Map updating method, device and computer equipment based on semiconductor transport path

Abstract

The present application relates to a map updating method, device and computer equipment based on semiconductor transport paths. The method includes: determining the planned path of each overhead crane in the target map based on the first position of each overhead crane, each planned path includes the first position of the overhead crane in the target map at each first moment; determining the planned path of each overhead crane in the target map based on the first position of each overhead crane, obtaining the overlapping sections that each overhead crane will pass through according to each planned path, and determining the passage order of each overhead crane to reach the overlapping sections; obtaining the speed information and vehicle control information of each overhead crane; performing data information processing 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; compensating and updating the estimated passage time of each section in the target map based on the passage time of each overhead crane. The use of this method can improve processing efficiency.

Description

Technical Field

[0001] This application relates to the field of semiconductor technology, and in particular to a map updating method, apparatus and computer device based on semiconductor transport paths. Background Technology

[0002] In semiconductor factories, AMHS (Automatic Material Handling System) is an automated material handling system used to move semiconductor materials such as wafer cassettes and SMIF PODs. It plays a crucial role in improving production efficiency, reducing costs, and ensuring product quality. The most important components of an AMHS system include a track system, an overhead crane system, a scheduling system that can cluster overhead cranes, and a road control system for overhead cranes when crossing intersections. All systems work together to ensure that dozens or even hundreds of overhead cranes can operate safely, orderly, and efficiently on the same track system, ensuring the completion of production tasks.

[0003] In traditional technologies, scheduling systems need to bind material handling tasks to overhead cranes before performing path planning.

[0004] However, traditional technologies do not consider changes in the overhead crane's operating environment. If congestion or crane malfunctions occur, such as goods being picked up or unloaded blocking subsequent cranes, or slowing down due to waiting at junctions, ignoring these factors when matching overhead cranes with tasks leads to suboptimal matching and increases the average delivery time (ADT) for completing tasks across the entire site. Therefore, there is an urgent need for a method that can measure changes in the overhead crane's operating environment to reduce the matching time between material handling tasks and overhead cranes and improve matching efficiency. Summary of the Invention

[0005] Therefore, it is necessary to provide a map updating method, apparatus, and computer device based on semiconductor transport paths that can improve processing efficiency in response to the above-mentioned technical problems.

[0006] In a first aspect, this application provides a map updating method based on semiconductor transport paths, the method comprising:

[0007] Obtain the first position of each crane at the first moment on the target map;

[0008] Based on the first position of each crane, the planned path of each crane in the target map is determined. The overlapping road segments that each crane will pass through are obtained according to the planned path, and the passage order of each crane to the overlapping road segments is determined.

[0009] Obtain the speed information and vehicle control information of each of the aforementioned overhead cranes;

[0010] Based on the passage order, the first position and speed information of each of the overhead cranes, and the vehicle control information, data information processing is performed to obtain the passage time of each of the overhead cranes.

[0011] The estimated travel time of each road segment in the target map is updated and compensated based on the travel time of each overhead crane.

[0012] In one embodiment, determining the planned path of each crane in the target map based on the first position of each crane includes:

[0013] Based on the allocation results of each transport task and each overhead crane, obtain the transport task corresponding to each overhead crane, and obtain the start and end points of each transport task.

[0014] Obtain the target map, which includes the estimated travel time for each road segment;

[0015] Based on the current location of each overhead crane, the starting and ending points of each task, and the estimated travel time of each road segment, path planning is performed to obtain the planned path for each overhead crane.

[0016] In one embodiment, the path planning based on the current position of each crane, the start and end points of each task, and the estimated travel time of each road segment to obtain the planned path for each crane includes:

[0017] Based on the current position of each overhead crane, the start and end points of each task, and the estimated travel time of each road segment, a path planning model is constructed.

[0018] Based on the total task execution time of each of the aforementioned transport tasks, the path planning model is solved to obtain the planned paths for each of the aforementioned overhead cranes.

[0019] In one embodiment, the method further includes:

[0020] Obtain conflict constraint information, which includes 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 towards each other on the same road segment at any time.

[0021] The method of solving the path planning model based on the total task execution time of each of the aforementioned transport tasks to obtain the planned paths for each of the aforementioned overhead cranes includes:

[0022] The path planning model is solved based on the total task execution time of each of the transport tasks and the conflict constraint information to obtain the planned path of each of the overhead cranes.

[0023] In one optional embodiment, the travel time of the overhead crane includes the delayed travel time of each overhead crane through each segment of the target map and / or the relative travel time of each overhead crane through each segment of the target map.

[0024] In one optional embodiment, the travel time of the overhead crane includes at least one of the following: a second travel time for each overhead crane to pass through each segment of the target map, a delayed travel time for each overhead crane to pass through each segment of the target map, and a relative travel time for each overhead crane to pass through each segment of the target map; the delayed travel time is obtained based on the first travel time for each overhead crane to pass through each segment of the target map at full speed; or the relative travel time is the difference between the second travel times of each overhead crane calculated in two adjacent cycles.

[0025] In one embodiment, the travel time of the overhead crane includes a delayed travel time; based on the travel order, the first position and speed information of each of the overhead cranes, and vehicle control information, data information processing is performed to obtain the travel time of each of the overhead cranes, including:

[0026] Based on the vehicle traffic model, the traffic sequence, the first position and speed information of each of the overhead cranes, and the vehicle control information are processed to obtain the speed and displacement planning information of each overhead crane for non-full-speed movement.

[0027] Based on the target speed of each overhead crane and the displacement planning information of the non-full-speed motion of each overhead crane, the first passage time of each overhead crane is obtained;

[0028] Based on the speed and displacement planning information of the non-full-speed motion of each of the overhead cranes, the second travel time of each of the overhead cranes is obtained;

[0029] The difference between each second passage time and the corresponding first passage time shall be used as the delayed passage time of each overhead crane.

[0030] In one embodiment, the travel time of the overhead crane includes a relative travel time; the step of processing data based on the travel sequence, the first position and speed information of each overhead crane, and vehicle control information to obtain the travel time of each overhead crane includes: processing data based on a vehicle travel model on the travel sequence, the first position and speed information of each overhead crane, and vehicle control information to obtain the speed and displacement planning information of each overhead crane for non-full-speed movement;

[0031] Based on the speed and displacement planning information of the non-full-speed motion of each of the overhead cranes, the second travel time of each of the overhead cranes is obtained;

[0032] The relative travel time is the difference between the second travel times calculated by the processing cycles of two adjacent vehicle traffic models for each of the overhead cranes within a map update cycle, wherein the map update cycle is longer than the vehicle traffic model processing cycle; or, the relative travel time is the difference between the second travel times calculated based on two adjacent map update cycles for each of the overhead cranes.

[0033] In one embodiment, the data processing based on the passage order, the first position and speed information of each of the overhead cranes, and vehicle control information to obtain the passage time of each overhead crane and the non-full-speed motion displacement planning information of each overhead crane includes:

[0034] Based on the passage order, the current overhead crane to pass through the overlapping road segment is determined, and the current initial time and current end time are determined based on each of the first positions corresponding to the current overhead crane.

[0035] The current end time is the time when the current overhead crane arrives at the overlapping section;

[0036] When the current overhead crane is the first crane to pass through the overlapping road segment, the current initial time is the time when the distance between the current overhead crane and the overlapping road segment is the target distance;

[0037] When the current overhead crane is not the first crane to pass through the overlapping section consecutively, the current initial time is the previous current end time;

[0038] Based on the traffic sequence, determine the current preceding vehicle and the current following vehicle that continuously pass through the overlapping road segment;

[0039] Based on the first position of each of the overhead cranes and the vehicle control information, the distance between the current preceding vehicle and the current following vehicle is determined;

[0040] Based on the speed information of the current preceding vehicle and the distance between the current preceding vehicle and the current following vehicle, the speed and displacement planning information of the current following vehicle during the non-full-speed motion in the current time period are obtained, where the current time period is from the current initial time to the current end time.

[0041] The current following vehicle is taken as the new current preceding vehicle, and the current following vehicle corresponding to the new current preceding vehicle is determined based on the passage order. The step of determining the distance between the current preceding vehicle and the current following vehicle based on the first position of each of the overhead cranes and the vehicle control information is continued until all overhead cranes have been traversed according to the passage order.

[0042] 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 current end time are determined based on the first position corresponding to the current overhead crane, until the number of overhead cranes that have not passed the overlapping section is equal to the preset value.

[0043] In one embodiment, the method further includes:

[0044] Determine the current road segment where the following vehicle is located at the current initial time;

[0045] The compensation update of the estimated travel time of each road segment in the target map based on the travel time of each of the aforementioned overhead cranes includes:

[0046] Based on the traffic sequence, determine the target overhead crane in the current road segment at the current initial time;

[0047] Based on the delayed travel time of the target overhead crane, update the estimated travel time of the current road segment in the current time period.

[0048] In one embodiment, before obtaining the speed and displacement planning information of the current following vehicle during the current time period based on the speed information of the current preceding vehicle and the distance between the current preceding vehicle and the current following vehicle, the method further includes:

[0049] The current reference displacement of the current following vehicle is obtained based on the speed information of the current following vehicle, the current end time, and the current start time;

[0050] If the current reference displacement is greater than the distance between the current preceding vehicle and the current following vehicle, continue to execute the step of obtaining the speed and displacement planning information of the current following vehicle during the current time period based on the speed information of the current preceding vehicle and the distance between the current preceding vehicle and the current following vehicle;

[0051] If the current reference displacement is less than or equal to the distance between the current preceding vehicle and the current following vehicle, the estimated travel time of the current road segment in the current time period remains unchanged.

