Semiconductor item handling task allocation method, device and computer equipment

Abstract

This application relates to a method, apparatus, and computer device for allocating semiconductor object handling tasks. The method includes: obtaining a target map periodically generated based on the planned paths of each overhead crane, including estimated travel times for any road section; determining the cost of assigning each handling task to each overhead crane based on the estimated travel times for any road section, the crane positions of each overhead crane, and the task positions of each handling task; establishing a task matching model based on the task costs, and determining the allocation results of each handling task to each overhead crane based on the task matching model. This method can take into account the overhead crane environment and improve matching efficiency.

Description

Technical Field

[0001] The present application relates to the field of semiconductor handling technology, and in particular to a method, device and computer equipment for allocating semiconductor item handling tasks. Background Art

[0002] In semiconductor factories, the Automatic Material Handling System (AMHS) is an automated material handling system used to transport semiconductor materials such as wafer cassettes and SMIF pods. It plays a vital role in improving production efficiency, reducing costs, and ensuring product quality. The key components of the AMHS include the track system, the overhead crane system, a dispatching system that can dispatch overhead cranes in clusters, and a system for controlling the movement of overhead cranes through switch tracks. These systems work together to ensure the safe, orderly, and efficient operation of dozens or even hundreds of overhead cranes within the same track system, ensuring the completion of production tasks.

[0003] In traditional technology, the scheduling system needs to bind the material handling task with the overhead crane and then perform path planning.

[0004] However, traditional technologies don't account for the changing operating environment of overhead cranes. If a traffic jam or vehicle breakdown occurs, such as a vehicle blocking a vehicle behind while loading or unloading goods, or a vehicle slowing down due to waiting at a junction, the overhead crane's matching of tasks will be suboptimal if these factors are ignored. This increases the average delivery time (ADT) required to complete all tasks. Accounting for these changes in the overhead crane's operating environment inevitably increases computation time and matching delays, preventing real-time response to system requirements. Summary of the Invention

[0005] Based on this, it is necessary to provide a semiconductor item handling task allocation method, device and computer equipment that can take into account the overhead crane environment and improve matching efficiency in order to address the above technical problems.

[0006] In a first aspect, the present application provides a method for allocating semiconductor article handling tasks, wherein the handling tasks are performed by an overhead crane, the method comprising:

[0007] Obtaining a target map generated periodically based on the planned paths of each overhead crane, the target map including an estimated travel time for any road section;

[0008] Obtain information on each handling task and each overhead crane;

[0009] Determining the task cost of allocating each of the transport tasks to each of the overhead cranes based on the estimated travel time of the arbitrary road section, the crane position of each of the overhead cranes, and the task position of each of the transport tasks;

[0010] A task matching model is established based on the task costs, and allocation results of the transport tasks and the overhead cranes are obtained based on the task matching model.

[0011] In one embodiment, the task cost includes a first task cost when the overhead crane is in an operating state and a second task cost when the overhead crane is in a blocked state; the blocked state is a state in which the overhead crane is blocked by other overhead cranes; and the operating state is a state in which the overhead crane is not blocked by other overhead cranes.

[0012] In one embodiment, establishing a task matching model based on the task cost includes:

[0013] The minimum value of the sum of the first task cost and the second task cost is used as the task matching model.

[0014] In one embodiment, the method for determining the cost of the second task includes:

[0015] Determining each task path based on the estimated travel time of the arbitrary road section, the crane position of each crane, and the task position of each transport task;

[0016] Based on the number of valid pickup points on each task path, the second task cost of each transport task assigned to each overhead crane is obtained, wherein the valid pickup point is the pickup point of the transport task that has not completed the pickup, the valid pickup point corresponds to the transport task, and the transport task corresponding to the valid pickup point has been assigned a corresponding overhead crane.

[0017] In one embodiment, the second task cost is less than a task cost threshold, and the task cost threshold is generated based on a target number of valid pickup points;

[0018] Obtaining the allocation results of the transport tasks and the overhead cranes based on the task matching model includes:

[0019] When the second task cost is less than the task cost threshold, the task matching model is solved to obtain allocation results of the transport tasks and the overhead cranes.

[0020] In one embodiment, determining each task path based on the estimated travel time of the arbitrary road section, the crane position of each crane, and the task position of each transport task includes:

[0021] Based on the estimated travel time of the arbitrary road section, a path between the crane position of each crane and the starting position of each transport task is determined as each task path.

[0022] In one embodiment, the overhead crane includes an idle overhead crane; and the method for determining the first task cost includes:

[0023] Determining a first travel cost based on the estimated travel time of the arbitrary road section, the crane position of each crane, and the task position of each transport task;

[0024] The first passage cost is used as the first mission cost of the idle overhead crane.

[0025] In one embodiment, the overhead crane includes a first overhead crane that goes to a pickup point for an assigned handling task; and the method for determining the cost of the first task includes:

[0026] determining a second travel cost based on the estimated travel time of the arbitrary road section, the crane position of each of the first overhead cranes, and the task position of each of the transport tasks;

[0027] Get the pre-set task abandonment cost;

[0028] A first mission cost corresponding to the first overhead crane is obtained based on the second travel cost and the mission abandonment cost.

[0029] In one embodiment, the overhead crane includes a second crane that goes to a delivery point for an assigned handling task; and the method for determining the cost of the first task includes:

[0030] Determining a third travel cost based on the estimated travel time of the arbitrary road segment, the position of each overhead crane of the second-day vehicle, the position of the delivery point of the current task of the second-day vehicle, and the task position of each transport task;

[0031] Get the pre-set release price;

[0032] Based on the third passage price and the cargo release price, the first task price corresponding to the second-day vehicle is obtained.

[0033] In one embodiment, obtaining the allocation result between each of the transporting tasks and each of the overhead cranes based on the task matching model includes:

[0034] Obtaining constraint information, the constraint information including quantity constraint information of overhead cranes and tasks, and / or type constraint information of overhead crane types and task types; wherein the quantity constraint information of overhead cranes and tasks includes that, when the number of handling tasks is greater than the number of overhead cranes, each handling task is assigned to one overhead crane; and, when the number of handling tasks is less than or equal to the number of overhead cranes, each overhead crane is assigned to one handling task; the type constraint information includes a mapping relationship between the type of the handling task and the type of the overhead crane;

[0035] The task matching model is solved based on the constraint information to obtain allocation results of each of the transport tasks and each of the overhead cranes.

[0036] In one embodiment, obtaining information about each transport task and each overhead crane includes:

[0037] Obtaining an initial transport task, and obtaining various transport tasks based on the initial transport task; the initial transport task includes a target transport task and a transport task newly added in this cycle, wherein the target transport task is a task that has been assigned an overhead crane in the previous allocation cycle but has not been completed;

[0038] The overhead crane corresponding to the target transport task and currently idle overhead cranes are obtained as the overhead cranes to which the task can be assigned.

[0039] In one embodiment, obtaining information about each transport task and each overhead crane includes:

[0040] Based on the task priority, obtaining the current transport tasks corresponding to each task priority from the initial transport tasks step by step;

[0041] The following steps are performed for each current handling task corresponding to each task priority until all handling tasks corresponding to each task priority are allocated or all overhead cranes are allocated;

[0042] After the current handling tasks corresponding to the current task priority are assigned, the overhead cranes assigned tasks in the current task priority are obtained, and the overhead cranes that can be assigned tasks corresponding to the next task priority are updated based on the overhead cranes assigned tasks and the overhead cranes that have not been assigned tasks.

[0043] In one embodiment, an updated target map is obtained every first period;

[0044] Obtaining updated information about each transport task and each overhead crane every second period;

[0045] The first period is greater than or equal to the second period.

[0046] In one embodiment, the method further comprises:

[0047] Perform path planning based on the allocation results to obtain the planned path of each overhead crane with the allocated task;

[0048] The target map is updated based on the planned paths of the overhead cranes to which each task has been assigned, and the step of obtaining the target map is continued until each of the transporting tasks is completed.

[0049] In a second aspect, the present application further provides a semiconductor article handling task allocation device, the device comprising:

[0050] A target map acquisition module is used to acquire a target map generated periodically based on the planned paths of each overhead crane, wherein the target map includes an estimated travel time for any road section;

[0051] Data acquisition module, used to obtain information about each handling task and each overhead crane;

[0052] a task cost determination module, configured to determine the task cost of allocating each of the transport tasks to each of the overhead cranes based on the estimated travel time of the arbitrary road section, the crane position of each of the overhead cranes, and the task position of each of the transport tasks;

[0053] The allocation module is used to establish a task matching model based on the task cost, and obtain allocation results of each of the transport tasks and each of the overhead cranes based on the task matching model.

[0054] In a third aspect, the present application further provides a computer device comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of the method in any one of the above embodiments when executing the computer program.

[0055] The above-mentioned semiconductor article handling task allocation method, device and computer equipment obtain a target map periodically generated based on the planned path of each overhead crane, and match each handling task with each overhead crane based on the estimated travel time of any road section in the target map. Specifically, it includes determining the task cost of allocating each handling task to each overhead crane based on the estimated travel time of the arbitrary road section, the crane position of each overhead crane and the task position of each handling task. In this way, the task matching model established based on the task cost fully takes into account the operating environment of the overhead crane, and the matching of the handling task and the overhead crane is processed separately, which can improve the matching efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following briefly introduces the drawings required for use in the embodiments of the present application or related technical descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without any creative work.

[0057] Figure 1 A diagram illustrating an application environment of a method for allocating semiconductor article handling tasks according to an embodiment;

[0058] Figure 2 1 is a flow chart of a method for allocating semiconductor article handling tasks in one embodiment;

[0059] Figure 3 A flowchart of a method for allocating semiconductor article handling tasks in another embodiment;

[0060] Figure 4 A flowchart of a multi-route planning method for multiple overhead cranes in a semiconductor handling system according to one embodiment;

[0061] Figure 5 1 is a flow chart of a method for updating a map based on a semiconductor transport path according to an embodiment;

[0062] Figure 6 A flowchart of the non-full-speed motion planning steps of each overhead crane in one embodiment;

[0063] Figure 7 is a schematic diagram of a branch road traffic model in one embodiment;

[0064] Figure 8 A first graph of velocity and displacement planning in one embodiment;

[0065] Figure 9 Schematic diagram of a vehicle-following traffic model in one embodiment;

[0066] Figure 10 A second graph showing velocity and displacement planning in one embodiment;

[0067] Figure 11 A third graph of velocity and displacement planning in one embodiment;

[0068] Figure 12 A fourth graph illustrating velocity and displacement planning in one embodiment;

[0069] Figure 13 A fifth graph illustrating velocity and displacement planning in one embodiment;

[0070] Figure 14 A sixth graph of velocity and displacement planning in one embodiment;

[0071] Figure 15 A schematic diagram of a vehicle-following traffic model in another embodiment;

[0072] Figure 16 is a structural block diagram of a semiconductor article handling task allocation device in one embodiment;

[0073] Figure 17 is a diagram of the internal structure of a computer device in one embodiment;

[0074] Figure 18 A portion of the track system on which each overhead travelling vehicle operates in one embodiment;

[0075] Figure 19 FIG. 1 is an overhead traveling vehicle running on a rail system in one embodiment. DETAILED DESCRIPTION

[0076] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0077] The semiconductor article handling task allocation method provided in the embodiment of the present application can be applied to Figure 1 The AMHS (Automatic Material Handling System) shown in the figure primarily consists of a ceiling-mounted track, an overhead crane that travels on the track, and storage devices and production machines located below or to the side of the track. The overhead crane stops when it reaches its target location and can grab materials from or place them on the production machine, storage device, or other equipment. The track consists of interconnected straight sections, curved sections, and intersecting sections (also called turnouts). The overhead crane travels straight on straight sections, switches direction on curved sections, and merges or diverges in the turnout area where the intersecting sections are located.

