorted packages, can significantly reduce the overall equipment footprint while effectively ensuring the quantity of sorted categories and operational efficiency.

[0003] Current intelligent sorting walls rely on circular railcars to transport and sort packages. The speed at which these vehicles reach the package supply station is crucial for sorting efficiency, necessitating the deployment of multiple railcars and a relatively tight layout and scheduling mechanism. Current vehicle task scheduling systems, such as rail shuttles and automated guided vehicles, only focus on minimizing path conflicts between different vehicles. Furthermore, existing railcar scheduling systems only become active when receiving tasks from a higher-level system; at other times, vehicles remain idle and waiting. This approach is unsuitable for the overall scheduling and management of densely packed vehicles within the sorting wall, and it also fails to guarantee the timeliness of vehicle operations.

[0004] In view of the above, this application is hereby submitted. Summary of the Invention

[0005] The intelligent seeding wall circulating track vehicle scheduling method described in this application aims to solve the problems existing in the prior art by proposing a multi-track circulating vehicle task scheduling system and method for densely distributed layouts, thereby achieving the design goal of improving the timeliness of vehicle package distribution and system throughput.

[0006] To achieve the aforementioned objectives, the intelligent seeding wall circulating track vehicle scheduling method dynamically schedules vehicles and binds sorting tasks based on the flow rate calculation of the tracks where different supply stations are located; it includes the following implementation steps:

[0007] 1) Generate sorting tasks

[0008] Generate a sorting task for cargo transportation at the package delivery station;

[0009] When the railcar is in an idle state, it will move to the package delivery station according to the dispatching instructions, and the goods will be transferred to the railcar. At the same time, the sorting task will be bound to the railcar.

[0010] 2) Path planning and walking

[0011] Based on the location of the target grid, the shortest path for the track vehicle is calculated using the A* pathfinding algorithm; the shortest path is the coordinate set {p1, p2…p}. n}, p n Let p be the coordinate point on the running track. n (x,y);

[0012] Based on the current position of the railcar and the calculated shortest path, a running route is generated and a safe driving area is calculated in real time. The calculated safe driving area is converted into a travel command in coordinate form, and the travel command is sent to the railcar.

[0013] For each railcar, after the running route bound to the sorting task is generated, the farthest coordinate point that is not occupied by other vehicles is searched from the starting point to be used as the current safe driving area.

[0014] After applying for and occupying a safe driving area, the railcar will move to the farthest coordinate point of the current safe driving area, stop and wait, and calculate and apply for the next safe driving area.

[0015] 3) Delivering packages

[0016] The railcar executes the operating instructions for each section of the safe driving area until it reaches the sorting grid location designated by the sorting task, delivers the goods package, and completes the sorting task.

[0017] 4) Return to the packaging station

[0018] The railcar that has completed the current sorting task will continue to operate within the calculated safe driving area;

[0019] When the process reaches several adjacent package supply stations {S1, S2, ..., S...} n The branching point p of} s At that time, the allocation priority for selecting the supply station is calculated based on the number of vehicles in different supply station buffer areas, and the designated supply station is assigned to the current railcar.

[0020] 5) When the railcar arrives at the designated package feeding station, the current cycle ends.

[0021] Furthermore, during the path planning and movement process in step 2), several continuous rectangular safety spaces are constructed for the railcar within the safe driving area; each discrete point in the safe driving area is converted into a rectangular space according to the railcar's size data. When the railcar is located at point p... n When (x,y), with p n Construct a safe space S at the center V (S V =Rect{p a ,p b ,p c,p d}; where p a =(xL / 2,yw / 2),p b =(xL / 2,y+w / 2),p c =(x+L / 2,yw / 2),p d = (x + L / 2, y + w / 2), where L is the length of the railcar and w is the width of the railcar; the aforementioned safety space S V Provided only to points p v The track car on (x,y) occupies the space.