[0052] In one embodiment, obtaining the speed and displacement planning information of the current following vehicle during the current time period based on the speed information of the current preceding vehicle and the distance between the current preceding vehicle and the current following vehicle includes:

[0053] Based on the speed information of the current preceding vehicle, the speed constraint information of the current following vehicle is determined, wherein the speed constraint information includes that the final speed of the current following vehicle is less than or equal to the final speed of the current preceding vehicle.

[0054] Based on the distance between the current preceding vehicle and the current following vehicle, the displacement constraint information of the current following vehicle is determined, wherein the displacement of the current following vehicle is less than or equal to the distance between the current preceding vehicle and the current following vehicle;

[0055] Based on the speed constraint information and the displacement constraint information, speed and displacement planning are performed to obtain the speed and displacement planning information of the current following vehicle during the current time period when it is not moving at full speed.

[0056] In one embodiment, the speed constraint information also includes the speed of the current following vehicle changing with the speed of the current preceding vehicle.

[0057] In one embodiment, before processing the passage sequence, the first position of each of the overhead cranes, speed information, and vehicle control information based on the vehicle passage model to obtain the non-full-speed motion speed and non-full-speed motion displacement planning information of each of the overhead cranes, the method further includes:

[0058] In cases where there are overlapping sections after the overhead crane passes through different sections of the branch road area, the branch road traffic model is obtained as the vehicle traffic model for each overhead crane corresponding to the branch road area; the following vehicle traffic model is obtained as the vehicle traffic model for each other overhead crane.

[0059] In one embodiment, the vehicle traffic model is a branch road traffic model; determining the distance between the current preceding vehicle and the current following vehicle based on the first positions of each of the overhead cranes and the vehicle control information includes:

[0060] When the current preceding vehicle and the current following vehicle are located on different sections of the junction area, the first distance between the current following vehicle and the junction area is determined based on the first position of each of the overhead cranes at the current initial moment; the first distance is used as the distance between the current preceding vehicle and the current following vehicle.

[0061] In one embodiment, the vehicle traffic model is a following vehicle traffic model; determining the distance between the current preceding vehicle and the current following vehicle based on the first positions of each of the overhead cranes and the vehicle control information includes:

[0062] When all the overhead cranes travel sequentially on the same road segment, a second distance between the current preceding crane and the current following crane is determined based on the first position of each of the overhead cranes at the current initial moment; displacement planning information of the current preceding crane during non-full-speed motion is obtained; based on the second distance and the displacement planning information of the current preceding crane during non-full-speed motion, a third distance between the current preceding crane and the current following crane is determined at the current ending moment; and the third distance is used as the distance between the current preceding crane and the current following crane.

[0063] In one embodiment, before processing the passage sequence, the first position of each of the overhead cranes, speed information, and vehicle control information based on the vehicle passage model to obtain the non-full-speed motion speed and non-full-speed motion displacement planning information of each of the overhead cranes, the method further includes:

[0064] In cases where there are overlapping road sections after the overhead crane passes through different road sections in the branch road area, each overhead crane corresponding to the curved road section in the branch road area is obtained; when each overhead crane corresponding to the curved road section passes through the curved road section, each overhead crane corresponding to the curved road section is projected onto the straight road section in the branch road area; and a following traffic model is obtained as the vehicle traffic model for each overhead crane.

[0065] When all the overhead cranes travel sequentially on the same road segment, the following traffic model is obtained as the vehicle traffic model for each overhead crane.

[0066] In one embodiment, the vehicle traffic model is a following vehicle traffic model; determining the distance between the current preceding vehicle and the current following vehicle based on the first positions of each of the overhead cranes and the vehicle control information includes:

[0067] In cases where there are overlapping road sections after the overhead crane passes through different road sections in the branch area, the target position of the current preceding vehicle or the current following vehicle located on the curved road section is obtained as the first position of the current preceding vehicle or the current following vehicle at the current initial time. Then, the step of determining the second distance between the current preceding vehicle and the current following vehicle at the current initial time based on the first positions of each of the overhead cranes is continued to be executed, so as to obtain the distance between the current preceding vehicle and the current following vehicle.

[0068] In one embodiment, the method further includes:

[0069] Get the updated target map;

[0070] Obtain information on each handling task and each overhead crane;

[0071] Based on the updated target map, the allocation results of each transport task and each overhead crane are obtained.

[0072] Secondly, this application also provides a map updating device based on semiconductor transport paths, the device comprising:

[0073] The route planning module is used to obtain the first position of each crane at the first moment in the target map;

[0074] The passage order acquisition module is used to determine the planned path of each crane in the target map based on the first position of each crane, obtain the overlapping road segments that each crane will pass through according to the planned path, and determine the passage order of each crane to the overlapping road segments.

[0075] The information acquisition module is used to acquire the speed information and vehicle control information of each of the overhead cranes;

[0076] The delayed passage time acquisition module is used to process data information based on the passage order, the first position and speed information of each of the overhead cranes, and vehicle control information to obtain the passage time of each of the overhead cranes.

[0077] The map update module is used to compensate and update the estimated travel time of each road segment in the target map based on the travel time of each of the overhead cranes.

[0078] Thirdly, this application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the method in any of the above embodiments.

[0079] The aforementioned map update method, apparatus, and computer equipment based on semiconductor handling paths obtain the first position of each overhead crane at a first moment in the target map; determine the planned path of each overhead crane in the target map based on the first position of each overhead crane; obtain the overlapping road segments that each overhead crane will pass through according to the planned path; determine the passage order of each overhead crane to the overlapping road segments; and obtain the speed information and vehicle control information of each overhead crane; thus, based on the vehicle passage model, data information processing is performed 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 time of each overhead crane, the estimated passage time of each road segment in the target map is compensated and updated, so that subsequent crane and task matching is based on the updated target map, reducing the matching time between material handling tasks and overhead cranes and improving processing efficiency. Attached Figure Description

[0080] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0081] Figure 1 is an application environment diagram of a map update method based on semiconductor transport path in one embodiment;

[0082] Figure 2 is a flowchart illustrating a map update method based on semiconductor transport paths in one embodiment;

[0083] Figure 3 is a flowchart of the non-full-speed motion planning steps for each crane in one embodiment;

[0084] Figure 4 is a schematic diagram of a branch road traffic model in one embodiment;

[0085] Figure 5 is a first curve diagram of velocity and displacement planning in one embodiment;

[0086] Figure 6 is a schematic diagram of a vehicle-following traffic model in one embodiment;

[0087] Figure 7 is a second graph showing the velocity and displacement planning in one embodiment;

[0088] Figure 8 is a third curve diagram of velocity and displacement planning in one embodiment;

[0089] Figure 9 is a fourth curve diagram of velocity and displacement planning in one embodiment;

[0090] Figure 10 is a fifth curve diagram of velocity and displacement planning in one embodiment;

[0091] Figure 11 is a sixth curve diagram of velocity and displacement planning in one embodiment;

[0092] Figure 12 is a schematic diagram of a following vehicle traffic model in another embodiment;

[0093] Figure 13 is a flowchart illustrating a multi-path planning method for a semiconductor handling system in one embodiment;

[0094] Figure 14 is a flowchart illustrating a method for allocating transport tasks in one embodiment;

[0095] Figure 15 is a flowchart of a handling task allocation method in another embodiment;

[0096] Figure 16 is a structural block diagram of a map updating device based on semiconductor transport path in one embodiment;

[0097] Figure 17 is an internal structure diagram of a computer device in one embodiment;

[0098] Figure 18 This is a partial track system in one embodiment where each crane operates;

[0099] Figure 19 In one embodiment, a crane operates on an orbital system. Detailed Implementation

[0100] In order to make the purpose, technical solutions and advantages of this application more clearly understood, the present application is further described in detail below 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.

[0101] The map update method based on semiconductor material handling paths provided in this application can be applied to AMHS (Automatic Material Handling System) as shown in Figure 1. AMHS mainly includes a suspended track mounted on the ceiling, an overhead crane traveling on the track, storage devices located below or to the side of the track, production machines, and other equipment. The overhead crane stops when it reaches the target position along the track, and can pick up materials from the production machines, storage devices, or other equipment, or place materials onto the equipment. The track has interconnected straight sections, curved sections, and intersecting sections (also called branch lines). The overhead crane travels straight on the straight sections, changes direction on the curved sections, and merges or splits in the branch line area where the intersecting sections are located.

[0102] In AMHS, hundreds of overhead hoist transfer (OHT) machines operate on the same track system according to the instructions of the scheduling system, picking up wafer cassettes from the task start point and placing them at the task end point. Each hoist moves relatively independently along the track to perform its corresponding task, and after picking up the wafer cassette, it travels along the track system according to the path planned by the scheduling system.

[0103] Therefore, each task requires an overhead crane to perform, which necessitates path planning for each crane and the assignment of a corresponding task. In this application, a new task is obtained through the MCS (Multi-Channel System) and sent to the MSTC (Multi-Channel Control System). The MSTC system then calls the corresponding algorithm to allocate tasks and cranes, performs path planning based on the allocation results, and sends the planned path to the cranes so they can execute the corresponding tasks. The MSTC system sends the allocation results back to the MCS, allowing the MCS to monitor task execution. The MSTC system also calls the corresponding algorithm to perform crane path planning based on the target map and allocation results, updates the target map based on the planned crane paths, and sends the planned paths to the corresponding cranes so they can execute the tasks.