[0078] In the AMHS, hundreds of overhead hoist transfers (OHTs) operate on a single track system, following instructions from the scheduling system. They pick up wafer cassettes from the starting point and place them at the destination. Each OHT operates independently on the track to perform its task. After picking up a cassette, it continues along the track system, following the path planned by the scheduling system.

[0079] Therefore, each task needs to be configured with a crane to execute, which inevitably requires assigning each task to the corresponding crane. In this application, new tasks are obtained through MCS and sent to the MSTC system. The MSTC system calls the corresponding algorithm to realize the allocation of tasks and cranes, and after path planning based on the allocation results of tasks and cranes, the planned path is sent to the crane so that the crane can execute the corresponding task. MSTC sends the allocation results to MCS so that MCS can monitor the execution of the task.

[0080] The present application proposes a method for allocating semiconductor article handling tasks, which includes: obtaining a target map periodically generated based on the planned paths of each overhead crane, the target map including an estimated travel time of any road section; obtaining information on each handling task and each overhead crane; determining the task cost of allocating each handling task to each overhead crane based on the estimated travel time of any road section, the crane position of each overhead crane and the task position of each handling task; establishing a task matching model based on the task cost, and obtaining the allocation results of each handling task and each overhead crane based on the task matching model. Establishing the task matching model based on the task cost fully takes into account the operating environment of the overhead crane, so that the matching result between the overhead crane and the handling task is optimal, and the matching of the handling task and the overhead crane is processed separately, which can improve the matching efficiency.

[0081] In an exemplary embodiment, Figure 2 As shown, a method for allocating transport tasks is provided, which is applied to Figure 1 The MSTC system in FIG. 1 is taken as an example to illustrate the method, which includes the following steps 202 to 208. In which:

[0082] S202: Obtain a target map that is periodically generated based on the planned paths of each overhead crane, where the target map includes an estimated travel time for any road section.

[0083] The target map is generated periodically based on the planned path of each overhead crane, and the target map includes the estimated travel time of any road section. In addition, the planned path of each overhead crane is generated in real time, so on the one hand, the planned path of each overhead crane is dynamic, and on the other hand, the target map obtained based on the planned path is also dynamic. In the initial state, since there is no overhead crane and no task, the initial target map is based on the time it takes for each overhead crane to pass through any road section at full speed as the estimated travel time. When there is an overhead crane traveling on the track, the estimated travel time of any road section is calculated based on the planned path of the overhead crane. One point that needs to be explained is that the planned path of the overhead crane here is obtained by path planning for each overhead crane that has been assigned a transportation task, and the overhead crane assigned to the transportation task can be obtained based on the allocation result of the previous allocation cycle.

[0084] Optionally, the target map is periodically acquired in the present application so that the basis for each semiconductor handling task and overhead crane allocation is a real-time target map, fully considering the driving environment of the overhead crane, that is, considering the impact of path planning on task matching, thereby improving the accuracy of task and overhead crane matching.

[0085] S204: Acquire information of each transport task and each overhead crane.

[0086] In one of the optional embodiments, information of each transporting task and each overhead crane is obtained, including: obtaining an initial transporting task, and obtaining each transporting task based on the initial transporting task; the initial transporting task includes a target transporting task and a newly added transporting task in this cycle, and the target transporting task is a task that has been assigned an overhead crane in the previous allocation cycle but has not been completed; obtaining the overhead crane corresponding to the target transporting task and the currently idle overhead crane as the overhead crane.

[0087] The transport tasks may include newly added transport tasks within the current allocation cycle. Optionally, the transport tasks may also include target transport tasks that were assigned to an overhead crane in the previous allocation cycle but were not completed. These target transport tasks can be understood as uncompleted transport tasks from the previous cycle. Uncompleted transport tasks from the previous cycle include uncollected transport tasks (transport tasks where the overhead crane is headed to a pickup point). It should be noted that obtaining the handling task here includes obtaining the pickup location, delivery location, task type, task information, etc. of the handling task, wherein the pickup location and delivery location can be represented by the track information corresponding to the storage device at the time of pickup and the storage device at the time of delivery, and the specific position information on the track; wherein the task type includes the first task type (handling task newly added in this cycle), the second task type (target handling task) and other task types. The first task type is that after obtaining the corresponding pickup location and delivery location, the overhead crane should first perform the pickup task and then the delivery task; the second task type is that after obtaining the corresponding delivery task location and pickup task location, the overhead crane should first perform the delivery task and then the pickup task; other task types include in an allocation cycle, the number of overhead cranes is greater than the number of tasks, and some overhead cranes should operate in a specific area to be allocated to the handling tasks of the next cycle, wherein the specific area is usually an area with a higher handling frequency, which can reduce the time spent by the overhead crane to the pickup location corresponding to the task; wherein the task information at least includes the task number, task location information, and task type information.

[0088] The overhead cranes include at least one of an idle overhead crane in the current allocation cycle and an overhead crane corresponding to the target transport task, wherein the idle overhead crane is an overhead crane that is not currently assigned a task, and the overhead crane that is not currently assigned a task includes an overhead crane that has never been assigned a task and an overhead crane that was released after the task in the previous cycle was completed. The overhead cranes corresponding to the target transport task include at least one of the first and second overhead cranes. The first overhead crane is the overhead crane that goes to the pick-up point for the transport task, that is, the overhead crane that performs the transport task without picking up the goods. The second overhead crane is the overhead crane that goes to the delivery point for the transport task, that is, the overhead crane that performs the transport task without delivering the goods after picking up the goods. It should be noted that the overhead cranes here refer to overhead cranes that need to be reallocated for transport tasks, so these overhead cranes need to re-plan their paths after reallocating the transport tasks, that is, these overhead cranes currently do not have planned paths for performing the transport tasks allocated in this allocation cycle.

[0089] In addition, it should be noted that the present application transfers the handling tasks and overhead cranes related to the previous allocation cycle to the current allocation cycle (wherein, the handling tasks related to the previous allocation cycle refer to: unfinished handling tasks; the overhead cranes related to the previous allocation cycle refer to: overhead cranes that have not completed handling tasks and overhead cranes released after completing handling tasks), so that the relevant parameters between adjacent allocation cycles can be dynamically updated, the parameters used in the task matching model in the current allocation cycle are closer to the actual operation scenario, and the allocation method of handling tasks and overhead cranes is easier to obtain the optimal solution, which solves the problem that the allocation results of the previous allocation cycle are ignored, resulting in the allocation of handling tasks and overhead cranes in the current allocation cycle not being the optimal solution.

[0090] In addition, it should be noted that the overhead crane here is an overhead crane in the software category, which can be understood as overhead crane information. The overhead crane information can uniquely identify the corresponding hardware overhead crane.

[0091] S206: Determine the task cost of each transport task assigned to each overhead crane based on the estimated travel time of any road section, the crane position of each overhead crane, and the task position of each transport task.

[0092] In one optional embodiment, the task cost includes a first task cost when the overhead crane is in an operating state and a second task cost when the overhead crane is in a blocked state; the blocked state is when the overhead crane is blocked by other overhead cranes; the operating state is when the overhead crane is not blocked by other overhead cranes. The blocked state is when the overhead crane cannot move due to another overhead crane picking up a load, meaning it can only stop and wait.

[0093] The first task cost is the first task cost when the overhead crane is assigned to the corresponding transport task. This first task cost is obtained based on the current position of the overhead crane, the task location of the transport task, and the estimated travel time of any road section. Optionally, the first task cost can be represented by the path travel time. For example, the first task cost is the path travel time between the current position of the overhead crane and the task location of the transport task. This path travel time can be obtained using the Floyd algorithm based on the estimated travel time of any road section in the target map. Other algorithms can also be used in other embodiments, and are not specifically limited here.

[0094] In this embodiment, multiple allocation results of handling tasks and each overhead crane can be obtained. In each allocation result, one handling task can only be assigned to one overhead crane, and one overhead crane corresponds to one handling task. Therefore, the first task cost in this application includes the path travel time corresponding to each handling task assigned to each overhead crane, and the first task cost corresponding to each allocation result can be calculated.

[0095] The second task cost is the blocking cost corresponding to each handling task assigned to each overhead crane when each overhead crane performs each handling task. For example, the blocking cost of overhead crane m blocking overhead crane i can be represented by the pickup time. For example, the blocking cost of overhead crane m blocking overhead crane i is the pickup time of overhead crane m. Optionally, the pickup time can be a pre-set fixed value. In addition, the pickup time can also be set based on the pickup type corresponding to the handling task. Different pickup types of handling tasks correspond to different fixed values. In addition, it should be noted that due to the introduction of the dynamic map, the influence of the operation of other overhead cranes on the operation of the currently assigned overhead crane is also introduced. Therefore, it is only necessary to consider the influence of other overhead cranes on the operation of the currently assigned overhead crane when picking up goods, that is, the second task cost.

[0096] Optionally, the Floyd algorithm can be used to determine the pickup path for the overhead crane when the transport task is assigned. The pickup points for each transport task are fixed, so the pickup points on the pickup path can be obtained, and then the pickup cost for the overhead crane when the transport task is assigned can be obtained based on the number of pickup points. The sum of the pickup costs of all allocation results is used as the second task cost.

[0097] Furthermore, it should be noted that in some optional embodiments, the blocking cost may also include situations where the path of the overhead crane during a transport task includes a turning section (switching from a straight track to a curved track). This blocking cost may be represented by adding the additional time required to pass through the curved track to the pickup time. For example, the additional time required for overhead crane m to pass through one or more of the aforementioned turning tracks when performing a transport task. Alternatively, this additional time may be a pre-set specific value. For example, whenever the overhead crane's path includes a switch from a straight track to a curved track, the crane's speed must switch from a first speed to a second speed, where the second speed is less than the first speed. This means that the time required for the crane to operate at the second speed is different from the time required to operate at the first speed. The difference between the time required to operate at the second speed and the time required to operate at the first speed is the additional time. This switching from a straight track to a curved track does not include situations where multiple vehicles must queue up in a specified order, such as overlapping, merging, or diverging tracks. It only applies to situations where the overhead crane must switch direction from a straight track to a track in the other direction.

[0098] S208: Establishing a task matching model based on the task costs, and obtaining allocation results of each transport task and each overhead crane based on the task matching model.

[0099] The task matching model can be established based on the first task cost and the second task cost. The task matching model can be a mixed integer programming mathematical model. In other embodiments, the task matching model can also be other models, which are not specifically limited here.

[0100] Optionally, establishing a task matching model based on the task cost includes: taking the minimum value of the sum of the first task cost and the second task cost as the task matching model.

[0101] By solving the task matching model, the allocation results of each handling task and each overhead crane can be obtained. For example, when the comprehensive task cost (the sum of the first task cost and the second task cost) is determined to be the minimum, the allocation result of the handling task and each overhead crane is the final allocation result.

[0102] Optionally, a corresponding solver may be used to solve the task matching model, and no specific restriction is imposed on the type of solver.