[0022] Furthermore, when railcars request to occupy merging intersections along their operating routes, priority calculations are performed, and railcars with higher priority can occupy the intersections first; priority P v The calculation formula for P: v =t w -t; where t is the distance the railcar travels from its current position to the merging intersection p. x Time, t w To begin applying for permission to occupy the merging intersection p x The waiting time for the timing; when the routes of two railcars simultaneously cover the intersection and enter from different directions at the merging intersection p x At that time, an application was made to occupy the merging intersection p. x The order of precedence is based on the priority P of the two vehicles. v The calculation result is determined; when the current speed of the railcar is v0 = v max When , then t = s / v0; when v0! = v max At that time, that is, when the vehicle is in the acceleration phase and the vehicle reaches p x The velocity just increases to v and v <= v max When v0! = va, then t = (v - v0) / a; when v0! = va! max At that time, that is, when the vehicle is in the acceleration phase and the vehicle reaches p x If the maximum speed has already been reached, then the acceleration time t a =(v max -v0) / a, acceleration distance s a =(v max +v0) / 2*t a ,t=t a +(ss a ) / v max .

[0023] Furthermore, if the distance between the current railcar and the intersection is less than the vehicle's maximum speed braking distance, the railcar may apply to occupy the merging intersection.

[0024] Furthermore, during the return to the supply station in step 4), the safe travel area of ​​the current railcar covers the supply station diversion point p. s At that time, the allocation priority is calculated and the subsequent baggage supply station is assigned; the calculation formula for allocation priority is as follows: P s =s*w s +(Aa) / A*w a +(Bb) / B*w b -(1-d / D)*w d

[0025] Among them, w s ,w a ,w b For all feeding stations, the constants are the same.

[0026] w d For different package feeding stations, the distance from the distribution point p is... s The distance value, the distance to the split point p s The closer, w d The smaller the value;

[0027] In the above formula, the result of whether the package station is currently occupied is s, where s=0 indicates that it is occupied and s=1 indicates that it is idle;

[0028] The maximum capacity of vehicles allowed to park in the current parcel supply buffer area of ​​the parcel supply station is denoted as A;

[0029] The number of vehicles actually parked in the current parcel supply buffer area of ​​the parcel supply station is denoted as a;

[0030] The maximum capacity of vehicles allowed to park in the current package supply station's buffer area is denoted as B;

[0031] The number of vehicles actually parked in the current package supply buffer area of ​​the package supply station is denoted as b;

[0032] The distance between the parcel dispensing station and the end point of the horizontal down lane is denoted as D;

[0033] The distance between the railcar currently waiting to be assigned to the supply station and the previous supply station vehicle that has completed its assignment and is located at the end of the horizontal lower track is denoted as d; when there is no previous vehicle, d = D;

[0034] The feeder station with the highest allocation priority is assigned to the current railcar.

[0035] Furthermore, for the same railcar, when the allocation priority calculation results of different supply stations are the same, the supply station that is farther away from the diversion point will be given priority allocation.

[0036] In summary, the intelligent seeding wall circulating track vehicle scheduling method has the following advantages: based on the multi-directional circulating track scheduling system of the automated warehouse, it can manage the cyclical operation of all vehicles within the seeding wall and reduce traffic congestion by dynamically distributing and controlling the vehicle flow on the tracks of different supply stations. Simultaneously, the control strategy based on full grid openings avoids the problem of vehicles stopping and subsequent vehicles being unable to follow, thus maximizing the overall system's throughput. Attached Figure Description

[0037] The present invention will now be further described with reference to the following figures.

[0038] Figure 1 This is a top view schematic diagram of an intelligent seeding wall using the circular track vehicle scheduling method of this application;

[0039] Figure 2 Is it like this? Figure 1 A side view of the intelligent seeding wall shown;

[0040] Figure 3 This is a flowchart illustrating the intelligent seeding wall circulating track vehicle scheduling method.