[0104] This application provides a map update method based on semiconductor material handling paths, comprising: obtaining the first position of each overhead crane at a first moment in a target map; determining the planned path of each overhead crane in the target map based on the first position of each overhead crane; obtaining the overlapping road segments that each overhead crane will pass through according to the planned path, and determining the passage order of each overhead crane to the overlapping road segments; obtaining the speed information and vehicle control information of each overhead crane; performing data information processing 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; and compensating and updating the estimated passage time of each road segment in the target map based on the passage time of each overhead crane. In this way, subsequent matching of overhead cranes and tasks is based on the updated target map, reducing the matching time between material handling tasks and overhead cranes and improving processing efficiency.

[0105] In an exemplary embodiment, as shown in FIG2, a map update method based on semiconductor transport paths is provided. Taking the application of this method to the MSTC system in FIG1 as an example, the method includes the following steps S202 to S210. Wherein:

[0106] S202: Obtain the first position of each crane at the first moment on the target map.

[0107] S204: Based on the first position of each crane, determine the planned path of each crane in the target map, obtain the overlapping road segments that each crane will pass through according to the planned path, and determine the passage order of each crane to the overlapping road segments.

[0108] The planned path of the overhead crane is generated based on the transport tasks assigned to it, such as the start and end points of the assigned transport tasks and the target map. It should be noted that this planned path includes several initial positions on the target map; therefore, the planned path is generated based on the target map, the start and end points of the transport tasks, and the current position of the crane. The planned path for each crane includes its initial position on the target map at each initial moment, for example, pi = , where pi represents the planned path of the i-th crane, where This represents the first position of the i-th crane at the first moment T. Specific constraints regarding the target map can be found below.

[0109] An overlapping section is the overlapping part of the planned paths of at least two overhead cranes. It can be determined whether any two overhead cranes' planned paths have an overlapping section based on each first position in the planned paths. If an overlapping section exists, the passage order of each overhead crane arriving at the overlapping section is determined. Optionally, when it is determined that any two overhead cranes' planned paths have an overlapping section based on each first position in the planned paths, the overhead cranes corresponding to the overlapping sections are added to a set, and the passage order of the overhead cranes is determined based on the first moment each overhead crane in each set arrives at the overlapping section. Arrival at the overlapping section can be the starting position of arrival at the overlapping section, i.e., the starting overlapping position of each overhead crane's planned path.

[0110] S206: Obtain speed information and vehicle control information for each crane.

[0111] The speed information of the overhead crane includes the current speed of the overhead crane, which can be assigned to the overhead crane through model planning and design or calculation; or the current speed can be reported by the overhead crane, that is, as the initial speed of the overhead crane when calculating the delay passage time of each overhead crane.

[0112] Vehicle control information may include an acceleration / deceleration model and / or a safety distance. The acceleration / deceleration model refers to the acceleration during crane acceleration and the deceleration during deceleration; these accelerations and decelerations can be constant or variable, without specific limitations. The safety distance is the distance between any two cranes that will not collide.

[0113] S208: Based on the passage sequence, the first position of each crane, speed information, and vehicle control information, data information processing is performed to obtain the passage time of each crane.

[0114] In one optional embodiment, the travel time of the overhead crane includes at least one of the following: the second travel time of each overhead crane through each segment of the target map, the delayed travel time of each overhead crane through each segment of the target map, and the relative travel time of each overhead crane through each segment of the target map; the delayed travel time is obtained based on the first travel time of each overhead crane using the target speed (full speed) to pass through each segment of the target map; or the relative travel time is the difference between the second travel times of each overhead crane calculated in two adjacent cycles.

[0115] In one embodiment, the travel time of the overhead cranes includes the delayed travel time of each overhead crane through each segment of the target map and / or the relative travel time of each overhead crane through each segment of the target map.

[0116] The method for obtaining the second passage time of each overhead crane through each road segment in the target map includes: processing the passage sequence, the first position of each overhead crane, speed information and vehicle control information based on the vehicle passage model to obtain the speed and displacement planning information of each overhead crane's non-full-speed movement; and obtaining the second passage time of each overhead crane based on the speed and displacement planning information of each overhead crane's non-full-speed movement.

[0117] The overhead crane's delayed passage time is the time it takes to travel through the corresponding road segment compared to when the crane travels at a target speed. This target speed can be the crane's full-speed speed, such as its maximum speed. Therefore, the delayed passage time is the difference between the second passage time corresponding to the crane's non-full-speed movement and the first passage time corresponding to the crane's full-speed movement. Note that the target speed and the non-full-speed movement speed are not equal.

[0118] In one embodiment, the relative travel time is the difference between the second travel times calculated by the vehicle traffic model processing cycles of two adjacent cranes within a map update cycle; wherein the map update cycle is longer than the vehicle traffic model processing cycle. Specifically, the map update cycle is, for example, 10 seconds, and the vehicle traffic model calculation cycle for calculating the second travel time of the crane is 2 seconds. Therefore, the second travel time of a crane calculated within 10 seconds can be iterated 5 times, and the difference between two adjacent second travel times is the relative travel time of that crane. Two adjacent vehicle traffic model processing cycles are denoted as the previous cycle and the next cycle. For a crane, the previous second travel time in the previous cycle and the next second travel time in the next cycle can be obtained. 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.

[0119] In some embodiments, the relative travel time is the difference between the second travel times calculated from two adjacent map update cycles for each crane. The update cycles of two adjacent target maps are denoted as the previous cycle and the next cycle. For a single crane, the previous second travel time in the previous cycle and the next second travel time in the next cycle can be obtained. The difference between the next second travel time and the previous second travel time is the current relative travel time. The map can be the target map.

[0120] The impact 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, thus making the passage time of the following vehicle longer.

[0121] The impact of the first position of each overhead crane on the delayed passage time is due to the need to maintain a safe distance between each crane.

[0122] The impact of speed information on travel delays is that if the speed of the vehicle in front is less than the speed of the vehicle behind, the two vehicles may collide within a certain period of time. Therefore, it is necessary to control the vehicle behind to decelerate and / or the vehicle in front to accelerate.

[0123] The acceleration / deceleration model in the vehicle control information is used to control the speed of the crane based on the speed information, while the safety distance is used to control the distance between the cranes based on the first position of each crane.

[0124] In one optional embodiment, the travel time of the overhead crane includes a delayed travel time; data processing is performed based on the travel sequence, the first position and speed information of each overhead crane, and vehicle control information to obtain the travel time of each overhead crane, including: processing the travel sequence, the first position and speed information of each overhead crane, and vehicle control information based on the vehicle travel model to obtain the speed and displacement planning information of each overhead crane for non-full-speed movement; obtaining the first travel time of each overhead crane based on the displacement planning information of each overhead crane for non-full-speed movement and the target speed of each overhead crane; obtaining the second travel time of each overhead crane based on the speed and displacement planning information of each overhead crane for non-full-speed movement; and using the difference between each second travel time and the corresponding first travel time as the delayed travel time of each overhead crane.

[0125] Due to the influence of the preceding vehicle, the following vehicle is moving at a non-full speed, which delays the arrival time of the following vehicle at the overlapping section. Therefore, based on the vehicle traffic model, the traffic sequence, the first position of each crane, the speed information, and the vehicle control information can be processed to obtain the speed and displacement planning information of each crane's non-full speed movement.

[0126] In the process of speed and displacement planning for non-full-speed movement, the preceding and following vehicles can be determined based on the passage order. Then, by planning the speed and displacement, the following vehicles will not collide with the preceding vehicles when they reach the overlapping section. This yields the speed and displacement planning information for the following vehicles during non-full-speed movement. Based on this displacement planning information, 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 and displacement planning information for each following vehicle during non-full-speed movement, the second passage time for each overhead crane during non-full-speed movement can be obtained to ensure that the following vehicles do not collide with the preceding vehicles. The difference between each second passage time and the corresponding first passage time is used as the delayed passage time for each overhead crane.

[0127] S210: Based on the travel time of each overhead crane, the estimated travel time of each road segment in the target map is updated and compensated.

[0128] The aforementioned map update method based on semiconductor handling paths obtains the first position of each overhead crane at a first moment in the target map; determines the planned path of each overhead crane in the target map based on its first position; obtains the overlapping road segments that each overhead crane will pass through according to the planned path; determines the passage order of each overhead crane to the overlapping road segments; and obtains the speed information and vehicle control information 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 processing is performed to obtain the travel time of each overhead crane. Based on the travel time of each overhead crane, the estimated travel time of each road segment in the target map is updated and compensated. Therefore, subsequent crane and task matching is based on the updated target map, reducing the matching time between material handling tasks and overhead cranes and improving processing efficiency.

[0129] In one optional embodiment, determining the planned path of each overhead crane in the target map based on the first position of each crane includes: obtaining the transportation task corresponding to each crane based on the allocation result of each transportation task and the crane; obtaining the starting point and ending point of each transportation task; obtaining the target map, which includes the estimated travel time of each road segment; and performing path planning based on the current position of each crane, the starting point and ending point of each task, and the estimated travel time of each road segment to obtain the planned path of each crane.