[0103] The above-mentioned method for allocating handling tasks obtains a target map periodically generated based on the planned paths of each overhead crane, and matches each handling task with each overhead crane based on the estimated travel time of any road section in the target map. Specifically, the method includes determining the task cost of allocating each handling task to each overhead crane based on the estimated travel time of any road section, the crane position of each overhead crane and the task position of each handling task. In this way, establishing a task matching model based on the task cost fully takes into account the operating environment of the overhead crane to be matched, and the matching of the handling task to be matched and the overhead crane to be matched are processed separately, which can improve the matching efficiency.

[0104] In one of the optional embodiments, based on the estimated travel time of any road section, the crane position of each crane and the task position of each transport task, the second task cost of each transport task assigned to each crane is determined, including: based on the estimated travel time of any road section, the crane position of each crane and the task position of each transport task, each task path is determined; based on the number of valid pickup points on each task path, the second task cost of each transport task assigned to each crane is obtained, wherein the valid pickup point is the pickup point of the transport task for which the pickup has not been completed, the valid pickup point corresponds to the transport task, and the transport task corresponding to the valid pickup point has been assigned a corresponding crane.

[0105] Among them, the task path can be determined by a corresponding algorithm based on the estimated travel time of any road section, with the crane position of each crane and the task position of each handling task as the starting point and end point respectively. The corresponding algorithm can be the Floyd algorithm. In other embodiments, the corresponding algorithm can also be other algorithms.

[0106] The task paths are different for different overhead cranes. For example, for an idle overhead crane and the first crane, the task path is generated with the crane's crane position as the starting point and the task location (pick-up point) of the handling task as the end point; for the second crane, the task path is generated with the crane's crane position as the starting point, the delivery location of the second crane's original task as the transfer point, and the task location (pick-up point) of the handling task as the end point.

[0107] Since the pickup points for the transport task are known and the pickup costs are pre-set, the corresponding pickup costs for each task path can be determined based on the number of pickup points on each task path. The pickup cost corresponding to each task path can be the number of pickup points, or the task cost of each pickup point multiplied by the number of pickup points to obtain the corresponding pickup cost for the task path. The task cost of each pickup point can refer to the above-mentioned pickup time limit, and the sum of all pickup costs is the second task cost.

[0108] Optionally, the second task cost is less than the task cost threshold, and the task cost threshold is generated based on the target number of valid pickup points; the allocation results of each handling task and each overhead crane are obtained based on the task matching model, including: when the second task cost is less than the task cost threshold, solving the task matching model to obtain the allocation results of each handling task and each overhead crane.

[0109] The task cost threshold is generated based on the target number of valid pickup points. For example, the number of valid pickup points on the pickup path of the overhead crane to be matched is less than the target number, for example, less than 3. In other embodiments, it can be other values. Based on the target number, the task cost threshold can be obtained, that is, the task cost threshold is equal to the product of the target number and the task cost of each valid pickup point.

[0110] Therefore, when solving the task matching model, the second task cost less than the task cost threshold can be used as a constraint condition to screen the allocation results of each handling task and each overhead crane, so that the second task cost in the allocation results of each handling task and each overhead crane is less than the task cost threshold, avoiding excessively high task costs and resulting in reduced handling efficiency.

[0111] In the above embodiment, the mutual influence between the various overhead cranes is fully considered, so that the final allocation of the overhead cranes and tasks is more accurate.

[0112] In one of the optional embodiments, based on the estimated travel time of any road section, the first task cost of each handling task assigned to each overhead crane is determined, including: based on the estimated travel time of any road section, the crane position of each overhead crane and the task position of each handling task, determining the first travel cost; and using the first travel cost as the first task cost of the overhead crane.

[0113] The overhead crane in this embodiment is an idle overhead crane. Therefore, the estimated travel time of any road section can be directly based on the overhead crane position as the starting point and the task position of each transport task as the end point to generate the first travel cost, that is, the travel time between the starting point and the end point. Specifically, it can be calculated by the Floyd algorithm. In other embodiments, it can also be obtained by other algorithms.

[0114] In one of the optional embodiments, the overhead crane includes a first crane that goes to a pickup point for an assigned handling task; determining a first task cost for each handling task assigned to each overhead crane, including: determining a second travel cost based on an estimated travel time of any road section, the overhead crane position of each first crane, and the task position of each handling task; obtaining a pre-set task abandonment cost; and obtaining a first task cost corresponding to the first crane based on the second travel cost and the task abandonment cost.

[0115] The overhead crane in this embodiment is the first crane, that is, the overhead crane going to the pick-up point of the assigned handling task, that is, the overhead crane that has been assigned a handling task in the previous allocation cycle, and the overhead crane is currently going to the pick-up point of the assigned handling task. In this cycle, the first crane is reassigned a new handling task, and the cost of the first crane performing the new handling task includes the second pass cost from the overhead crane position of the first crane to the task location (pick-up point) of the handling task, and the task abandonment cost of the first crane abandoning the handling task assigned in the previous cycle.

[0116] The method for determining the second pass price can refer to the method for determining the first pass price, which will not be repeated here. The task abandonment price can be a pre-set fixed value, and optionally the task abandonment price can be set to different fixed values ​​based on different task types, which is not specifically limited here.

[0117] In one of the optional embodiments, the overhead crane includes a second-day crane that goes to the delivery point of the handling task; determining the first task cost of each handling task assigned to each overhead crane, including: determining the third travel cost based on the estimated travel time of any road section, the overhead crane position of each second-day crane, the position of the delivery point of the second-day crane's current task and the task position of each handling task; obtaining a pre-set delivery cost; and obtaining the first task cost corresponding to the second-day crane based on the third travel cost and the delivery cost.

[0118] The overhead crane in this embodiment is the second-day crane, that is, the overhead crane that has picked up the goods and is going to the delivery point of the assigned handling task, that is, the overhead crane that has been assigned a handling task in the previous allocation cycle, and the overhead crane is currently going to the delivery point of the assigned handling task. In this cycle, the second-day crane is reassigned a new handling task, and the cost of the second-day crane to perform the new handling task includes the third passage cost from the overhead crane position of the second-day crane to the task position (delivery point) of the handling task assigned in the previous cycle and from the task position (delivery point) of the handling task assigned in the previous cycle to the task position (pick-up point) of the handling task assigned in this cycle. Therefore, the third travel cost includes two parts. The first part is the travel cost from the overhead crane position of the second day's vehicle to the task location (drop point) of the handling task assigned in the previous cycle. The path corresponding to this travel cost is the planned path of the second day's vehicle. Therefore, it can be obtained based on the planned path of the second day's vehicle and the estimated travel time of any road section; the second part is the travel cost from the task location (drop point) of the handling task assigned in the previous cycle to the task location (pick-up point) of the handling task assigned in this cycle. The method for determining the travel cost of the second part can refer to the method for determining the first travel cost or the second communication cost, and will not be repeated here.

[0119] The release price may be a pre-set fixed value. Optionally, the release price may be set to different fixed values ​​based on different task types, which is not specifically limited here.

[0120] In summary, a task matching model can be constructed based on the above-mentioned first task cost and second task cost. For ease of understanding, this application takes the mixed integer programming model as an example, and obtains the following task matching model based on the first task cost and the second task cost:

[0121]

[0122] in, Indicates that overhead crane i is matched to handling task j, and its value is 1 or 0. It represents the path cost when crane i matches transport task j, including the first cost when crane i is an idle crane, the second cost when crane i is the first crane, and the first part of the third cost when crane i is the second crane. Indicates the second part of the third toll when overhead train i is the second-day overhead train. Indicates the cost of releasing goods when crane i is the second-day crane. It represents the task abandonment cost when crane i is the first crane. Indicates that overhead crane m is matched with handling task o, and its value is 1 or 0. It represents the pickup time at the pickup point when the overhead crane m is matched with the handling task o, which is also the second task cost.

[0123] Therefore, in summary, the above * It is used to indicate the first pass price when crane i is an idle crane. *( + + ) is used to represent the first mission cost when overhead crane i is the second-day overhead crane. It consists of three parts. The specific meanings of the three parts can be found in the previous paragraph. *( + ) is used to represent the first mission cost when crane i is the first crane. It specifically includes two parts. The specific meanings of the two parts can be found in the previous paragraph.

[0124] The goal of this application is to solve the above-mentioned task matching model and obtain the matching results of each overhead crane i and each handling task j with the minimum comprehensive task cost.

[0125] In one optional embodiment, solving the aforementioned task matching model, i.e., obtaining the allocation results of each handling task to each overhead crane based on the task matching model, includes: obtaining constraint information, the constraint information including quantity constraint information of overhead cranes and tasks, and / or type constraint information of overhead crane types and task types; solving the task matching model based on the constraint information to obtain the allocation results of each handling task to each overhead crane. The quantity constraint information of overhead cranes and tasks includes that when the number of handling tasks is greater than the number of overhead cranes, each handling task is allocated to one overhead crane; when the number of handling tasks is less than or equal to the number of overhead cranes, each overhead crane is allocated to one handling task; and the type constraint information includes a mapping relationship between the type of handling task and the type of overhead crane.

[0126] In order to solve the task matching model, constraint information is introduced, which includes the number constraint information of the crane and the task, and / or the type constraint information of the crane type and the task type. The number constraint information of the crane and the task can be:

[0127] =1 if j >x, that is, if the number of transport tasks is greater than the number of overhead cranes, where =1 means each handling task is assigned to one overhead crane.

[0128] =1 if j <=x, that is, if the number of transport tasks is less than or equal to the number of overhead cranes, where =1 means that the vehicle is assigned to one transport task every day.

[0129] The type constraint information between overhead crane types and task types is a mapping between task types and overhead crane types. This means that specific tasks can only be performed by specific overhead cranes. For example, a type A overhead crane can perform both type A and type B tasks. A type B overhead crane can only perform type B tasks.

[0130] Based on the above constraint information, the task matching model can be solved to obtain the allocation results of each handling task and each overhead crane.

[0131] In one of the optional embodiments, each transport task is obtained based on the initial transport task, including: based on the task priority, obtaining the current transport tasks corresponding to each task priority from the initial transport task step by step; each current transport task corresponding to each task priority performs the following steps until the transport tasks corresponding to each task priority are all assigned or the overhead cranes are all assigned; after the current transport tasks corresponding to the current task priority are assigned, the overhead crane to which the task is assigned in the current task priority is obtained, and based on the overhead crane to which the task is assigned and the overhead cranes to which the task is not assigned, each overhead crane to which the task can be assigned corresponding to the next task priority is updated.

[0132] The task priority is the priority of each transport task. For example, type A tasks must be assigned to overhead cranes first, so type A transport tasks have a higher priority than other types of transport tasks.

[0133] Specifically, combined Figure 3 As shown, Figure 3 This is a flow chart of a method for allocating transport tasks in another embodiment: First, each initial transport task, each overhead crane, and a target map are obtained. Then, based on the task priority, the handling tasks corresponding to the current priority are determined from each initial handling task, and a task matching model and constraint information are constructed based on each handling task and each overhead crane. The task matching model is solved based on the constraint information to obtain the allocation results of each handling task and each overhead crane; then, based on the task priority, each handling task of the next priority is obtained from each initial handling task, and the next priority is used as the new current priority, and each handling task of the next priority is used as the new current handling task of the new current priority. Based on the overhead cranes that have been assigned tasks and the overhead cranes that have not been assigned tasks in each overhead crane, each overhead crane that can be assigned tasks is updated, and the updated overhead crane is used as the overhead crane corresponding to the new current priority, that is, the assigned overhead crane is removed from each overhead crane, thereby reducing the processing volume. Subsequently, the task matching model and constraint information are constructed based on each new handling task corresponding to the current priority and each new overhead crane, and the task matching model is solved based on the constraint information to obtain the allocation results of each handling task and each overhead crane, until the handling tasks of each task priority or each overhead crane have been assigned.