[0041] Figure 4 This is a diagram showing the safe space occupied between the circulating track vehicles;

[0042] Figure 5 This is a schematic diagram of the packing station diversion for the intelligent seeding wall sorting equipment;

[0043] Figure 6 This is a schematic diagram of the circular track operation route and coordinates based on the three-dimensional storage location. Detailed Implementation

[0044] Example 1: This application proposes a method for scheduling circular railcars applied to a smart seeding wall. This method is designed for multiple railcars running densely on the internal circular track of the smart seeding wall, and realizes orderly control and unified management of package distribution and operation scheduling, so as to improve the timeliness and safety of operation among multiple railcars and effectively increase the cargo transportation throughput of the smart seeding wall.

[0045] Specifically, such as Figures 1 to 6 As shown, a circulating track (as shown by the lines in the diagram) is installed on the frame of the intelligent seeding wall. The circulating track consists of 2 upward vertical tracks, 12 downward tracks, and 2 horizontal tracks. Several track vehicles run unidirectionally and cyclically on the tracks to transport goods from the supply station group to the designated sorting grid group (e.g., ...) according to the instructions of the scheduling system. Figure 1 and Figure 2 The hollow rectangles (including normal destination compartments and abnormal compartments) are used to store packages of goods that have been sorted into the same category at each sorting compartment, thereby completing one sorting operation.

[0046] The aforementioned package feeding station assembly is used to transfer goods to be sorted to the railcar, and includes several package feeding stations (in this embodiment, two package feeding stations are provided, such as...). Figure 1 , Figure 2 and Figure 6 The solid rectangle in the middle is equipped with a barcode scanning camera, conveyor belt, and cargo detection photoelectric equipment on one side of the package supply platform. After the package passes the verification and detection at the package supply platform according to the dispatch instructions, the conveyor belt transfers the package to the railcar.

[0047] When the railcar runs along the circular track (which may employ a toothed running and transmission mechanism), it carries goods and binds them to the sorting task at the package feeding station. This can be regarded as the starting point of a circular operation and the path for transporting goods.

[0048] Because several railcars circulate inside the intelligent seeding wall, when the railcars are running in a loop, some congestion will inevitably occur at the tracks where the two package supply stations are located. This causes the railcars to stop and wait for a long time, and subsequent vehicles cannot follow up, which seriously affects the overall cargo transportation throughput of the intelligent seeding wall.

[0049] The intelligent seeding wall circulating track vehicle scheduling method described in this application adopts a full-grid control strategy to dynamically schedule vehicles and bind sorting tasks according to the flow of different supply stations on the track.

[0050] The implementation steps include the following:

[0051] 1) Generate sorting tasks

[0052] At the packing station, the goods trigger photoelectric detection, and the barcode scanning camera identifies the barcode information to determine the location of the sorting slot, thereby generating a sorting task for the goods transportation.

[0053] When the railcar is in an idle state, it will move to the parcel supply station according to the dispatching instructions. The goods will be transferred to the railcar and the sorting task will be bound to the railcar.

[0054] 2) Path planning and walking

[0055] Based on the location of the target grid, the shortest path for the railcar is calculated using the A* pathfinding algorithm;

[0056] The shortest path is the set of coordinates {p1, p2, ..., p...} n}, p n Let p be the coordinate point on the running track. n (x,y);

[0057] Based on the current location of the railcar and the calculated shortest path, a running route is generated and a safe driving area is calculated in real time.

[0058] The calculated safe driving area is converted into a travel command in coordinate form, and the travel command is sent to the railcar.

[0059] For each railcar, after the running route bound to the sorting task is generated, the farthest coordinate point that is not occupied by other vehicles is searched from the starting point to be used as the current safe driving area.

[0060] After applying for and occupying a safe driving area, the railcar will move to the farthest coordinate point of the current safe driving area, stop and wait, and calculate and apply for the next safe driving area.

[0061] Once the railcar successfully occupies the area and moves into the next safe driving zone, the current safe driving zone will be released, allowing other railcars to subsequently apply for its use.