[0130] The allocation results of each transport task and each overhead crane are obtained by MSTC calling the task allocation algorithm. The input of the task allocation algorithm is each transport task, each overhead crane, and the target map. The output is the allocation results of each transport task and each overhead crane. Specific limitations can be found below.

[0131] In this embodiment, MSTC calls the path planning algorithm to implement the path planning of each crane. The input of the path planning algorithm is the task start point and end point corresponding to each transport task and the target map obtained based on the allocation results of each transport task and each crane. The output is the planned path of each crane.

[0132] After each transport task is assigned to a crane, the starting point of each crane's path becomes the starting point of the transport task, and the ending point becomes the ending point of the transport task. In other optional embodiments, if the crane is a pre-booked crane, meaning the crane needs to complete a delivery before starting a new transport task, then the crane's delivery path is the already planned semiconductor transport path. The new path to be planned for the 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 ending 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 then the path from the starting point to the ending point can be planned after the crane arrives at the starting point, or all paths can be planned at once. No specific limitation is made here.

[0133] In one optional embodiment, path planning is performed based on the current location of each crane, the start and end points of each task, and the estimated travel time of each road segment to obtain the planned path of each crane. This includes: constructing a path planning model based on the current location of each crane, the start and end points of each task, and the estimated travel time of each road segment; and solving the path planning model based on the total task execution time of each transport task to obtain the planned path of each crane.

[0134] The target map includes locations and road segments, with each road segment including an estimated travel time. Assume the target map G = (B, E), where B is a location on the target map and E is a road segment. There are k transport tasks, corresponding to k overhead cranes A = {a1, a2, ..., ak}. Each crane's starting point si ∈ B and ending point gi ∈ B, and the point occupied by crane ai at any given time is unique. Establish a path planning model and solve it. The goal is to find a set of paths P = {p1, p2, ..., pk} such that the total task execution time of the cranes meets the requirement, for example, minimizing the total task execution time. Here, pi represents the path of ai, pi = ... pi consists of a set of vertices, where T>0.

[0135] In this embodiment, the path planning model can be solved using the RHCR (Rolling-Horizon Collision Resolution) algorithm. Other algorithms can also be used in other embodiments, and no specific limitation is made here.

[0136] In one optional embodiment, the method further includes: obtaining conflict constraint information, which includes 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 towards each other on the same road segment at any time; and solving the path planning model based on the total task execution time of each transport task to obtain the planned path of each overhead crane, including: solving the path planning model based on the total task execution time and conflict constraint information of each transport task to obtain the planned path of each overhead crane.

[0137] Point conflict constraint information refers to the situation where any two overhead cranes are in different positions at any given time. This is not true, as both the overhead crane ai and aj are located at position b at time t.

[0138] The line conflict constraint information is that at any given time, no two overhead cranes can travel towards each other on the same road segment, i.e. This is not true; that is, it is not true that the overhead cranes ai and aj cross the same road segment in opposite directions at the same time.

[0139] In this way, by solving the path planning model, a set of paths P={p1,p2..pk} is found such that the total task execution time of the overhead crane meets the requirements, and any two paths are conflict-free, including no point conflicts and no line conflicts.

[0140] In the above embodiments, when planning the path using the target map, time and space are introduced, and the resulting planned path also includes time and space, laying the foundation for subsequent updates to the target map and for subsequent control of the overhead crane.

[0141] In one optional embodiment, referring to Figure 3, which is a flowchart of the non-full-speed motion planning steps for each crane in one embodiment, the non-full-speed motion planning steps for each crane involve processing the passage sequence, the first position of each crane, speed information, and vehicle control information based on the vehicle passage model to obtain the delayed passage time of each crane and the speed and displacement planning information for the non-full-speed motion of each crane, including:

[0142] S302: Determine the current overhead crane to pass through the overlapping road segment based on the passage order, and determine the current initial time and current end time based on the first position corresponding to the current overhead crane. The current end time is the time when the current overhead crane arrives at the overlapping road segment.

[0143] Specifically, when the current overhead crane is the first crane to pass through an overlapping section consecutively, the current initial time is the time 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 crane to pass through an overlapping section consecutively, the current initial time is the previous current end time.

[0144] Referring to Figure 4, which is a schematic diagram of a branch passage model in one embodiment, in this embodiment, each overhead crane passes through the overlapping section in sequence. Therefore, the current overhead crane passing through the overlapping section can be determined sequentially based on this passage order. As shown in Figure 4, firstly, overhead crane OHT1 is taken as the current overhead crane passing through the overlapping section, and the speed and displacement planning for non-full-speed movement of overhead crane OHT2 and overhead crane OHT3 is performed. Then, overhead crane OHT2 is taken as the current overhead crane, and the speed and displacement planning for non-full-speed movement of overhead crane OHT3 is performed.

[0145] When the current overhead crane is the first crane to continuously pass through an overlapping section, the current initial time is the moment when the distance between the current crane and the overlapping section equals the target distance. Specifically, it's the moment when the distance between the current crane's first position and the starting point of the overlapping section equals the target distance. This target distance can be a pre-set fixed distance, such as 10 meters, or other values ​​in other embodiments. When the current crane is not the first crane to continuously pass through an overlapping section, the current initial time is the previous current end time, the moment the previous current crane passed through the overlapping section. The current end time is the moment the current crane arrives at the overlapping section, i.e., the moment it arrives at the starting point of the overlapping section.

[0146] The current time period is obtained based on the current initial time and the current end time. This application requires the delay time of each following vehicle due to the passage of the preceding vehicle in each current time period, and obtains the delay time of each following vehicle's road segment based on the delay time.

[0147] S304: Determine the current preceding and following vehicles that continuously pass through overlapping road segments based on the traffic sequence.

[0148] This embodiment involves two loops. The first loop is the vehicle loop, which requires calculating the speed and displacement planning information for each following vehicle due to the non-full-speed motion caused by the preceding vehicle within each current time period. The second loop is the current time period loop, which requires calculating the speed and displacement planning information for each following vehicle under each current time period.

[0149] This step is for the first cycle. As shown in Figure 4, when there are three overhead cranes, cranes OHT2 and OHT3 are not moving at full speed because crane OHT1 passes through the overlapping section. Therefore, it is necessary to calculate the non-full speed movement of cranes OHT2 and OHT3 in turn, so as to determine the current preceding and following cranes based on the traffic order. In the first cycle of the traffic in Figure 4, the current preceding crane is crane OHT1 and the current following crane is crane OHT2; in the second cycle, the current preceding crane is crane OHT2 and the current following crane is crane OHT3.

[0150] S306: Based on the first position of each crane and vehicle control information, determine the distance between the current preceding crane and the current following crane.

[0151] The distance between the vehicle in front and the vehicle behind is to ensure a safe distance. This distance is not the actual distance between the vehicles in front and the vehicle behind, but rather the maximum displacement of the vehicle behind in the current time period.

[0152] Optionally, if the current preceding vehicle and the current following vehicle are on the same road segment in the branch area or on a straight road segment, the maximum displacement can be the sum of the displacement of the current preceding vehicle in the current time period and the distance between the current preceding vehicle and the current following vehicle at the current initial moment. If the current preceding vehicle and the current following vehicle are on different road segments in the branch area, the maximum displacement is the distance between the current following vehicle and the overlapping road segment at the current initial moment.

[0153] S308: Based on the speed information of the current preceding vehicle and the distance between the current preceding vehicle and the current following vehicle, obtain the speed and displacement planning information of the current following vehicle during the current time period when it is not moving at full speed. The current time period is from the current initial time to the current end time.

[0154] The main purpose of speed and displacement planning is to ensure that the vehicle in front and the vehicle behind do not collide in the current time period, thereby obtaining the speed and displacement planning information of the vehicle behind, which is not moving at full speed.

[0155] This involves introducing a velocity and displacement model. The displacement of the current following vehicle is constrained based on the distance between the current preceding vehicle and the current following vehicle, and the displacement of the current following vehicle is constrained based on the velocity information of the current preceding vehicle. This yields the velocity and displacement planning information of the current following vehicle during the current time period, which are not at full speed.

[0156] S310: Take the current following vehicle as the new current preceding vehicle, determine the current following vehicle corresponding to the new current preceding vehicle based on the passage order, and continue to execute the step of determining the distance between the current preceding vehicle and the current following vehicle based on the first position of each crane and vehicle control information, until all cranes have been traversed according to the passage order.

[0157] S312: When the number of overhead cranes that have not passed the overlapping section is greater than the 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 current end time are determined based on the first position corresponding to the current overhead crane, until the number of overhead cranes that have not passed the overlapping section is equal to the preset value.

[0158] Step S310 is the control step of the first loop. If the current overhead crane is overhead crane OHT1, then the overhead cranes that need to be traversed are overhead crane OHT2 and overhead crane OHT3; if the current overhead crane is overhead crane OHT2, then the overhead cranes that need to be traversed are overhead crane OHT3. Each time, it is necessary to traverse all the overhead cranes arranged in the passage order to complete the first loop.

[0159] Step S312 is the control step of the second cycle. If the number of overhead cranes that have not passed the overlapping road segment is greater than the preset value (which can be 1), then it is necessary to continue to determine the next overhead crane to pass the overlapping road segment as the current overhead crane based on the passage order, and determine the current time period in order to calculate the delay passage time of each subsequent crane under the new current time period.

[0160] In the above embodiment, the delay time of each following vehicle in each current time period is calculated by two loops, so as to calculate the delay time of the corresponding road segment.