[0134] In one embodiment, the update period of the target map is greater than or equal to the allocation period of each transport task and each overhead crane.

[0135] For ease of understanding, this application mainly includes the target map update cycle, the allocation cycle of each handling task and each overhead crane, and the overhead crane path planning cycle. To ensure accuracy, that is, when the accuracy is the highest, the target map update cycle, the allocation cycle of each handling task and each overhead crane, and the overhead crane path planning cycle are equal. To improve efficiency and ensure a certain degree of accuracy, the target map update cycle is greater than the allocation cycle of each handling task and each overhead crane, and the target map update cycle is greater than the overhead crane path planning cycle. In addition, optionally, the overhead crane path planning cycle can be greater than the allocation cycle of each handling task and each overhead crane, thus ensuring that the overhead crane path is planned in real time.

[0136] In one of the optional embodiments, obtaining a target map includes: obtaining a target map generated based on a planned path of an existing overhead crane every first period; obtaining information on each transport task and each overhead crane includes: obtaining information on each transport task and each overhead crane every second period, wherein the first period is greater than or equal to the second period.

[0137] In this application, the target map update period is the first period, and the allocation period corresponding to the allocation step is the second period. The first and second periods can be the same, or the first period can be greater than the second period, that is, it is assumed that the track environment is fixed within a certain time range. Optionally, the first period is 2 minutes and the second period is 1 second. In other embodiments, other values ​​can also be used. In addition, the allocation step can also be triggered based on a new task.

[0138] By setting the first cycle of target map update and the second cycle of the allocation step, the frequency of target map update can be reduced, thereby reducing the amount of calculation and improving the calculation efficiency while ensuring the matching accuracy of the matching step.

[0139] In one of the optional embodiments, the method further includes: performing path planning based on the allocation results to obtain the planned path of the overhead crane for each assigned task; updating the target map based on the planned path of the overhead crane for each assigned task, and continuing to execute the step of obtaining the target map until all handling tasks are completed.

[0140] Among them, in this application, after obtaining the allocation results of each handling task and each overhead crane, path planning is performed for the overhead crane of each assigned task based on the allocation results, and the target map is subsequently updated based on each planned path obtained based on the path planning. Optionally, the update of the target map is carried out according to the above-mentioned first cycle, and the path planning can be carried out according to the second cycle to ensure the real-time nature of the path planning.

[0141] Specifically, combined Figure 4 As shown, first, the initial state of the target map is obtained, which includes the time it takes for each overhead crane to pass through any road section at full speed as the estimated travel time. Then, allocation is performed based on each transport task, each overhead crane, and the target map in the initial state to obtain the allocation results of each transport task and each overhead crane. Subsequently, the allocation results are used as input for the path planning step to obtain the path planning result, and the target map is periodically updated based on the path planning result. Subsequently, the allocation step is performed based on the target map, each transport task, and each overhead crane. The above allocation step and path planning step are repeated until the end.

[0142] In an exemplary embodiment, Figure 5 As shown, a map updating method based on semiconductor transport path is provided, and the method is applied to Figure 1 The MSTC system in FIG. 1 is taken as an example to illustrate the method, which includes the following steps S502 to S510. In which:

[0143] S502: Acquire each first position of each overhead travelling vehicle at a first moment in the target map.

[0144] S504: Determine the planned paths of the overhead cranes in the target map based on the first positions of the overhead cranes, obtain the overlapping sections that the overhead cranes will pass through according to the planned paths, and determine the order in which the overhead cranes arrive at the overlapping sections.

[0145] The planned path of the overhead crane is generated based on the transport task assigned to the overhead crane. For example, the planned path of the overhead crane is generated based on the starting and ending points of the transport task assigned to the overhead crane and the target map. It should be noted that the planned path includes several first positions in the target map. Therefore, the planned path of the overhead crane is generated based on the target map, the starting and ending points of the transport task, and the current position of the overhead crane. The planned path of each overhead crane includes the first positions of the overhead crane in the target map at each first moment, for example, pi = , where pi represents the planned path of the i-th overhead crane, represents the first position of the i-th overhead travelling vehicle at the first moment T.

[0146] An overlapping section is an overlapping portion of the planned paths of at least two overhead cranes, wherein it can be determined based on each first position in the planned paths whether the planned paths of any two overhead cranes have an overlapping section. If an overlapping section exists, the order in which the overhead cranes arrive at the overlapping section is determined. Optionally, when it is determined based on each first position in the planned paths that the planned paths of any two overhead cranes have an overlapping section, the overhead cranes corresponding to the planned paths with the overlapping section are added to a set, and the order in which the overhead cranes arrive at the overlapping section is determined based on the first moment in each set when the overhead cranes arrive at the overlapping section, wherein arriving at the overlapping section can be the starting position of arriving at the overlapping section, that is, the starting overlapping position of the planned paths of the overhead cranes.

[0147] S506: Obtain speed information and vehicle control information of each overhead crane.

[0148] The speed information of the overhead crane includes the current speed of the overhead crane, which may be assigned to the overhead crane through model planning or calculation; or the current speed may be reported by the overhead crane, that is, used as the initial speed of the overhead crane when calculating the delayed travel time of each overhead crane.

[0149] Vehicle control information may include an acceleration / deceleration model and / or a safety distance. The acceleration / deceleration model describes the acceleration of the overhead crane during acceleration and the deceleration during deceleration. The acceleration and deceleration can be fixed or variable, without specific limitations. The safety distance is the distance between any two overhead cranes without collision.

[0150] S508: performing data information processing based on the passage sequence, the first positions of the respective overhead cranes, the speed information, and the vehicle control information to obtain the passage time of the respective overhead cranes.

[0151] In one optional embodiment, the travel time of the overhead crane includes at least one of the second travel time of each overhead crane through each road section in the target map, the delayed travel time of each overhead crane through each road section in the target map, and the relative travel time of each overhead crane through each road section in the target map; the delayed travel time is obtained based on the first travel time of each overhead crane through each road section in the target map using the target speed (full speed); or the relative travel time is the difference between the second travel times of each overhead crane calculated in two adjacent cycles.

[0152] In one embodiment, the travel time of the overhead cranes includes the delayed travel time of each overhead crane passing through each road section in the target map and / or the relative travel time of each overhead crane passing through each road section in the target map.

[0153] The method for obtaining the second travel time of each overhead crane through each road section in the target map includes: processing the travel order, the first positions of each overhead crane, speed information, and vehicle control information based on a vehicle travel model to obtain the speed of each overhead crane and the displacement planning information of the non-full-speed movement; and obtaining the second travel time of each overhead crane based on the speed of each overhead crane and the displacement planning information of the non-full-speed movement.

[0154] The delayed travel time of an overhead crane is the time it takes to travel through the corresponding road section compared to when the crane is traveling at a target speed. The target speed can be the speed of the overhead crane at full speed, such as the maximum speed of the overhead crane. The delayed travel time is the difference between the second travel time corresponding to each overhead crane at sub-full speed and the first travel time corresponding to the crane at full speed. The target speed is not equal to the speed at sub-full speed.

[0155] In one embodiment, the relative travel time is the difference between the second travel times calculated by two adjacent vehicle traffic model processing cycles for each overhead crane within a map update cycle; wherein the map update cycle is greater than the vehicle traffic model processing cycle. Specifically, if the map update cycle is, for example, 10 seconds, and the vehicle traffic model calculation cycle for calculating the overhead crane's second travel time is 2 seconds, then the second travel time of an overhead crane calculated within 10 seconds can be iterated five times, and the difference between the two adjacent second travel times is the relative travel time of the overhead crane. The two adjacent vehicle traffic model processing cycles are correspondingly recorded as the previous cycle and the next cycle. For an overhead crane, the previous second travel time corresponding to the previous cycle can be obtained, and the next second travel time corresponding to the next cycle can also be obtained. Thus, the difference between the next second travel time and the previous second travel time is the current relative travel time. The map can be a target map.

[0156] In some embodiments, the relative travel time is the difference between the second travel times calculated for each overhead crane during two adjacent map update cycles. The update cycles of two adjacent target maps are denoted as the previous cycle and the next cycle, respectively. For an overhead crane, the previous second travel time corresponding to the previous cycle and the next second travel time corresponding to the next cycle can be obtained. The difference between the previous second travel time and the next second travel time is the current relative travel time. The map can be a target map.

[0157] The influence of the passage order on the delayed passage time is that the passage of the preceding vehicle may affect the passage of the following vehicle, thereby lengthening the passage time of the following vehicle.

[0158] The influence of the first positions of the overhead cranes on the delayed travel time is due to the need to maintain a safe distance between the overhead cranes.

[0159] The influence of speed information on the delayed travel time is that if the speed of the leading vehicle is lower than that of the trailing vehicle, the leading vehicle and the trailing vehicle may collide within a period of time, and therefore it is necessary to control the trailing vehicle to decelerate and / or the leading vehicle to accelerate.

[0160] The acceleration / deceleration model in the vehicle control information is used to control the speed of the overhead crane based on the speed information, and the safety distance is used to control the distance between the overhead cranes based on the first positions of the overhead cranes.

[0161] In one optional embodiment, the travel time of the overhead crane includes a delayed travel time; data information processing is performed based on the travel sequence, the first positions of each overhead crane, speed information and vehicle control information to obtain the travel time of each overhead crane, including: processing the travel sequence, the first positions of each overhead crane, speed information and vehicle control information based on a vehicle travel model to obtain the speed of non-full-speed movement and displacement planning information of non-full-speed movement of each overhead crane; obtaining the first travel time of each overhead crane based on the displacement planning information of non-full-speed movement of each overhead crane and the target speed of each overhead crane; obtaining the second travel time of each overhead crane based on the speed of non-full-speed movement and displacement planning information of non-full-speed movement of each overhead crane; and taking the difference between each second travel time and the corresponding first travel time as the delayed travel time of each overhead crane.

[0162] Due to the influence of the leading vehicle, the following vehicle is in non-full-speed motion, which causes a delay in the time it takes for the following vehicle to reach the overlapping section. Therefore, the passage order, the first positions of each overhead crane, speed information, and vehicle control information can be processed based on the vehicle passage model to obtain the speed and displacement planning information of each overhead crane in non-full-speed motion.

[0163] Among them, when performing speed and displacement planning of non-full-speed movement, the front vehicle and the rear vehicle can be determined based on the passage order, and then the speed and displacement are planned so that when the front vehicle reaches the overlapping section, the rear vehicle does not collide with the front vehicle, thereby obtaining the speed of the rear vehicle and the displacement planning information of non-full-speed movement. In this way, based on the displacement planning information of non-full-speed movement, the first passage time required for the overhead crane to move at full speed under the same displacement can be calculated. Based on the speed of non-full-speed movement and the displacement planning information of non-full-speed movement of each rear vehicle, the second passage time of each overhead crane to prevent the rear vehicle from colliding with the front vehicle when moving at non-full speed is obtained, and the difference between each second passage time and the corresponding first passage time is used as the delayed passage time of each overhead crane.