[0062] The safe driving area refers to the area where the railcar will not collide with other vehicles during operation. Several continuous safe spaces are constructed for the railcar within this area, and each safe space is an abstract rectangle.

[0063] Each discrete point within the safe operating area is converted into a rectangular space according to the dimensions of the railcar. When the railcar is located at point p... n When (x,y), with p n Construct a safe space S at the center V (S V =Rect{p a ,p b ,p c ,p d};

[0064] Where, p a =(xL / 2,yw / 2),p b =(xL / 2,y+w / 2),p c =(x+L / 2,yw / 2),p d = (x + L / 2, y + w / 2), where the length of the track car is L and the width of the track car is w;

[0065] The aforementioned safe space S V Provided only to points p v The track car on (x,y) occupies the space, and other vehicles cannot occupy it until this space is released.

[0066] The railcar can directly occupy all unoccupied coordinate points on its operating route that do not pass through merging intersections. For applications to occupy merging intersections, priority calculation is required, and railcars with higher priority can occupy them first.

[0067] Priority P v The calculation formula for P:v =t w -t; where t is the distance the railcar travels from its current position to the merging intersection p. x Time, t w To begin applying for permission to occupy the merging intersection p x The waiting time for the timer;

[0068] When the routes of two railcars simultaneously cover the intersection and enter from different directions at the merging intersection p x At that time, an application was made to occupy the merging intersection p. x The order of precedence is based on the priority P of the two vehicles. v The calculation result is determined;

[0069] The calculation of t involves multiple parameters, including the distance p of the railcar from the merging intersection. x Distance s, maximum speed v of the railcar max The current speed of the railcar is v0, and the acceleration of the railcar while it is moving is a.

[0070] When the current speed of the track car is v0 = v max When , then t = s / v0;

[0071] When v0! = v max At that time, that is, when the vehicle is in the acceleration phase and the vehicle reaches p x The velocity just increases to v and v <= v max When , then t=(v-v0) / a;

[0072] When v0! = v max At that time, that is, when the vehicle is in the acceleration phase and the vehicle reaches p x If the maximum speed has already been reached, then the acceleration time t a =(v max -v0) / a, acceleration distance s a =(v max +v0) / 2*t a ,t=t a +(ss a ) / v max ;

[0073] The occupation strategy for merging intersections also includes that when the distance between the current railcar and the intersection is less than the maximum speed braking distance of the vehicle, the railcar can apply to occupy the merging intersection, so as to avoid obstructing the passage of other vehicles due to occupying the intersection too early and having to wait for a long time before entering and passing through.

[0074] If the railcar reaches the first package feeding station S1, the coordinate point of the first package feeding station S1 is p1, the package is transferred to the railcar, and a sorting task is bound at the same time.

[0075] Based on the destination grid location p5 specified in the sorting task, the shortest path {p1,p2,p3,p4,p5} of the railcar is calculated using the A* pathfinding algorithm.

[0076] The operation route is generated based on the shortest path mentioned above, and the safe driving area is calculated in real time.

[0077] like Figure 4 At a certain moment, vehicle V a Stop at p a Point, which occupies p a The central safe space is a rectangular prism denoted as Rect(V). a );

[0078] Vehicle V b Located at p b The point occupies the safe space Rect(V) b Its route is {p b ,p d ,p a};

[0079] Vehicle V c Located at p c The point occupies the safe space Rect(V) c Its route is {p c ,p d ,p a};

[0080] At this time, vehicle V b and V c The current velocity is 0, the acceleration a and the maximum velocity v ma x is the same, and the waiting time t is the same. w All are 0, distance p from the merging intersection d The distances are s bd and s cd , and s bd and s cd All of them are less than the braking distance of the vehicle's maximum speed.