[0161] In one optional embodiment, the method further includes: determining the current road segment where the current following vehicle is located at the current initial time; compensating and updating the estimated travel time of each road segment in the target map based on the travel time of each overhead crane, including: determining the target overhead crane in the current road segment at the current initial time based on the travel order; and updating the estimated travel time of the current road segment in the current time period based on the delayed travel time of the target overhead crane.

[0162] In this application, the current road segment where the following vehicle is located at the current initial moment is first determined. After calculating the speed and displacement planning information of the following vehicle's non-full-speed movement, the delayed passage time of the following vehicle can be calculated. The delayed passage time of a road segment is the delayed passage time of the last overhead crane in that road segment. Therefore, it is necessary to determine the target overhead crane in the current road segment at the current initial moment based on the passage order. Optionally, it can be the last overhead crane. Based on the delayed passage time of the last overhead crane, the estimated passage time of the current road segment 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.

[0163] As shown in Figure 4, when overhead crane OHT1 arrives at the overlapping section from the current initial time to the current end time, overhead crane OHT2 is located in section P-P1, and overhead crane OHT3 is located in section P1-P2. Therefore, the estimated travel time of section P-P1 is obtained based on the delayed travel time of overhead crane OHT2 in the current time period, and the estimated travel time of section P1-P2 is obtained based on the delayed travel time of overhead crane OHT3 in the current time period.

[0164] In one optional embodiment, before obtaining the speed and displacement planning information of the current following vehicle during the current time period based on the speed information of the current preceding vehicle and the distance between the current preceding vehicle and the current following vehicle, the method further includes: obtaining the current reference displacement of the current following vehicle based on the speed information of the current following vehicle, the current end time, and the current initial time; if the current reference displacement is greater than the distance between the current preceding vehicle and the current following vehicle, continuing to execute the step of obtaining the speed and displacement planning information of the current following vehicle during the current time period based on the speed information of the current preceding vehicle and the distance between the current preceding vehicle and the current following vehicle; if the current reference displacement is less than or equal to the distance between the current preceding vehicle and the current following vehicle, keeping the estimated travel time of the current road segment unchanged during the current time period.

[0165] In this embodiment, the speed and displacement planning for the current following vehicle is used to determine whether it is necessary to perform non-full-speed movement. In other words, if the current preceding vehicle and the current following vehicle do not pass through the overlapping road section within a certain time range, but are far apart in time, the passage of the current preceding vehicle will not affect the passage of the current following vehicle.

[0166] Therefore, the current reference displacement of the following vehicle is calculated based on the speed information of the following vehicle, the current end time, and the current start time. This current reference displacement = the speed information of the following vehicle * the current time period.

[0167] If the current reference displacement is greater than the distance between the vehicle in front and the vehicle behind, it means that if the vehicle behind is traveling at the current speed, the vehicle behind and the vehicle in front may collide. Therefore, it is necessary to plan the speed and displacement of the vehicle behind, meaning that there is a delay time for the vehicle behind.

[0168] If the current reference displacement is less than or equal to the distance between the current preceding vehicle and the current following vehicle, then the current following vehicle and the current preceding vehicle cannot collide. Therefore, there is no need to plan the speed and displacement of the current following vehicle, and the delay time of the road segment where the current following vehicle is located is 0, thus keeping the estimated travel time of the current road segment unchanged in the current time period.

[0169] Alternatively, since the current vehicle in front does not affect the passage of the vehicle behind it, it is also impossible for it to affect the passage of vehicles after the vehicle behind it. Therefore, the overhead cranes corresponding to the overlapping road segment can be split based on the current vehicle behind it and the passage order to obtain two sets, and then the overhead cranes in each set can be processed according to the above method.

[0170] In the above embodiments, it is determined whether the speed and displacement planning of the rear vehicle needs to be performed on the rear vehicle for non-full-speed movement based on the current reference displacement and the distance between the front and rear vehicles, thereby reducing the amount of calculation and improving processing efficiency.

[0171] In one optional embodiment, based on the speed information of the current preceding vehicle and the distance between the current preceding vehicle and the current following vehicle, the speed and displacement planning information of the current following vehicle during the current time period for its non-full-speed motion is obtained. This includes: determining speed constraint information of the current following vehicle based on the speed information of the current preceding vehicle, wherein the speed constraint information includes that the final speed of the current following vehicle is less than or equal to the final speed of the current preceding vehicle; determining displacement constraint information of the current following vehicle based on the distance between the current preceding vehicle and the current following vehicle, wherein the displacement of the current following vehicle is less than or equal to the distance between the current preceding vehicle and the current following vehicle; and performing speed and displacement planning based on the speed constraint information and the displacement constraint information to obtain the speed and displacement planning information of the current following vehicle during the current time period for its non-full-speed motion.

[0172] In one alternative embodiment, the speed constraint information also includes the variation of the speed of the current following vehicle with the speed of the current preceding vehicle.

[0173] In this embodiment, the speed and displacement planning of the current following vehicle during the current time period can be obtained based on the analysis of speed and displacement changes, and constrained by corresponding constraint information. As shown in Figure 5, where overhead crane OHT1 is the current preceding vehicle and overhead crane OHT2 is the current following vehicle, if the speed V1 of overhead crane OHT1 is less than the speed V2 of overhead crane OHT2, and if overhead crane OHT1 is moving at a constant speed, overhead crane OHT2 will decelerate to the speed of overhead crane OHT1. Specifically, the speed constraint information includes that the final speed of the current following vehicle is less than or equal to the final speed of the current preceding vehicle, and the displacement constraint information is that the displacement of the current following vehicle is less than or equal to the distance between the current preceding and following vehicles. Based on the speed constraint information and the displacement constraint information, speed curves and displacement curves are plotted to obtain the speed and displacement planning information of the current following vehicle during the current time period during its non-full-speed movement.

[0174] In one optional embodiment, before processing the passage sequence, the first position of each crane, speed information, and vehicle control information based on the vehicle passage model to obtain the speed and displacement planning information of each crane's non-full-speed movement, the method further includes: in the case where there are overlapping sections after each crane passes through different sections of the branch road area, obtaining the branch road passage model as the vehicle passage model of each crane corresponding to the branch road area; and obtaining the following vehicle passage model as the vehicle passage model of other cranes.

[0175] The vehicle traffic model in this embodiment includes a branch road model and a following road model. In the branch road model, the overhead crane passes through different sections of the branch road area and there are overlapping sections, so the overhead crane is located in different sections of the branch road area. In the following road model, the overhead crane passes through the same sections in sequence.

[0176] In one optional embodiment, the vehicle passing model is a branch passing model; based on the first positions of each overhead crane and the vehicle control information, determining the distance between the current leading vehicle and the current following vehicle includes: when the current leading vehicle and the current following vehicle are located in different sections of the branch area, determining the first distance between the current following vehicle and the branch area at the current initial moment based on the first positions of each overhead crane.

[0177] In one optional embodiment, the vehicle passing model is a following vehicle passing model; based on the first positions of each overhead crane and the vehicle control information, determining the distance between the current leading vehicle and the current following vehicle includes: when each overhead crane is traveling in sequence on the same section, determining the second distance between the current leading vehicle and the current following vehicle at the current initial moment based on the first positions of each overhead crane; obtaining the displacement planning information of the current leading vehicle in non-full-speed motion, and based on the second distance and the displacement planning information of the current leading vehicle in non-full-speed motion, determining the third distance between the current leading vehicle and the current following vehicle at the current end moment, and taking the third distance as the distance between the current leading vehicle and the current following vehicle.

[0178] Specifically, as shown in FIGS. 4 and 5, in this embodiment, three overhead cranes are used 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 sequence 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 branch area, the branch passing model needs to be used. Based on the overhead crane OHT2 and the overhead crane OHT1, determine the first distance between the overhead crane OHT2 and the branch area at the current initial moment; take the first distance as the distance between the current leading vehicle and the current following vehicle. Combining with FIG. 4, that is, L2 is the distance between the overhead crane OHT2 and the overhead crane OHT1.

[0179] The current time period is (t0, t1). Therefore, it is judged whether the displacement S2 of the overhead crane OHT2 at the current speed in (t0, t1) is greater than L2.

[0180] 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 pi.

[0181] If S2 = V2 * (t1 - t0) > L2, then the overhead crane OHT2 needs to decelerate to avoid colliding with the overhead crane OHT1 at point P. Referring to Figure 5, we perform velocity and displacement planning for the overhead crane OHT2 to ensure that its displacement satisfies the displacement constraint S2 ≤ L2 and its velocity satisfies the velocity constraint V2 <= V1. That is, the final velocity of the overhead crane OHT2 is less than or equal to the final velocity of the overhead crane OHT1. Therefore, the displacement of the overhead crane OHT2 during the time interval t1-t0 can be calculated. and final velocity .

[0182] In one optional embodiment, referring to Figure 6, which is a schematic diagram of a following model in one 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 reaches point P, so the overhead cranes OHT1, OHT2, and OHT3 are on a straight track. Therefore, a following model is required, and the displacement planning information of the non-full-speed motion of the overhead crane OHT2 is also obtained. Thus, the distance between the overhead crane OHT3 and the overhead crane OHT2 can be calculated. Furthermore, the speed and non-full-speed motion displacement planning information of the overhead crane OHT3 can be calculated based on the speed of the overhead crane OHT2 and the distance between the overhead crane OHT3 and the overhead crane OHT2.