[0164] S510: Compensate and update the estimated travel time of each road section in the target map based on the travel time of each overhead crane.

[0165] The above-mentioned map updating method based on the semiconductor handling path obtains the first position of each overhead crane at the first moment in the target map; determines the planned path of each overhead crane in the target map based on the first position of each overhead crane, obtains the overlapping road sections that each overhead crane will pass through according to each planned path, and determines the passage order of each overhead crane to arrive at the overlapping road sections; and obtains the speed information and vehicle control information of each overhead crane; thus, data information processing is performed based on the passage order, the first position of each overhead crane, the speed information and the vehicle control information to obtain the passage time of each overhead crane; based on the passage order, the first position of each overhead crane, the speed information and the vehicle control information, data information processing is performed to obtain the passage time of each overhead crane; based on the passage time of each overhead crane, the estimated passage time of each road section in the target map is compensated and updated, so that the subsequent matching of overhead cranes and tasks is based on the updated target map, reducing the matching time of material handling tasks and overhead cranes and improving processing efficiency.

[0166] In one of the optional embodiments, the planned path of each overhead crane in the target map is determined based on the first position of each overhead crane, including: based on the allocation results of each handling task and the overhead crane, obtaining the handling task corresponding to each overhead crane, and obtaining the starting point and end point of each task corresponding to each handling task; obtaining the target map, the target map including the estimated travel time of each road section; performing path planning based on the current position of each overhead crane, the starting point and end point of each task, and the estimated travel time of each road section to obtain the planned path of each overhead crane.

[0167] The allocation of each handling task to each overhead crane is obtained by the MSTC calling the task allocation algorithm. The input of the task allocation algorithm is the handling tasks, each overhead crane, and the target map, and the output is the allocation result of each handling task to each overhead crane. Specific restrictions can be found below.

[0168] In this embodiment, the MSTC calls a path planning algorithm to implement path planning for each overhead crane. The input of the path planning algorithm is the task start and end points corresponding to each transport task, as well as the target map, obtained based on the allocation results of each transport task to each overhead crane. The output is the planned path of each overhead crane.

[0169] After each transport task is assigned to each overhead crane, the starting point of each overhead crane's path is the starting point of the transport task, and the end point is the end point of the transport task. In other optional embodiments, if the overhead crane is a scheduled vehicle, that is, the overhead crane needs to complete the delivery before carrying out a new transport task, then the delivery path of the overhead crane is the already planned semiconductor transport path, and the new path that needs to be planned for the overhead crane is the path from the end position of the previous task to the starting point of the new transport task, and the path from the starting point to the end point. In this application, only the path from the end position of the previous task to the starting point of the new transport task can be planned first, and after the overhead crane arrives at the starting point, the path from the starting point to the end point can be planned, or all paths can be planned at once, which is not specifically limited here.

[0170] In one of the optional embodiments, path planning is performed based on the current position of each overhead crane, the starting and ending points of each task, and the estimated travel time of each road section to obtain the planned path of each overhead crane, including: constructing a path planning model based on the current position of each overhead crane, the starting and ending points of each task, and the estimated travel time of each road section; solving the path planning model based on the total task execution time of each handling task to obtain the planned path of each overhead crane.

[0171] The target map includes locations and road sections, and each road section includes an estimated travel time. Assume that the target map G = (B, E), where B is the location in the target map and E is the road section in the target map. There are k handling tasks, corresponding to k overhead cranes A = {a1, a2…ak}. Then the starting point si∈B and the end point gi∈B of each overhead crane, and the point occupied by the overhead crane ai at any time is unique. A path planning model is established and solved. The purpose is to find a set of paths P = {p1, p2..pk} so that the total task execution time of the overhead crane meets the requirements, for example, the total task execution time is the shortest. Among them, pi represents the path of ai, pi = , pi consists of a set of vertices where T>0.

[0172] In this embodiment, the path planning model may be solved by using the RHCR (Rolling-Horizon Collision Resolution) algorithm. In other embodiments, other algorithms may also be used, which are not specifically limited here.

[0173] In one of the optional embodiments, the method also includes: obtaining conflict constraint information, the conflict constraint information including at least one of point conflict constraint information and line conflict constraint information; the point conflict constraint information is that any two overhead cranes are in different positions at any time; the line conflict constraint information is that any two overhead cranes cannot travel in opposite directions on the same road section at any time; based on the total task execution time of each handling task, the path planning model is solved to obtain the planned path of each overhead crane, including: based on the total task execution time of each handling task and the conflict constraint information, the path planning model is solved to obtain the planned path of each overhead crane.

[0174] The point conflict constraint information is that at any time any two overhead cranes are in different positions, that is This does not hold true, where the overhead cranes ai and aj are both at position b at time t.

[0175] The line conflict constraint information is that at any time, any two overhead cranes cannot travel in opposite directions on the same road section, that is, This is not true, that is, it is not true that overhead travelling vehicles ai and aj pass through the same road section in opposite directions at the same time.

[0176] In this way, by solving the path planning model, a set of paths P={p1,p2..pk} is found so that the total task execution time of the overhead crane meets the requirements, and any two paths are conflict-free, including no point conflict and line conflict.

[0177] In the above embodiment, time and space are introduced during path planning through the target map, and the obtained planned path also includes time and space, laying a foundation for subsequent updating of the target map and also laying a foundation for subsequent control of the overhead crane.

[0178] In one of the optional embodiments, combined with Figure 6 As shown, Figure 6 The flowchart of the non-full-speed motion planning step of each overhead crane in one embodiment is as follows. The non-full-speed motion planning step of each overhead crane processes the passage sequence, the first positions of each overhead crane, the speed information, and the vehicle control information based on the vehicle passage model to obtain the delayed passage time of each overhead crane, the speed of the non-full-speed motion of each overhead crane, and the displacement planning information of the non-full-speed motion, including:

[0179] S602: Determine the current overhead crane to pass through the overlapping section based on the passage sequence, and determine the current initial time and the current end time based on the first positions corresponding to the current overhead crane. The current end time is the time when the current overhead crane reaches the overlapping section.

[0180] Among them, when the current overhead crane is the first overhead crane to pass through the overlapping section continuously, the current initial moment is the moment when the distance between the current overhead crane and the overlapping section is the target distance; when the current overhead crane is not the first overhead crane to pass through the overlapping section continuously, the current initial moment is the previous current end moment.

[0181] Combine Figure 7 As shown, Figure 7 Schematic diagram of a branch road traffic model in one embodiment. In this embodiment, each overhead crane passes through the overlapping road section in sequence. Therefore, the current overhead crane passing through the overlapping road section can be determined in sequence based on the traffic sequence, such as Figure 4 First, take the overhead crane OHT1 as the current overhead crane passing through the overlapping section, and perform speed and displacement planning for the overhead crane OHT2 and overhead crane OHT3 at non-full speed. Then, take the overhead crane OHT2 as the current overhead crane, and perform speed and displacement planning for the overhead crane OHT3 at non-full speed.

[0182] When the current overhead crane is the first one to continuously pass through the overlapping section, the current initial moment is the moment when the distance between the current overhead crane and the overlapping section reaches the target distance. Specifically, it is the moment when the distance between the first position of the current overhead crane and the starting point of the overlapping section reaches the target distance. The target distance can be a preset fixed distance, such as 10 meters, or other values ​​in other embodiments. When the current overhead crane is not the first one to continuously pass through the overlapping section, the current initial moment is the previous current end moment, the moment when the previous current overhead crane passed through the overlapping section. The current end moment is the moment when the current overhead crane reaches the overlapping section, that is, the moment when it reaches the starting point of the overlapping section.

[0183] The current time period is obtained based on the current initial moment and the current end moment. This application requires the delayed passage time of each rear vehicle due to the passage of the front vehicle in each current time period, and based on the delayed passage time, obtains the delayed passage time of the road section where each rear vehicle is located.

[0184] S604: Determine the current front vehicle and the current rear vehicle that continuously pass through the overlapping road sections based on the passing order.

[0185] This embodiment involves two loops. The first loop is the vehicle loop, which calculates the speed and displacement planning information of each trailing vehicle caused by the leading vehicle during each current time period. The second loop is the current time period loop, which calculates the speed and displacement planning information of each trailing vehicle during each current time period.

[0186] This step is for the first cycle, such as Figure 7As shown in the figure, when there are three overhead cranes, overhead cranes OHT2 and OHT3 are not moving at full speed because overhead crane OHT1 passes through the overlapping road section. Therefore, it is necessary to calculate the non-full speed movement of overhead cranes OHT2 and OHT3 in sequence, so as to first determine the current front vehicle and the current rear vehicle based on the passage order. Figure 4 In the first car cycle, the current leading car is overhead crane OHT1, and the current trailing car is overhead crane OHT2; in the second car cycle, the current leading car is overhead crane OHT2, and the current trailing car is overhead crane OHT3.

[0187] S606: Determine the distance between the current leading vehicle and the current trailing vehicle based on the first positions of the overhead cranes and the vehicle control information.

[0188] The distance between the current front vehicle and the current rear vehicle is to ensure a safe distance. This distance is not the actual distance between the current front vehicle and the current rear vehicle, but the maximum displacement of the current rear vehicle in the current time period.

[0189] Optionally, if the current front vehicle and the current rear vehicle are on the same section of road in the fork area or the current front vehicle and the current rear vehicle are on a straight road section, the maximum displacement can be the sum of the displacement of the current front vehicle in the current time period and the distance between the current front vehicle and the current rear vehicle at the current initial moment. If the current front vehicle and the current rear vehicle are on different sections of road in the fork area, the maximum displacement is the distance between the current rear vehicle and the overlapping section at the current initial moment.

[0190] S608: Based on the speed information of the current leading vehicle and the distance between the current leading vehicle and the current trailing vehicle, obtain the speed of the current trailing vehicle in the current time period and the displacement planning information of the non-full-speed movement in the current time period, where the current time period is from the current starting moment to the current ending moment.

[0191] The main purpose of speed and displacement planning is to prevent the current leading vehicle and the current trailing vehicle from colliding within the current time period, thereby obtaining the speed of the current trailing vehicle and displacement planning information for non-full-speed motion.

[0192] A speed and displacement model is introduced, which constrains the displacement of the current rear vehicle based on the distance between the current front vehicle and the current rear vehicle, and constrains the displacement of the current rear vehicle based on the speed information of the current front vehicle, thereby obtaining the speed and displacement planning information of the current rear vehicle in the current time period.

[0193] S610: The current rear vehicle is taken as the new current front vehicle, and the current rear vehicle corresponding to the new current front vehicle is determined based on the passage order. The step of determining the distance between the current front vehicle and the current rear vehicle based on the first positions of the overhead cranes and the vehicle control information is continued until all the overhead cranes are traversed in the passage order.

[0194] S612: When the number of overhead cranes that have not passed the overlapping section is greater than a preset value, the next overhead crane to pass the overlapping section is determined as the current overhead crane based on the passage order, and the current initial time and the current end time are continuously determined based on the first positions corresponding to the current overhead cranes until the number of overhead cranes that have not passed the overlapping section is equal to the preset value.

[0195] Step S610 is the control step of the first loop. If the current overhead crane is overhead crane OHT1, the overhead cranes to be traversed are overhead crane OHT2 and overhead crane OHT3; if the current overhead crane is overhead crane OHT2, the overhead crane to be traversed is overhead crane OHT3. Each time, all overhead cranes arranged in the order of passage need to be traversed to complete the first loop.