[0081] When vehicle V b Applying to occupy the merging intersection p along its route d At that time, according to P v =t w -t calculates vehicle requests to occupy merging intersections p d Priority;

[0082] Due to V b and V c t w Both are 0, vehicle Vb It can reach p faster d , i.e. t wb <t wc Therefore, priority P b Priority P c Vehicle V b It can occupy p d The safe space in which it is located, and vehicle V c The only option is to postpone the application for use.

[0083] Vehicle V b Continue to request safe space along the route; as you continue to extend, you will encounter vehicle V. a Vehicle V b The set of safe space currently occupied by the request is {Rect(V b ),Rect(S b1 ),Rect(S b2 )}.

[0084] Based on priority order, when vehicle V c When requesting safe space along its trajectory at the next moment, space p d It has been occupied (occupancy situations include V) b The route passes through p d V with lower priority c At this time, space p cannot be occupied. d Therefore, vehicle V c The safe space that can be requested is {Rect(V c ),Rect(S c1 )}.

[0085] Let's assume another scenario, if vehicle V b If the priority is lower, then vehicle V c Use space p at the application point d If permission is granted at that time, then the safe space it requests to occupy at that time is {Rect(V c ), Rect(M1,M2,M3,M4 )}.

[0086] 3) Delivering packages

[0087] The railcar executes the operating instructions for each section of the safe driving area until it reaches the sorting grid location designated by the sorting task, delivers the goods package, and completes the sorting task.

[0088] In special circumstances, when the track reaches the designated sorting grid but the grid is full and cannot deliver packages, the track car continues to run back to the package supply station to complete the cycle.

[0089] After returning to the package feeding station, the railcar continues to follow the route of the previous cycle, recalculates the safe driving area, and heads to the sorting grid again;

[0090] If the delivery of goods cannot be completed after 5 consecutive attempts, the goods will be delivered to the abnormal compartment.

[0091] 4) Return to the packaging station

[0092] The railcar that has completed the current sorting task will continue to operate within the calculated safe driving area;

[0093] When the process reaches several adjacent package supply stations {S1, S2, ..., S...} n The branching point p of} s At that time, the allocation priority for selecting the supply station is calculated based on the number of vehicles in different supply station buffer areas, and the designated supply station is assigned to the current railcar.

[0094] The current safe operating area of ​​the railcar covers the package distribution point p. s The current railcar is considered the first vehicle to enter, and priority needs to be calculated and assigned to the current railcar, and the supply station to be assigned to the subsequent vehicles needs to be specified.

[0095] The formula for calculating allocation priority is as follows:

[0096] P s =s*w s +(Aa) / A*w a +(Bb) / B*w b -(1-d / D)*w d

[0097] Among them, w s ,w a ,w b For all feeding stations, the constants are the same.

[0098] w d For different package feeding stations, the distance from the distribution point p is... s The distance value, the distance to the split point p s The closer, w d The smaller the value;

[0099] In the above formula, the result of whether the package station is currently occupied is s, where s=0 indicates that it is occupied and s=1 indicates that it is idle;

[0100] The maximum capacity of vehicles allowed to park in the current parcel supply buffer area of ​​the parcel supply station is denoted as A;

[0101] The number of vehicles actually parked in the current parcel supply buffer area of ​​the parcel supply station is denoted as a;

[0102] The maximum capacity of vehicles allowed to park in the current package supply station's buffer area is denoted as B;

[0103] The number of vehicles actually parked in the current package supply buffer area of ​​the package supply station is denoted as b;

[0104] The distance between the parcel dispensing station and the end point of the horizontal down lane is denoted as D;

[0105] The distance between the railcar currently waiting to be assigned to the supply station and the previous supply station vehicle that has completed its assignment and is located at the end of the horizontal lower track is denoted as d; when there is no previous vehicle, d = D;

[0106] (1-d / D)*w d The larger the value of w, the greater the likelihood that the current railcar will take longer to complete its package delivery. The more congested the current package delivery station, the lower its priority value. Package delivery stations farther from the diversion point require longer vehicle travel distances, therefore w... d The larger the setting, the better.