[0183] For overhead crane OHT3, since overhead cranes OHT2 and OHT3 are located on the same section of the branch road, a following model is adopted. Based on the first position of overhead cranes OHT2 and OHT3, the second distance between overhead cranes OHT2 and OHT3 at the current initial moment is determined. The displacement planning information of the non-full-speed motion of overhead crane OHT2 is obtained. Based on the second distance and the displacement planning information of the non-full-speed motion of overhead crane OHT2, the third distance between overhead cranes OHT2 and OHT3 at the current end moment is determined, and the third distance is used as the distance between overhead cranes OHT2 and OHT3.

[0184] Determine whether the displacement S3 of OHT3 at its current velocity during the time interval t1-t0 is greater than the second distance L3+. .

[0185] If S3 = v3*(t1-t0) <L3+ This ensures a safe distance, eliminates the need to slow down, and allows passage through point P at time t3, while maintaining the estimated travel time of road segment P1P2, where OHT3 is located, unchanged during the time period t0-t1.

[0186] If S3 = v3 * (t1 - t0) > L3 + , then OHT3 needs to decelerate to avoid colliding with the overhead crane OHT2. Combining with Figure 5, the speed and displacement of the overhead crane OHT3 are planned so that the displacement of the 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. Thus, the displacement of the overhead crane OHT3 during the period t1 - t0 can be obtained and the final speed .

[0187] Since there are several situations for the speed of the overhead crane OHT1, they are discussed and explained separately as follows:

[0188] As shown in Figure 5, 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.

[0189] As shown in Figure 7, 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.

[0190] As shown in Figure 8, 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 according to the final speed of the overhead crane OHT1, the overhead crane OHT2 follows; the overhead crane OHT3 follows the overhead crane OHT2 according to the final speed of the overhead crane OHT2.

[0191] As shown in Figure 9, 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 according to the final speed of the overhead crane OHT1, the overhead crane OHT2 follows; the overhead crane OHT3 follows the overhead crane OHT2 according to the final speed of the overhead crane OHT2.

[0192] As shown in Figure 10, 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 the moment 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 the moment t1.

[0193] As shown in FIG. 11, when V2 < V1, if the speed change of the overhead crane OHT1 is deceleration followed by uniform speed, the speed change of the overhead crane OHT2 is also deceleration followed by uniform speed to follow the overhead crane OHT1, and the speed change of the overhead crane OHT3 is also deceleration followed by uniform speed to follow 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 the moment 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 the moment t1.

[0194] In one optional embodiment, before processing the passing sequence, the first positions and speed information of each overhead crane, and the vehicle control information based on the vehicle passing model to obtain the speed of the non-full-speed movement of each overhead crane and the displacement planning information of the non-full-speed movement, it further includes: in the case where there is an overlapping section after the overhead crane passes through different sections of the fork area, obtaining each overhead crane corresponding to the curved road section in the fork area; when each overhead crane corresponding to the curved road section passes through the curved road section, projecting each overhead crane corresponding to the curved road section to the straight road section of the fork area; obtaining the car-following passing model as the vehicle passing model of each overhead crane; in the case where each overhead crane travels in the same section sequence, obtaining the car-following passing model as the vehicle passing model of each overhead crane.

[0195] In one optional embodiment, the vehicle passing model is a car-following passing model; based on the first positions of each overhead crane and the vehicle control information, determining the distance between the current leading vehicle and the current following vehicle includes: in the case where there is an overlapping section after the overhead crane passes through different sections of the fork area, obtaining the target position of the current leading vehicle or the current following vehicle located in the curved road section projected to the straight road section as the first position of the current leading vehicle or the current following vehicle at the current initial moment, determining the second distance between the current leading vehicle and the current following vehicle at the current initial moment based on the first positions of each overhead crane, determining the third distance between the current leading vehicle and the current following vehicle at the current end moment based on the second distance and the displacement planning information of the non-full-speed movement of the current leading vehicle, and taking the third distance as the distance between the current leading vehicle and the current following vehicle.

[0196] As shown in FIG. 12, in this embodiment, the fork model and the car-following model are classified into the car-following model. In this embodiment, in the case where there is an overlapping section after the overhead crane passes through different sections of the fork area, the overhead crane in the curved road section is projected to the straight road section, and then the car-following model is used to calculate the speed and the displacement planning information of the non-full-speed movement.

[0197] In cases where there are overlapping road sections after the overhead crane passes through different road sections in the branch area, the target position of the current preceding or following vehicle located on the curved road section is obtained by projecting it onto the straight road section as the first position of the current preceding or following vehicle at the current initial time. In this way, the distance between the current preceding and following vehicles is calculated in the same way as the straight road model above. Combined with the distance between overhead cranes OHT1 and OHT2 in Figure 12, which is L2', it will not be elaborated here.

[0198] In one optional embodiment, the method further includes: obtaining an updated target map; obtaining information on each transport task and each overhead crane; and obtaining the allocation results of each transport task and each overhead crane based on the updated target map.

[0199] In this embodiment, after the target map is updated, it is also used for the allocation of each transport task and each overhead crane. Specifically, the updated target map includes the estimated travel time of each road segment, so that the task cost corresponding to any overhead crane performing the corresponding transport task can be determined based on these estimated travel times, and then the allocation result of each transport task and each overhead crane can be determined based on the total task cost.

[0200] For ease of understanding, referring to Figure 13, MSTC first obtains the initial state of the target map. This initial state includes the estimated travel time between any two points at full speed for each crane. Then, based on each transport task, each crane, and the target map in the initial state, allocation is performed to obtain the allocation results for each transport task and each 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. The allocation step is then performed based on the target map, each transport task, and each crane, and the above allocation step and path planning step are repeated until the end.

[0201] In an exemplary embodiment, as shown in FIG14, a method for assigning transport tasks is provided. Taking the application of this method to the MSTC system in FIG1 as an example, the method includes the following steps 1402 to 1408. Wherein:

[0202] S1402: Obtain the target map generated periodically based on the planned path of each crane. The target map includes the estimated travel time for any road segment.

[0203] The target map is generated periodically based on the planned paths of each overhead crane, and includes the estimated travel time for any segment. Furthermore, the planned paths for each crane are generated in real time, making both the planned paths and the resulting target map dynamic. Initially, since there are no cranes and no tasks, the initial target map uses the estimated travel time for each crane to travel at full speed through any segment as the estimated travel time. When cranes are traveling on the tracks, the estimated travel time for any segment is calculated based on their planned paths. It's important to note that the planned paths for the cranes here are obtained by planning the paths of cranes already assigned transport tasks; the assigned crane for each task can be the result of the previous assignment cycle.

[0204] Optionally, the target map is acquired periodically in this application so that the basis for each semiconductor handling task and crane allocation is the real-time target map, which fully takes into account the crane's driving environment, that is, takes into account the impact of path planning on task matching, and improves the accuracy of task and crane matching.

[0205] S1404: Obtain information on each handling task and each overhead crane.

[0206] In one optional embodiment, obtaining information on each transport task and each overhead crane includes: obtaining an initial transport task and obtaining each transport task based on the initial transport task; the initial transport task includes a target transport task and a transport task newly added in the current cycle, the target transport task being a task that was allocated to an overhead crane in the previous allocation cycle but not completed; obtaining the overhead crane corresponding to the target transport task and the currently idle overhead crane as the overhead crane.

[0207] The handling tasks can include handling tasks newly added in the current allocation period. Optionally, the handling tasks can also include target handling tasks that were assigned to the overhead crane in the previous allocation period but were not completed. These target handling tasks can be understood as handling tasks that were not completed in the previous period. The handling tasks that were not completed in the previous period include handling tasks that have not been picked up (handling tasks where the overhead crane moves to the pickup point). It should be noted that acquiring the handling task here includes acquiring the pickup location, drop location, task type, and task information. The pickup and drop locations can be represented using the track information and specific location information of the storage devices at the time of pickup and drop. The task type includes a first task type (handling tasks newly added in this cycle), a second task type (target handling tasks), and other task types. For the first task type, after acquiring the corresponding pickup and drop locations, the overhead crane should execute the pickup task first, then the drop task. For the second task type, after acquiring the corresponding drop location and pickup location, the overhead crane should execute the drop task first, then the pickup task. Other task types include situations where, in an allocation cycle, the number of overhead cranes exceeds the number of tasks, and some overhead cranes should operate in specific areas to be allocated to handling tasks in the next cycle. These specific areas are usually areas with high handling frequency, which can reduce the time spent by the overhead cranes traveling to the pickup location corresponding to the task. The task information includes at least the task number, task location information, and task type information.

[0208] The overhead cranes include at least one of the following: idle overhead cranes within the current allocation period and overhead cranes corresponding to the target transport task. Idle overhead cranes are those currently unassigned tasks, including those that have never been assigned tasks and those released after the previous period's task was completed. The overhead cranes corresponding to the target transport task include at least one of two types: the first-day overhead crane and the second-day overhead crane. The first-day overhead crane is the one that goes to the pick-up point of the transport task, i.e., the overhead crane that performs the transport task without picking up the goods. The second-day overhead crane is the one that goes to the drop-off point of the transport task, i.e., the overhead crane that performs the transport task after picking up the goods but not dropping them off. It should be noted that the overhead cranes mentioned here refer to those that need to be reassigned for transport tasks. Therefore, after these overhead cranes are reassigned, route planning needs to be re-performed; that is, currently, these overhead cranes do not have a planned path to execute the transport tasks assigned in this allocation period.