[0196] Step S612 is the control step of the second loop. If the number of overhead cranes that have not passed the overlapping section is greater than a preset value, which may be 1, it is necessary to continue to determine the next overhead crane to pass the overlapping section as the current overhead crane based on the passage order, and determine the current time period in order to calculate the delayed passage time of each following vehicle in the new current time period.

[0197] In the above embodiment, the delayed travel time of each following vehicle in each current time period is calculated respectively through two loops, so as to calculate the delayed travel time of the corresponding road section.

[0198] In one of the optional embodiments, the method further includes: determining the current road section where the current following vehicle is located at the current initial moment; compensating and updating the estimated travel time of each road section in the target map based on the travel time of each overhead crane, including: determining the target overhead crane in the current road section at the current initial moment based on the travel order; and updating the estimated travel time of the current road section in the current time period based on the delayed travel time of the target overhead crane.

[0199] In this application, the current road section where the current following vehicle is located at the current initial moment is first determined, so that after calculating the speed of the current following vehicle's non-full-speed movement and the displacement planning information of the non-full-speed movement, the delayed passage time of the current following vehicle can be calculated. The delayed passage time of a road section is the delayed passage time of the last overhead crane in the road section. Therefore, it is necessary to determine the target overhead crane in the current road section at the current initial moment based on the passage order, which can be optionally the last overhead crane. Based on the delayed passage time of the last overhead crane, the estimated passage time of the current road section in the current time period is obtained. For example, the delayed passage time can be directly used as the estimated passage time, or the sum of the first passage time obtained by full-speed passage and the delayed passage time can be used as the estimated passage time.

[0200] Combine Figure 7As shown, when the overhead crane OHT1 arrives at the overlapping section from the current initial moment to the current end moment, the overhead crane OHT2 is located at the section P-P1, and the overhead crane OHT3 is located at the section P1-P2. Therefore, the estimated passage time of the section P-P1 is obtained based on the delayed passage time of the overhead crane OHT2 in the current time period, and the estimated passage time of the section P1-P2 is obtained based on the delayed passage time of the overhead crane OHT3 in the current time period.

[0201] In one of the optional embodiments, before obtaining the speed and displacement planning information of the non-full-speed movement of the current rear vehicle in the current time period based on the speed information of the current front vehicle and the distance between the current front vehicle and the current rear vehicle, it also includes: obtaining the current reference displacement of the current rear vehicle based on the speed information of the current rear vehicle, the current end time and the current initial time; when the current reference displacement is greater than the distance between the current front vehicle and the current rear vehicle, continuing to execute the step of obtaining the speed and displacement planning information of the non-full-speed movement of the current rear vehicle based on the speed information of the current front vehicle and the distance between the current front vehicle and the current rear vehicle; when the current reference displacement is less than or equal to the distance between the current front vehicle and the current rear vehicle, keeping the estimated travel time of the current road section in the current time period unchanged.

[0202] In this embodiment, it is used to determine whether it is necessary to perform speed and displacement planning for the current rear vehicle at non-full speed. That is to say, if the current front vehicle and the current rear vehicle do not pass through the overlapping section within a certain time range, but are separated by a long time, the passage of the current front vehicle will not affect the passage of the current rear vehicle.

[0203] To this end, the current reference displacement of the current following vehicle is calculated based on the speed information of the current following vehicle, the current end time and the current initial time, and the current reference displacement=the speed information of the current following vehicle*the current time period.

[0204] If the current reference displacement is greater than the distance between the front and rear vehicles, it means that if the rear vehicle is running at the current speed, the rear vehicle and the front vehicle may collide. Therefore, the speed and displacement of the rear vehicle need to be planned, that is, there is a delay in the passage time of the rear vehicle.

[0205] If the current reference displacement is less than or equal to the distance between the current front vehicle and the current rear vehicle, the current rear vehicle cannot collide with the current front vehicle. Therefore, there is no need to plan the speed and displacement of the current rear vehicle, and the delayed travel time of the road section where the current rear vehicle is located is 0, thereby keeping the estimated travel time of the current road section in the current time period unchanged.

[0206] In addition, optionally, since the current front vehicle does not affect the passage of the current rear vehicle, it is impossible to affect the passage of the vehicle after the current rear vehicle. Therefore, the overhead cranes corresponding to the overlapping road section can be split based on the current rear vehicle and the passage order to obtain two sets, and then the overhead cranes in each set are processed according to the above method.

[0207] In the above embodiment, whether speed and displacement planning of the following vehicle at a non-full speed is required is determined based on the current reference displacement and the distance between the leading vehicle and the following vehicle, thereby reducing the amount of calculation and improving processing efficiency.

[0208] In one of the optional embodiments, based on the speed information of the current leading vehicle and the distance between the current leading vehicle and the current following vehicle, the speed of the current following vehicle in the current time period and the displacement planning information of the non-full-speed movement of the current following vehicle are obtained, including: based on the speed information of the current leading vehicle, determining the speed constraint information of the current following vehicle, the speed constraint information including that the final speed of the current following vehicle is less than or equal to the final speed of the current leading vehicle; based on the distance between the current leading vehicle and the current following vehicle, determining the displacement constraint information of the current following vehicle, the displacement constraint information including that the displacement of the current following vehicle is less than or equal to the distance between the current leading vehicle and the current following vehicle; performing speed and displacement planning based on the speed constraint information and the displacement constraint information to obtain the speed of the current following vehicle in the current time period and the displacement planning information of the non-full-speed movement of the current following vehicle.

[0209] In one optional embodiment, the speed constraint information further includes a change in the speed of the current following vehicle with the speed of the current leading vehicle.

[0210] In this embodiment, the speed and displacement planning of the current following vehicle in the current time period can be obtained based on the analysis of speed change and displacement change, and restricted based on the corresponding constraint information. Figure 8 As shown, overhead crane OHT1 is the current leading vehicle, overhead crane OHT2 is the current trailing vehicle, and when the speed V1 of overhead crane OHT1 is less than the speed V2 of overhead crane OHT2, if overhead crane OHT1 is moving at a constant speed, overhead crane OHT2 decelerates to the speed of overhead crane OHT1. Specifically, the speed constraint information includes that the final speed of the current trailing vehicle is less than or equal to the final speed of the current leading vehicle, and the displacement constraint information includes that the displacement of the current trailing vehicle is less than or equal to the distance between the current leading vehicle and the current trailing vehicle. A speed curve and a displacement curve are drawn based on the speed constraint information and the displacement constraint information to obtain the speed of the current trailing vehicle in the current time period and the displacement planning information of the non-full-speed motion.

[0211] In one of the optional embodiments, the passage order, the first positions of each overhead crane, the speed information and the vehicle control information are processed based on the vehicle passage model to obtain the speed of non-full-speed movement and the displacement planning information of non-full-speed movement of each overhead crane. It also includes: when there is an overlapping section after the overhead crane passes through different sections in the fork area, obtaining the fork passage model as the vehicle passage model of each overhead crane corresponding to the fork area; obtaining the following vehicle passage model as the vehicle passage model of other overhead cranes.

[0212] The vehicle traffic model in this embodiment includes a fork model and a following vehicle model. In the fork model, the overhead crane passes through different sections of the fork area and then overlaps with each other, so that the overhead crane is located at different sections of the fork area. In the following vehicle model, the overhead crane passes through the same section sequentially.

[0213] In one optional embodiment, the vehicle traffic model is a fork traffic model; based on the first positions of each overhead crane and vehicle control information, the distance between the current front vehicle and the current rear vehicle is determined, including: when the current front vehicle and the current rear vehicle are located in different sections of the fork area, the first distance between the current rear vehicle and the fork area at the current initial moment is determined based on the first positions of each overhead crane.

[0214] In one optional embodiment, the vehicle traffic model is a following vehicle traffic model; based on the first positions of each overhead crane and the vehicle control information, the distance between the current front vehicle and the current rear vehicle is determined, including: when the overhead cranes are traveling sequentially on the same road section, the second distance between the current front vehicle and the current rear vehicle at the current initial moment is determined based on the first positions of each overhead crane; the displacement planning information of the non-full-speed movement of the current front vehicle is obtained, and based on the second distance and the displacement planning information of the non-full-speed movement of the current front vehicle, the third distance between the current front vehicle and the current rear vehicle at the current end moment is determined, and the third distance is used as the distance between the current front vehicle and the current rear vehicle.

[0215] Specifically, combined Figure 7 and Figure 8As shown, in this embodiment, three overhead cranes are taken as an example for illustration. In other embodiments, the number of overhead cranes can also be other values. Based on the planned path, the overhead crane OHT1(P, t1) passes through point P at time t1; the overhead crane OHT2(P, t2) passes through point P at time t2; the overhead crane OHT3(P, t3) passes through point P at time t3. Therefore, the passing order is overhead crane OHT1, overhead crane OHT2, and overhead crane OHT3. To prevent the overhead crane OHT2 from colliding with the overhead crane OHT1 at point P and the overhead crane OHT3 from colliding with the overhead crane OHT2, it is necessary to obtain the distance between the overhead crane OHT2 and the overhead crane OHT1 at the current initial moment. Since the overhead crane OHT2 and the overhead crane OHT1 are located in different sections of the fork area, the fork passing model needs to be adopted. Based on the overhead crane OHT2 and the overhead crane OHT1, determine the first distance between the overhead crane OHT2 and the fork area at the current initial moment; take the first distance as the distance between the current leading vehicle and the current following vehicle, combined with Figure 7 , that is, L2 is the distance between the overhead crane OHT2 and the overhead crane OHT1.

[0216] The current time period is (t0, t1). Therefore, it is necessary to judge whether the displacement S2 of the overhead crane OHT2 at the current speed in (t0, t1) is greater than L2.

[0217] If S2 = V2 * (t1 - t0) < L2, the safety distance can be guaranteed and deceleration is not required. Therefore, the estimated passing time of the section PP1 where the overhead crane OHT2 is located in the time period (t0, t1) is

[0218] If S2 = V2 * (t1 - t0) > L2, the overhead crane OHT2 needs to decelerate to avoid colliding with the overhead crane OHT1 at point P. Combined with Figure 8 , the speed and displacement of the overhead crane OHT2 are planned, so that the displacement of the overhead crane OHT2 satisfies the displacement constraint S2 ≤ L2, and the speed satisfies the speed constraint V2 <= V1, that is, the final speed of the overhead crane OHT2 is less than or equal to the final speed of the overhead crane OHT1. Thus, the displacement of the overhead crane OHT2 in the time period t1 - t0 can be obtained and the final speed .

[0219] In one optional embodiment, combined with Figure 9 as shown, Figure 9Schematic diagram of the following vehicle model in one embodiment. In this embodiment, it is still assumed that the current initial time is t0 and the current end time is t1. At this time, the overhead crane OHT1 arrives at point P, so that the overhead crane OHT1, the overhead crane OHT2 and the overhead crane OHT3 are on a straight road. Therefore, the following vehicle model is needed, and the displacement planning information of the overhead crane OHT2 for non-full-speed motion is also obtained, so that the distance between the overhead crane OHT3 and the overhead crane OHT2 can be calculated. Then, based on the speed of the overhead crane OHT2 and the distance between the overhead crane OHT3 and the overhead crane OHT2, the speed and displacement planning information of the overhead crane OHT3 for non-full-speed motion can be calculated.