[0107] For the same railcar, when the allocation priority calculation results of different supply stations are the same, the supply station farther away from the diversion point will be allocated first, so as to ensure that the railcar waiting to be allocated supply stations will not be blocked.

[0108] like Figure 5 As shown, the railcar V1 arrives at the distribution point p of the package feeding station. s At that time, the allocation priority is calculated based on the real-time status of the buffer areas of the first supply station S1 and the second supply station S2 to allocate the supply station endpoint.

[0109] The capacity of the waiting buffer areas B1 and B2 of the first and second package supply stations S1 and S2 is 3, and the capacity of the package supply completed buffer areas A1 and A2 is 5.

[0110] In the diagram, w s =20, w a =15, w b =35, w of the first supply station S1 d =10, w of the second supply station S2 d =5;

[0111] The safe operating area of ​​the V1 railcar has covered the diversion point p. s Now assume that there is a car on the supply station S1 and a car in the buffer area B2 of the supply station S2.

[0112] Applying the above formula for allocation priority, the allocation priorities of the first package feeding station S1 and the second package feeding station S2 are calculated as follows:

[0113] P S1=20*0 + 15*1 + 35*1 = 50, P S2 =20*1 + 15*1 + 35*1 / 3 = 46.67;

[0114] The result is P S1 >P S2 Then the railcar V1 should be assigned to the first package supply station S1.

[0115] Assuming other conditions remain unchanged, the distance from vehicle V2 to ds is d = 500, and D = 2000. Figure 5 As shown.

[0116] The priorities of S1 and S2 are recalculated as follows:

[0117] P S1 =20*0+15*1+35*1-(1-500 / 2000)*10=42.5,

[0118] P S2 =20*1+15*1+35*1 / 3+1*0-(1-500 / 2000)*5=42.92;

[0119] P S2 >P S1 Then, the second supply station S2 is allocated to the current track car.

[0120] 5) When the railcar arrives at the designated package feeding station, the current cycle ends.

[0121] As described above, the embodiments given in conjunction with the accompanying drawings are merely preferred solutions for achieving the objectives of this invention. Those skilled in the art can draw inspiration from this and directly derive other alternative structures that conform to the design concept of this invention. Other structural features derived therefrom should also fall within the scope of the solutions described in this invention.

Claims

1. A method for scheduling intelligent seeding wall circulating track vehicles, characterized in that: Based on the flow rate calculation of the tracks where different package supply stations are located, vehicles are dynamically scheduled and sorting tasks are assigned. The implementation steps include the following: 1) Generate sorting tasks Generate a sorting task for cargo transportation at the package delivery station; When the railcar is in an idle state, it will move to the package delivery station according to the dispatching instructions, and the goods will be transferred to the railcar. At the same time, the sorting task will be bound to the railcar. 2) Path planning and walking Based on the location of the target grid, the shortest path for the track vehicle is calculated using the A* pathfinding algorithm; the shortest path is the coordinate set {p1, p2…p}. n }, p n Let p be the coordinate point on the running track. n (x,y); Based on the current location of the railcar and the calculated shortest path, a running route is generated and a safe driving area is calculated in real time. The calculated safe driving area is converted into a travel command in coordinate form, and the travel command is sent to the railcar. For each railcar, after the running route bound to the sorting task is generated, the farthest coordinate point that is not occupied by other vehicles is searched from the starting point to be used as the current safe driving area. After applying for and occupying a safe driving area, the railcar will move to the farthest coordinate point of the current safe driving area, stop and wait, and calculate and apply for the next safe driving area. Within the safe operating area, a safe space consisting of several continuous rectangular prisms is constructed for the railcar; Each discrete point within the safe operating area is converted into a rectangular space according to the dimensions of the railcar. When the railcar is located at point p... n When (x,y), with p n Construct a safe space S at the center V S V = Rect{p a, p b, p c, p d }; Where, p a = (xL / 2, yw / 2), p b = (xL / 2, y+w / 2), p c = (x+L / 2,yw / 2), p d = (x+L / 2, y+w / 2), where the length of the track car is L and the width of the track car is w; The aforementioned safe space S V Provided only to points p v The track car on (x,y) occupies the space; 3) Delivering packages The railcar executes the operating instructions for each section of the safe driving area until it reaches the sorting grid location designated by the sorting task, delivers the goods package, and completes the sorting task. 4) Return to the parcel supply station The railcar that has completed the current sorting task will continue to operate within the calculated safe driving area; When the process reaches several adjacent package supply stations {S1, S2, ..., S...} n The branching point p of} s At that time, the allocation priority for selecting the supply station is calculated based on the number of vehicles in different supply station buffer areas, and the designated supply station is assigned to the current railcar. 5) When the railcar arrives at the designated package feeding station, the current cycle ends.