[0209] Furthermore, it should be noted that this application iterates the handling tasks and overhead cranes related to the previous allocation cycle to the current allocation cycle (where handling tasks related to the previous allocation cycle refer to incomplete handling tasks; overhead cranes related to the previous allocation cycle refer to overhead cranes with incomplete handling tasks and overhead cranes released after completing handling tasks). This allows the relevant parameters between adjacent allocation cycles to be dynamically updated, the parameters used by the task matching model in the current allocation cycle to be closer to the actual operating scenario, and the allocation method for handling tasks and overhead cranes to be more likely to obtain the optimal solution. This solves the problem that ignoring the allocation results of the previous allocation cycle leads to the allocation of handling tasks and overhead cranes in the current allocation cycle not being the optimal solution. It should also be noted that the overhead cranes here refer to the overhead cranes in the software domain, which can be understood as overhead crane information. This overhead crane information can uniquely identify the corresponding hardware overhead crane.

[0210] S1406: Based on the estimated travel time of any road segment, the location of each overhead crane, and the location of each transport task, determine the task cost of each transport task assigned to each overhead crane.

[0211] In one optional embodiment, the task cost includes a first task cost of the crane being in a running state and a second task cost of the crane being in a blocked state; the blocked state is the state in which the crane is blocked by other cranes; the running state is the state in which the crane is not blocked by other cranes. The blocked state is the state in which the crane cannot move due to other cranes retrieving goods, i.e., the crane can only stop and wait.

[0212] The first task cost is the cost incurred when the crane is assigned to the transport task. This first task cost is obtained based on the current position of the crane, the task position of the transport task, and the estimated travel time of any road segment. 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 crane and the task position of the transport task. This path travel time can be obtained using the Floyd algorithm based on the estimated travel time of any road segment in the target map. Other algorithms can also be used in other embodiments, and no specific limitation is made here.

[0213] In this embodiment, multiple allocation results for each transport task and each overhead crane can be obtained. In each allocation result, one transport task can only be assigned to one overhead crane, and one overhead crane corresponds to one transport task. Therefore, the first task cost in this application includes the path travel time of each transport task assigned to each overhead crane, and the first task cost corresponding to each allocation result can be calculated.

[0214] The second task cost is the obstruction cost incurred when each overhead crane performs its assigned transport task. For example, the obstruction cost of crane m obstructing crane i can be represented by the pickup time; for instance, the obstruction cost of crane m obstructing crane i is the pickup time of crane m. Optionally, this pickup time can be a pre-set fixed value. Furthermore, the pickup time can be set based on the pickup type corresponding to the transport task, with different pickup types corresponding to different fixed values. It should also be noted that due to the introduction of the dynamic map, which introduces the impact of other overhead crane operations on the currently assigned crane, only the impact of other overhead cranes' pickup operations on the currently assigned crane, i.e., the second task cost, needs to be considered.

[0215] Optionally, the Floyd algorithm can be used to determine the picking path when the overhead crane is assigned to the handling task. Since the picking point of each handling task is fixed, the picking points on the picking path can be obtained. Then, based on the number of picking points, the picking cost when the overhead crane is assigned to the handling task can be obtained. The sum of the picking costs of all the allocation results is used as the second task cost.

[0216] Furthermore, it should be noted that in some optional embodiments, the obstruction cost may also include situations where the overhead crane, while performing a transport task, traverses a turning section (switching from a straight track to a curved track). In such cases, the obstruction cost can be represented by adding the extra time spent traversing the curved track to the pickup time. For example, when overhead crane m performs a transport task, it needs to traverse one or more of the aforementioned turning tracks. Optionally, this extra time can be a pre-set specific value. That is, whenever the overhead crane path involves a switch from a straight track to a curved track, the crane's speed needs to switch from a first speed to a second speed, where the second speed is less than the first speed. In other words, 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 extra time. Here, the switch from a straight track to a curved track does not include situations where multiple vehicles need to queue in a specified order, such as overlapping tracks, merging tracks, or diverging tracks; it only corresponds to situations where the overhead crane needs to switch direction from a straight track to a track in another direction.

[0217] S1408: Establish a task matching model based on task cost, and obtain the allocation results of each handling task and each overhead crane based on the task matching model.

[0218] The task matching model can be 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, without specific limitations.

[0219] 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.

[0220] By solving the task matching model, the allocation results of each transport 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 minimized, the allocation result of the transport task and each overhead crane is the final allocation result.

[0221] Optionally, the task matching model can be solved using a corresponding solver, without imposing specific restrictions on the type of solver.

[0222] The above-mentioned task allocation method obtains a target map that is periodically generated based on the planned paths of each overhead crane, and matches each task with each overhead crane based on the estimated travel time of any road segment in the target map. Specifically, it includes determining the task cost of allocating each task to each overhead crane based on the estimated travel time of any road segment, the crane position of each overhead crane and the task position of each task. This task matching model based on task cost fully considers the operating environment of the overhead crane to be matched, and the matching of the task to be matched and the overhead crane to be matched is processed separately, which can improve the matching efficiency.

[0223] In one optional embodiment, based on the estimated travel time of any road segment, the location of each overhead crane, and the location of each transport task, a second task cost is determined for each transport task assigned to each overhead crane. This includes: determining each task path based on the estimated travel time of any road segment, the location of each overhead crane, and the location of each transport task; and obtaining the second task cost for each transport task assigned to each overhead crane based on the number of valid pickup points on each task path. A valid pickup point is a pickup point for a transport task that has not yet been completed. Each valid pickup point corresponds to a transport task, and the transport task corresponding to a valid pickup point has been assigned to a corresponding overhead crane.

[0224] The task path can be determined by taking the crane positions of each crane and the task positions of each transport task as the starting and ending points, respectively, and using the estimated travel time of any road segment as the basis, through a corresponding algorithm. The corresponding algorithm can be the Floyd algorithm, but in other embodiments, the corresponding algorithm can also be other algorithms.

[0225] The task path differs for different overhead cranes. For example, for an idle overhead crane and the first-day overhead crane, the task path is generated by taking the crane's position as the starting point and the task location (pickup point) of the transport task as the ending point. For the second-day overhead crane, the task path is generated by taking the crane's position as the starting point, the original loading position of the second-day overhead crane as the transfer point, and the task location (pickup point) of the transport task as the ending point.

[0226] Since the pickup points for the transport tasks are known and the pickup costs are pre-set, the pickup costs for each task path can be determined based on the number of pickup points on each task path. The pickup cost for each task path can be the number of pickup points, or it can be obtained by multiplying the task cost of each pickup point by the number of pickup points. The task cost of each pickup point can be found in the pickup time limit mentioned above. The sum of all pickup costs is the second task cost.

[0227] Optionally, the second task cost is less than the task cost threshold, which is generated based on the target number of effective 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.

[0228] 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 crane to be matched must be less than the target number, such as 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.

[0229] Therefore, when solving the task matching model, the second task cost being less than the task cost threshold can be used as a constraint to filter the allocation results of each handling task and each crane. This ensures that the second task cost in the allocation results of each handling task and each crane is less than the task cost threshold, thus avoiding excessively high task costs that could lead to reduced handling efficiency.

[0230] In the above embodiments, the mutual influence between the various overhead cranes is fully considered, thereby making the final allocation of overhead cranes and tasks more accurate.

[0231] In one optional embodiment, the first task cost of allocating each transport task to each overhead crane is determined based on the estimated travel time of any road segment, including: determining the first travel cost based on the estimated travel time of any road segment, the crane position of each overhead crane and the task position of each transport task; and using the first travel cost as the first task cost of the overhead crane.

[0232] In this embodiment, the overhead crane is an idle overhead crane. Therefore, the crane's position can be used as the starting point and the task position of each transport task can be used as the ending point to generate the first passage cost, which is the passage time between the starting point and the ending point. Specifically, it can be calculated using the Floyd algorithm. In other embodiments, it can also be obtained using other algorithms.

[0233] In one optional embodiment, the overhead crane includes a first overhead crane for picking up goods at the assigned transport task; determining a first task cost for each transport task assigned to each overhead crane, including: determining a second travel cost based on the estimated travel time of any road segment, the overhead crane position of each first overhead crane and the task position of each transport task; obtaining a pre-set task abandonment cost; and obtaining the first task cost corresponding to the first overhead crane based on the second travel cost and the task abandonment cost.

[0234] In this embodiment, the overhead crane is the first overhead crane, which is the overhead crane going to the pickup point of the assigned transport task. That is, the overhead crane that was assigned a transport task in the previous allocation cycle and is currently going to the pickup point of the assigned transport task. In this cycle, the first overhead crane is reassigned a new transport task. The cost of the first overhead crane executing the new transport task includes the second passage cost from the overhead crane position of the first overhead crane to the task position (pickup point) of the transport task, and the task abandonment cost of the first overhead crane abandoning the transport task assigned in the previous cycle.

[0235] The method for determining the second passage cost can be found in the method for determining the first passage cost, and will not be repeated here. The task abandonment cost can be a pre-set fixed value, or alternatively, the task abandonment cost can be set to different fixed values ​​based on different task types, without specific limitations here.