[0220] For overhead crane OHT3, since overhead crane OHT2 and overhead crane OHT3 are located on the same section of the fork area, the following vehicle model is adopted to determine the second distance between overhead crane OHT2 and overhead crane OHT3 at the current initial moment based on the first positions of overhead crane OHT2 and overhead crane OHT3; obtain the displacement planning information of the non-full-speed movement of overhead crane OHT2, and based on the second distance and the displacement planning information of the non-full-speed movement of overhead crane OHT2, determine the third distance between overhead crane OHT2 and overhead crane OHT3 at the current end moment, and use the third distance as the distance between overhead crane OHT2 and overhead crane OHT3.

[0221] Determine whether the displacement S3 of OHT3 at the current speed in the time period t1-t0 is greater than the second distance L3+ .

[0222] If S3=v3*(t1-t0) <L3+ , it is possible to ensure a safe distance without slowing down, pass point P at time t3, and keep the estimated travel time of the section P1P2 where OHT3 is located in the time period t0-t1 unchanged.

[0223] If S3=v3*(t1-t0)>L3+ , then OHT3 needs to slow down to avoid collision with overhead crane OHT2, combined with Figure 8 , perform speed and displacement planning for overhead crane OHT3 so that the displacement of overhead crane OHT3 satisfies the displacement constraint S3≤L3+ , and the speed satisfies the speed constraint V3<=V2, that is, the final speed of the overhead crane OHT3 is less than or equal to the final speed of the overhead crane OHT2, so the displacement of the overhead crane OHT3 in the time period t1-t0 can be obtained and final velocity .

[0224] Since there are several speed conditions for overhead crane OHT1, they are discussed and explained separately:

[0225] Among them combined Figure 8As shown, when V1 < V2, if the overhead crane OHT1 moves forward at a constant speed, the overhead crane OHT2 decelerates to the speed of the overhead crane OHT1, and the overhead crane OHT3 decelerates to the speed of the overhead crane OHT2.

[0226] Combined with Figure 10 As shown, when V2 < V1, if the overhead crane OHT1 moves forward at a constant speed, the overhead crane OHT2 accelerates to the speed of the overhead crane OHT1, and the overhead crane OHT3 accelerates to the speed of the overhead crane OHT2.

[0227] Combined with Figure 11 As shown, when V1 < V2, if the speed change of the overhead crane OHT1 is to accelerate first and then move at a constant speed, the speed change of the overhead crane OHT2 is to decelerate first and then move at a constant speed following the overhead crane OHT1, and the speed change of the overhead crane OHT3 is also to decelerate first and then move at a constant speed following the overhead crane OHT2, or only make the overhead crane OHT2 follow according to the final speed of the overhead crane OHT1; the overhead crane OHT3 follows the overhead crane OHT2 according to the final speed of the overhead crane OHT2.

[0228] Combined with Figure 12 As shown, when V1 > V2, if the speed change of the overhead crane OHT1 is to accelerate first and then move at a constant speed, the speed change of the overhead crane OHT2 is also to accelerate first and then move at a constant speed following the overhead crane OHT1, and the speed change of the overhead crane OHT3 is also to accelerate first and then move at a constant speed following the overhead crane OHT2, or only make the overhead crane OHT2 follow according to the final speed of the overhead crane OHT1; the overhead crane OHT3 follows the overhead crane OHT2 according to the final speed of the overhead crane OHT2.

[0229] Combined with Figure 13 As shown, when V1 < V2, if the speed change of the overhead crane OHT1 is to decelerate first and then move at a constant speed, the speed change of the overhead crane OHT2 is also to decelerate first and then move at a constant speed following the overhead crane OHT1, and the speed change of the overhead crane OHT3 is also to decelerate first and then move at a constant speed following the overhead crane OHT2. In addition, the following speed and following change of the overhead crane OHT2 can be calculated according to the final speed of the overhead crane OHT1 at time t1; the following speed and speed change of the overhead crane OHT3 can be calculated according to the final speed of the overhead crane OHT2 at time t1.

[0230] Combined with Figure 14 As shown, when V2 < V1, if the speed change of the overhead crane OHT1 is to decelerate first and then move at a constant speed, the speed change of the overhead crane OHT2 is also to decelerate first and then move at a constant speed following the overhead crane OHT1, and the speed change of the overhead crane OHT3 is also to decelerate first and then move at a constant speed following the overhead crane OHT2. In addition, the following speed and following change of the overhead crane OHT2 can be calculated according to the final speed of the overhead crane OHT1 at time t1; the following speed and speed change of the overhead crane OHT3 can be calculated according to the final speed of the overhead crane OHT2 at time t1.

[0231] In one of the optional embodiments, the passage order, the first positions of each overhead crane, the speed information and the vehicle control information are processed based on the vehicle passage model to obtain the speed of non-full-speed movement and the displacement planning information of non-full-speed movement of each overhead crane, and it also includes: when there is an overlapping section after the overhead crane passes through different sections in the fork area, the overhead cranes corresponding to the curved road section in the fork area are obtained; when the overhead cranes corresponding to the curved road section pass through the curved section, the overhead cranes corresponding to the curved road section are projected to the straight road section in the fork area; a following vehicle passage model is obtained as the vehicle passage model of each overhead crane; when the overhead cranes travel sequentially on the same road section, the following vehicle passage model is obtained as the vehicle passage model of each overhead crane.

[0232] In one optional embodiment, the vehicle traffic model is a following vehicle traffic model; based on the first positions of each overhead crane and vehicle control information, the distance between the current leading vehicle and the current following vehicle is determined, including: when there is an overlapping section after the overhead crane passes through different sections in the fork area, the target position of the current leading vehicle or the current following vehicle located on the curved road section projected onto the straight road section is obtained as the first position of the current leading vehicle or the current following vehicle at the current initial moment, based on the first positions of each overhead crane, the second distance between the current leading vehicle and the current following vehicle at the current initial moment is determined, based on the second distance and the displacement planning information of the non-full-speed motion of the current leading vehicle, the third distance between the current leading vehicle and the current following vehicle at the current end moment is determined, and the third distance is used as the distance between the current leading vehicle and the current following vehicle.

[0233] Among them combined Figure 15 As shown, in this embodiment, the fork model and the following car model are reduced to the following car model. In this embodiment, when there is an overlapping section after the overhead crane passes through different sections of the fork area, the overhead crane on the curved road section is projected to the straight road section, and then the speed and displacement planning information of non-full-speed movement are calculated through the following car model.

[0234] In the case where there is an overlapping section after the overhead crane passes through different sections of the fork area, the target position of the current front vehicle or the current rear vehicle on the curved road section projected onto the straight road section is obtained as the first position of the current front vehicle or the current rear vehicle at the current initial moment. In this way, the distance between the current front vehicle and the current rear vehicle is calculated in the same way as the straight road model above. Figure 15 The distance between the overhead travelling vehicle OHT1 and the overhead travelling vehicle OHT2 is L2', which will not be described in detail here.

[0235] In one optional embodiment, the method further includes: obtaining an updated target map; obtaining information of each transport task and each overhead crane; and obtaining allocation results of each transport task and each overhead crane based on the updated target map.

[0236] In this embodiment, after the target map is updated, it is also used to allocate each transport task to each overhead crane. Specifically, the updated target map includes estimated travel times for each road section. Based on these estimated travel times, the task cost corresponding to each overhead crane performing the corresponding transport task can be determined. Furthermore, the allocation of each transport task to each overhead crane can be determined based on the total task cost. The specific limitations on how to allocate each transport task to each overhead crane based on the updated target map can be found above and will not be further elaborated here.

[0237] Combine Figures 18 and 19 In one embodiment, the track system includes a straight track section, a turning section (a curved track section downstream of the straight track section), an overlapping section, a forked section, etc. A plurality of different types of storage devices are provided below the straight track section of the track system. The overhead crane serves as an independent operating mechanism, with a wheel portion running above the track and a main body carrying goods located below the track. The overhead crane runs on the track system and performs cargo picking and placing tasks relative to each storage device.

[0238] In some optional embodiments, the target map includes the rail system and the estimated travel time of any section on the rail system.

[0239] It should be understood that, although the steps in the flowcharts of the above embodiments are shown in sequence as indicated by the arrows, these steps are not necessarily performed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be performed in other orders. Moreover, at least a portion of the steps in the flowcharts of the above embodiments may include multiple steps or multiple stages, and these steps or stages are not necessarily performed at the same time, but can be performed at different times. The execution order of these steps or stages is not necessarily to be performed in sequence, but can be performed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0240] Based on the same inventive concept, embodiments of the present application also provide a handling task allocation device for implementing the aforementioned handling task allocation method. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more embodiments of the handling task allocation device provided below can be found in the aforementioned limitations of the handling task allocation method and will not be further elaborated here.

[0241] In an exemplary embodiment, Figure 16As shown, a transport task allocation device is provided, comprising: a target map acquisition module 1601, a data acquisition module 1602, a task cost determination module 1603 and an allocation module 1604, wherein:

[0242] The target map acquisition module 1601 is used to obtain a target map generated periodically based on the planned paths of each overhead travelling vehicle. The target map includes the estimated travel time of any road section.

[0243] Data acquisition module 1602, used to obtain information about each transport task and each overhead crane;

[0244] The task cost determination module 1603 is used to determine the task cost of each transport task assigned to each overhead crane based on the estimated travel time of any road section, the crane position of each overhead crane and the task position of each transport task;

[0245] The allocation module 1604 is used to establish a task matching model based on the task cost, and obtain the allocation results of each transport task and each overhead crane based on the task matching model.

[0246] In one optional embodiment, the task cost includes a first task cost when the overhead crane is in a running state and a second task cost when the overhead crane is in a blocked state; the blocked state is a state where the overhead crane is blocked by other overhead cranes; the running state is a state where the overhead crane is not blocked by other overhead cranes.

[0247] In one optional embodiment, the allocation module 1604 is further configured to use the minimum value of the sum of the first task cost and the second task cost as the task matching model.

[0248] In one of the optional embodiments, the above-mentioned task cost determination module 1604 is specifically used to determine each task path based on the estimated travel time of any road section, the crane position of each overhead crane and the task position of each transporting task; based on the number of valid pickup points on each task path, the second task cost of each transporting task assigned to each overhead crane is obtained, wherein the valid pickup point is the pickup point of the transporting task that has not completed the pickup, the valid pickup point corresponds to the transporting task, and the transporting task corresponding to the valid pickup point has been assigned a corresponding overhead crane.

[0249] In one of the optional embodiments, the second task cost is less than the task cost threshold, and the task cost threshold is generated based on the target number of valid pickup points; the allocation module 1604 is also used to solve the task matching model to obtain the allocation results of each handling task and each overhead crane when the second task cost is less than the task cost threshold.

[0250] In one optional embodiment, the task cost determination module 1603 is specifically configured to determine the path between the crane position of each overhead crane and the starting position of each transport task as each task path based on the estimated travel time of any road section.

[0251] In one of the optional embodiments, the task cost determination module 1603 is specifically used to determine a first travel cost based on the estimated travel time of any road section, the crane position of each crane and the task position of each transport task; and use the first travel cost as the first task cost of the crane.

[0252] In one of the optional embodiments, the overhead crane includes a first crane that goes to the pickup point of the assigned handling task; the above-mentioned task cost determination module 1603 is specifically used to determine the second travel cost based on the estimated travel time of any road section, the overhead crane position of each first crane and the task position of each handling task; obtain the pre-set task abandonment cost; based on the second travel cost and the task abandonment cost, obtain the first task cost corresponding to the first crane.