2. The intelligent seeding wall circulating track vehicle scheduling method according to claim 1, characterized in that: When railcars apply to occupy merging intersections on their operating routes, priority is calculated, and railcars with higher priority can occupy the intersections first. Priority P v The calculation formula for P: v =t w -t; where t is the distance the railcar travels from its current position to the merging intersection p. x Time, t w To begin applying for permission to occupy the merging intersection p x The waiting time for the timer; When the routes of two railcars simultaneously cover the intersection and enter from different directions at the merging intersection p x At that time, an application was made to occupy the merging intersection p. x The order of precedence is based on the priority P of the two vehicles. v， The calculation results are determined; When the current speed of the track car is v0=v max, When t = s / v0; When v0 != v max At that time, that is, when the vehicle is in the acceleration phase and the vehicle reaches p x The speed just increases to v and v <= v max When , then t = (v - v0) / a; When v0 != v max At that time, that is, when the vehicle is in the acceleration phase and the vehicle reaches p x If the maximum speed has already been reached, then the acceleration time t a =(v max -v0) / a, acceleration distance s a = (v max +v0) / 2×t a , t = t a +(ss a ) / v max .

3. The intelligent seeding wall circulating track vehicle scheduling method according to claim 2, characterized in that: When the distance between the current railcar and the intersection is less than the maximum speed braking distance of the vehicle, the railcar may apply to occupy the merging intersection.

4. The intelligent seeding wall circulating track vehicle scheduling method according to claim 3, characterized in that: During step 4) of the return to the supply station, the current safe travel area of ​​the railcar covers the supply station diversion point p. s At that time, calculate the allocation priority and specify the subsequent baggage supply station; The formula for calculating allocation priority is as follows: P s = s×w s +(A-a) / A×w a +(B-b) / B×w b -(1-d / D)×w d Among them, w s ,w a ,w b For all feeding stations, the constants are the same. w d For different package feeding stations, the distance from the distribution point p is... s The distance value, the distance to the split point p s The closer, w d The smaller the value; In the above formula, the result of whether the package station is currently occupied is s, where s=0 indicates that it is occupied and s=1 indicates that it is idle; The maximum capacity of vehicles allowed to park in the current parcel supply buffer area of ​​the parcel supply station is denoted as A; The number of vehicles actually parked in the current parcel supply buffer area of ​​the parcel supply station is denoted as a; The maximum capacity of vehicles allowed to park in the current package supply station's buffer area is denoted as B; The number of vehicles actually parked in the current package supply buffer area of ​​the package supply station is denoted as b; The distance between the parcel dispensing station and the end point of the horizontal down lane is denoted as D; The distance between the railcar currently waiting to be assigned to the supply station and the previous supply station vehicle that has completed its assignment and is located at the end of the horizontal lower track is denoted as d; when there is no previous vehicle, d=D; The feeder station with the highest allocation priority is assigned to the current railcar.

5. The intelligent seeding wall circulating track vehicle scheduling method according to claim 4, characterized in that: For the same railcar, when the allocation priority calculation results of different supply stations are the same, the supply station that is farther away from the diversion point will be given priority.

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