[0253] In one of the optional embodiments, the overhead crane includes a second-day crane that goes to the delivery point of the assigned handling task; the above-mentioned task cost determination module 1603 is specifically used to determine the third travel cost based on the estimated travel time of any road section, the overhead crane position of each second-day crane, the position of the delivery point of the current task of the second-day crane and the task position of each handling task; obtain the pre-set delivery cost; and obtain the first task cost corresponding to the second-day crane based on the third travel cost and the delivery cost.

[0254] In one of the optional embodiments, the allocation module 1604 is specifically used to obtain constraint information, the constraint information including quantity constraint information of overhead cranes and tasks, and / or type constraint information of overhead crane types and task types, wherein the quantity constraint information of overhead cranes and tasks includes that when the number of handling tasks is greater than the number of overhead cranes, each handling task is assigned to one overhead crane; when the number of handling tasks is less than or equal to the number of overhead cranes, each overhead crane is assigned to one handling task; the type constraint information includes a mapping relationship between the type of handling task and the type of overhead crane; the task matching model is solved based on the constraint information to obtain the allocation results of each handling task and each overhead crane.

[0255] In one of the optional embodiments, the above-mentioned data acquisition module 1602 is specifically used to obtain the initial transport task and obtain each transport task based on the initial transport task; the initial transport task includes the target transport task and the transport task newly added in this cycle, and the target transport task is a task that has been assigned a crane in the previous allocation cycle but has not been completed; the crane corresponding to the target transport task and the currently idle crane are obtained as the crane.

[0256] In one optional embodiment, the transport task includes a task priority; the data acquisition module 1602 is specifically configured to acquire the transport task from the initial transport tasks based on the task priority;

[0257] The above-mentioned device also includes: a circulation module, which is used to obtain the allocated overhead crane after the handling task is allocated, update each overhead crane based on the allocated overhead crane and each overhead crane, and continue to execute the step of obtaining the handling task from the initial handling task based on the task priority until all handling tasks are allocated.

[0258] In one optional embodiment, the update period of the target map is greater than or equal to the allocation period of each transport task and each overhead crane.

[0259] In one of the optional embodiments, the target map acquisition module 1601 is specifically used to obtain a target map generated based on the planned path of an existing overhead crane every first period; the data acquisition module 1602 is specifically used to obtain information on each handling task and each overhead crane every second period, where the first period is greater than or equal to the second period.

[0260] In one of the optional embodiments, the above-mentioned device also includes: a path planning module, which is used to perform path planning based on the allocation results to obtain the planned path of the overhead crane for each assigned task; update the target map based on the planned path of the overhead crane for each assigned task, and continue to execute the step of obtaining the target map until all handling tasks are completed.

[0261] Each module in the aforementioned handling task allocation device can be implemented in whole or in part through software, hardware, or a combination thereof. Each module can be embedded in or independent of a processor in a computer device in the form of hardware, or can be stored in a memory in the computer device in the form of software, so that the processor can call and execute the corresponding operations of each module.

[0262] In an exemplary embodiment, a computer device is provided. The computer device may be a server, and its internal structure diagram may be as shown in FIG. Figure 17As shown. The computer device includes a processor, a memory, an input / output interface (Input / Output, abbreviated as I / O) and a communication interface. The processor, memory and input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operation of the operating system and computer program in the non-volatile storage medium. The database of the computer device is used to store target maps. The input / output interface of the computer device is used to exchange information between the processor and an external device. The communication interface of the computer device is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, a method for allocating transport tasks is implemented.

[0263] Those skilled in the art will understand that Figure 17 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0264] In one embodiment, a computer device is further provided, including a memory and a processor. The memory stores a computer program, and the processor implements the steps in the above method embodiments when executing the computer program.

[0265] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0266] In one embodiment, a computer program product is provided, including a computer program, which implements the steps in the above method embodiments when executed by a processor.

[0267] Those skilled in the art will understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. In particular, any reference to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The databases involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the various embodiments provided herein may be, but are not limited to, general-purpose processors, central processing units (CPUs), graphics processing units (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), quantum computing-based data processing logic devices, artificial intelligence (AI) processors, and the like.

[0268] The technical features of the above embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0269] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A method for allocating semiconductor item handling tasks, characterized in that: The transport task is performed by an overhead crane, and the method includes: Obtaining a target map generated periodically based on the planned paths of each overhead crane, the target map including an estimated travel time for any road section; Obtain information on each handling task and each overhead crane; Based on the estimated travel time of the arbitrary road section, the crane position of each crane and the task position of each transport task, the task cost of each transport task assigned to each crane is determined; the task cost includes a second task cost when the crane is in a blocked state; the blocked state is a state in which the crane is blocked by other cranes; the second task cost is related to the number of valid pickup points, the valid pickup points are the pickup points of the transport tasks for which pickup has not been completed, the valid pickup points correspond to the transport tasks, and the transport tasks corresponding to the valid pickup points have been assigned corresponding cranes, and the second task cost is less than a task cost threshold, and the task cost threshold is generated based on the target number of valid pickup points; Establishing a task matching model based on the task cost, and obtaining allocation results of each of the handling tasks and each of the overhead cranes based on the task matching model, including: solving the task matching model to obtain allocation results of each of the handling tasks and each of the overhead cranes when the second task cost is less than the task cost threshold; Performing path planning based on the allocation results to obtain a planned path for each overhead crane with an allocated task, wherein the planned path for the overhead crane with an allocated task includes a pickup path and a delivery path; The target map is updated based on the planned paths of the overhead cranes to which each task has been assigned, and the step of obtaining the target map periodically generated based on the planned paths of each overhead crane is continued until all the transport tasks are completed.

2. The method according to claim 1, characterized in that The mission cost includes a first mission cost when the overhead crane is in a running state; the running state is a state in which the overhead crane is not blocked by other overhead cranes.

3. The method according to claim 2, characterized in that The establishing of a task matching model based on the task cost includes: The minimum value of the sum of the first task cost and the second task cost is used as the task matching model.

4. The method according to claim 2, characterized in that Methods for determining the cost of the second task include: Determining each task path based on the estimated travel time of the arbitrary road section, the crane position of each crane, and the task position of each transport task; Based on the number of valid pickup points on each task path, a second task cost of allocating each transport task to each overhead crane is obtained.

5. The method according to claim 4, characterized in that The determining of each task path based on the estimated travel time of the arbitrary road section, the crane position of each crane, and the task position of each transport task includes: Based on the estimated travel time of the arbitrary road section, a path between the crane position of each crane and the starting position of each transport task is determined as each task path.

6. The method according to claim 2, characterized in that The overhead crane includes an idle overhead crane; The method for determining the cost of the first task includes: Determining a first travel cost based on the estimated travel time of the arbitrary road section, the crane position of each crane, and the task position of each transport task; The first passage cost is used as the first mission cost of the idle overhead crane.

7. The method according to claim 2, characterized in that The overhead crane includes a first overhead crane that goes to a pickup point for an assigned handling task; The method for determining the cost of the first task includes: determining a second travel cost based on the estimated travel time of the arbitrary road section, the crane position of each of the first overhead cranes, and the task position of each of the transport tasks; Get the pre-set task abandonment cost; A first mission cost corresponding to the first overhead crane is obtained based on the second travel cost and the mission abandonment cost.

8. The method according to claim 2, characterized in that The overhead crane includes a second-day crane that goes to the delivery point of the assigned handling task; The method for determining the cost of the first task includes: Determining a third travel cost based on the estimated travel time of the arbitrary road segment, the position of each overhead crane of the second-day vehicle, the position of the delivery point of the current task of the second-day vehicle, and the task position of each transport task; Get the pre-set release price; Based on the third passage price and the cargo release price, the first task price corresponding to the second-day vehicle is obtained.

9. The method according to claim 1, characterized in that Obtaining the allocation results of the transport tasks and the overhead cranes based on the task matching model includes: Obtaining constraint information, the constraint information including quantity constraint information of overhead cranes and tasks, and / or type constraint information of overhead crane types and task types; wherein the quantity constraint information of overhead cranes and tasks includes that, when the number of handling tasks is greater than the number of overhead cranes, each handling task is assigned to one overhead crane; and, when the number of handling tasks is less than or equal to the number of overhead cranes, each overhead crane is assigned to one handling task; the type constraint information includes a mapping relationship between the type of the handling task and the type of the overhead crane; The task matching model is solved based on the constraint information to obtain allocation results of each of the transport tasks and each of the overhead cranes.

10. The method according to claim 1, characterized in that The acquisition of information about each transport task and each overhead crane includes: Obtaining an initial transport task, and obtaining various transport tasks based on the initial transport task; the initial transport task includes a target transport task and a transport task newly added in this cycle, wherein the target transport task is a task that has been assigned an overhead crane in the previous allocation cycle but has not been completed; The overhead crane corresponding to the target transport task and the currently idle overhead cranes are obtained as the overhead cranes.

11. The method according to claim 10, characterized in that The acquisition of information about each transport task and each overhead crane includes: Based on the task priority, obtaining the current transport tasks corresponding to each task priority from the initial transport tasks step by step; The following steps are performed for each current handling task corresponding to each task priority until all handling tasks corresponding to each task priority are allocated or all overhead cranes are allocated; After the current handling tasks corresponding to the current task priority are assigned, the overhead cranes assigned tasks in the current task priority are obtained, and the overhead cranes that can be assigned tasks corresponding to the next task priority are updated based on the overhead cranes assigned tasks and the overhead cranes that have not been assigned tasks.

12. The method according to claim 1, characterized in that Obtaining an updated target map every first period; acquiring updated information of each transport task and each overhead crane every second period; The first period is greater than or equal to the second period.

13. A semiconductor article handling task allocation device, characterized in that: The device comprises: A target map acquisition module is used to acquire a target map generated periodically based on the planned paths of each overhead crane, wherein the target map includes an estimated travel time for any road section; Data acquisition module, used to obtain information about each handling task and each overhead crane; A task cost determination module is used to determine the task cost of allocating each of the transporting tasks to each of the overhead cranes based on the estimated travel time of the arbitrary road section, the overhead crane position of each of the overhead cranes and the task position of each of the transporting tasks; the task cost includes a second task cost when the overhead crane is in a blocked state; the blocked state is a state in which the overhead crane is blocked by other overhead cranes; the second task cost is related to the number of valid pickup points, the valid pickup points are the pickup points of the transporting tasks for which pickup has not been completed, the valid pickup points correspond to the transporting tasks, and the transporting tasks corresponding to the valid pickup points have been allocated corresponding overhead cranes, and the second task cost is less than a task cost threshold, and the task cost threshold is generated based on the target number of valid pickup points; an allocation module, configured to establish a task matching model based on the task cost, and obtain allocation results of each of the handling tasks and each of the overhead cranes based on the task matching model, including: solving the task matching model to obtain allocation results of each of the handling tasks and each of the overhead cranes when the second task cost is less than the task cost threshold; A path planning module is used to perform path planning based on the allocation results to obtain the planned path of each overhead crane with an assigned task; update the target map based on the planned path of each overhead crane with an assigned task, and continue to execute the step of obtaining the target map periodically generated based on the planned path of each overhead crane until all the handling tasks are completed. The planned path of the overhead crane with an assigned task includes a pickup path and a delivery path.

14. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 12 are implemented.

Images