[0236] In one optional embodiment, the overhead crane includes a second overhead crane for delivering goods to the delivery point of the transport task; determining a first task cost for each transport task assigned to each overhead crane, including: determining a third travel cost based on the estimated travel time of any road segment, the overhead crane position of each second overhead crane, the location of the delivery point of the current task of the second overhead crane, and the task position of each transport task; obtaining a pre-set delivery cost; and obtaining the first task cost corresponding to the second overhead crane based on the third travel cost and the delivery cost.

[0237] In this embodiment, the overhead crane is the second overhead crane, which is the overhead crane that has already picked up the goods and is heading to the delivery point of the assigned transport task. That is, the overhead crane that was assigned a transport task in the previous allocation cycle and is currently heading to the delivery point of the assigned transport task. In this cycle, the second overhead crane has been reassigned a new transport task. The cost of the second overhead crane performing the new transport task includes the third passage cost from the overhead crane position of the second overhead crane to the task position (delivery point) of the transport task assigned in the previous cycle and from the task position (delivery point) of the transport task assigned in the previous cycle to the task position (picking point) of the transport task assigned in this cycle. Therefore, the third passage cost includes two parts. The first part is the passage cost from the crane position of the second day crane to the task position (delivery point) of the handling task allocated in the previous cycle. The path corresponding to this passage cost is the planned path of the second day crane, so it can be obtained based on the planned path of the second day crane and the estimated travel time of any road segment. The second part is the passage cost from the task position (delivery point) of the handling task allocated in the previous cycle to the task position (pickup point) of the handling task allocated in this cycle. The method for determining the passage cost of the second part can refer to the method for determining the first passage cost or the second communication cost, which will not be repeated here.

[0238] The delivery cost can be a pre-set fixed value, or alternatively, the delivery cost can be set to different fixed values ​​based on different task types, without specific limitations here.

[0239] In summary, a task matching model can be constructed based on the first and second task costs mentioned above. For ease of understanding, this application uses a mixed integer programming model as an example, and the following task matching model is obtained based on the first and second task costs:

[0240]

[0241] in, This indicates that crane i is matched with transport task j, and its value is 1 or 0. This represents the path travel cost when crane i is matched with transport task j, including the first travel cost when crane i is an idle crane, the second travel cost when crane i is the first crane, and the first part of the third travel cost when crane i is the second crane. This indicates that when crane i is the second crane, it represents the second part of the third passage cost. This indicates that crane i represents the cost of releasing goods on the second day. This indicates the cost of abandoning the task when crane i is the first crane. This indicates that the overhead crane m is matched with the transport task o, and its value is 1 or 0. This indicates the pickup time at the pickup point when the overhead crane m is matched with the transport task o, which is also the cost of the second task.

[0242] Therefore, in summary, the above * This is used to represent the first passage cost when crane i is an idle crane. (The above...) *( + + The first task cost is used to represent the first task cost when crane i is the second crane. It consists of three parts, the specific meaning of which can be found in the previous paragraph. *( + The first task cost is used to represent the first task cost when the crane i is the first crane. It consists of two parts, the specific meaning of which can be found in the previous paragraph.

[0243] The objective of this application is to solve the above task matching model and obtain the matching results between each crane i and each transport task j with the minimum comprehensive task cost.

[0244] In one optional embodiment, solving the task matching model, i.e., obtaining the allocation results of each transport task and each overhead crane based on the task matching model, includes: obtaining constraint information, which includes quantity constraint information of overhead cranes and tasks, and / or type constraint information of overhead crane type and task type; solving the task matching model based on the constraint information to obtain the allocation results of each transport task and each overhead crane. The quantity constraint information of overhead cranes and tasks includes assigning each transport task to one overhead crane when the number of transport tasks is greater than the number of overhead cranes; and assigning each overhead crane to one transport task when the number of transport tasks is less than or equal to the number of overhead cranes. The type constraint information includes the mapping relationship between the type of transport task and the type of overhead crane.

[0245] To solve the task matching model, constraint information is introduced, including constraints on the number of overhead cranes and tasks, and / or type constraints on the relationship between the crane type and the task type. The constraints on the number of overhead cranes and tasks can be:

[0246] =1 if j > x, meaning if the number of handling tasks is greater than the number of overhead cranes, where =1 indicates that each handling task is assigned to one overhead crane.

[0247] =1 if j <= x, meaning if the number of handling tasks is less than or equal to the number of overhead cranes, where =1 means that the vehicle is assigned a transport task each day.

[0248] The type constraint information for crane type and task type is a mapping relationship between the type of transport task and the type of crane. That is, a specific transport task can only be performed by a specific crane. For example, a crane of type A can perform transport tasks of types a and b. A crane of type B can only perform transport tasks of type b.

[0249] 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.

[0250] In one optional embodiment, obtaining each transport task based on the initial transport task includes: obtaining each current transport task corresponding to each task priority level from the initial transport task based on task priority; performing the following steps for each current transport task corresponding to each task priority until all transport tasks corresponding to each task priority are allocated or all overhead cranes are allocated; after the current transport tasks corresponding to the current task priority are allocated, obtaining the overhead cranes with allocated tasks in the current task priority, and updating each overhead crane with allocable tasks corresponding to the next task priority based on the overhead cranes with allocated tasks and the overhead cranes without allocated tasks in the current task priority.

[0251] The task priority refers to the priority of each handling task. For example, if the overhead crane must be assigned to type A tasks first, then type A handling tasks have a higher priority than other types of handling tasks.

[0252] Specifically, referring to Figure 15, which is a flowchart of a handling task allocation method in another embodiment, the initial handling tasks, overhead cranes, and target map are first obtained. Then, based on task priority, the current priority of each initial transport task is determined. A task matching model and constraint information are constructed based on each transport task and each overhead crane. The task matching model is solved based on the constraint information to obtain the allocation results of each transport task and each overhead crane. Then, based on task priority, the next priority of each transport task is obtained from each initial transport task. The next priority is used as the new current priority, and the transport tasks of the next priority are used as the new current transport tasks of the new current priority. Based on the already allocated overhead cranes, each overhead crane is updated, and the updated overhead crane is used as the overhead crane corresponding to the new current priority. That is, the already allocated overhead cranes are removed from the overhead cranes, which can also reduce the processing volume. Subsequently, a task matching model and constraint information are constructed based on each new transport task and each new overhead crane corresponding to the current priority. The task matching model is solved based on the constraint information to obtain the allocation results of each transport task and each overhead crane, until the transport tasks or overhead cranes of each task priority have been allocated.

[0253] In one embodiment, the update cycle of the target map is greater than or equal to the allocation cycle of each transport task and each crane.

[0254] For ease of understanding, this application mainly includes the update cycle of the target map, the allocation cycle of each transport task and each overhead crane, and the path planning cycle of the overhead crane. To ensure accuracy, i.e., to achieve the highest accuracy, the update cycle of the target map, the allocation cycle of each transport task and each overhead crane, and the path planning cycle of the overhead crane are equal. To improve efficiency and ensure a certain level of accuracy, the update cycle of the target map is longer than the allocation cycle of each transport task and each overhead crane, and the update cycle of the target map is longer than the path planning cycle of the overhead crane. Alternatively, the path planning cycle of the overhead crane can be longer than the allocation cycle of each transport task and each overhead crane, thus ensuring that the overhead crane path is planned in real time.

[0255] In one optional embodiment, obtaining the target map includes: obtaining a target map generated based on the planned path of the existing overhead crane every first cycle; obtaining information on each transport task and each overhead crane includes: obtaining information on each transport task and each overhead crane every second cycle, wherein the first cycle is greater than or equal to the second cycle.

[0256] In this application, the update cycle of the target map is the first cycle, and the allocation cycle corresponding to the allocation step is the second cycle. The first cycle and the second cycle can be the same, or the first cycle can be longer than the second cycle, meaning that the orbital environment is considered fixed within a certain time range. Optionally, the first cycle is 2 minutes and the second cycle is 1 second; in other embodiments, other values ​​are also possible. Furthermore, the allocation step can also be triggered based on a new task.

[0257] By setting a first cycle for target map updates and a second cycle for allocation steps, the frequency of target map updates can be reduced, thereby reducing the amount of computation and improving computational efficiency while ensuring the accuracy of matching steps.

[0258] In one optional embodiment, the method further includes: performing path planning based on the allocation result 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 each transport task is completed.

[0259] In this application, after obtaining the allocation results for each handling task and each overhead crane, path planning is performed on each overhead crane with an assigned task based on the allocation results. Subsequently, the target map is updated based on the planned paths obtained from the path planning. Optionally, the target map update is performed according to the first cycle mentioned above, while the path planning can be performed according to the second cycle to ensure the real-time performance of the path planning. The process of path planning and target map updating can be found above and will not be repeated here.

[0260] It should be understood that although the steps in the flowcharts of the above embodiments are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the above embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0261] Based on the same inventive concept, this application also provides a semiconductor transport path-based map updating apparatus for implementing the above-described semiconductor transport path-based map updating method. The solution provided by this apparatus is similar to the implementation described in the above-described method; therefore, the specific limitations in one or more embodiments of the semiconductor transport path-based map updating apparatus provided below can be found in the limitations of the semiconductor transport path-based map updating method described above, and will not be repeated here.

[0262] In an exemplary embodiment, as shown in FIG16, a map updating device based on semiconductor handling path is provided, including: a planned path acquisition module 1601, a passage order acquisition module 1602, an information acquisition module 1603, a delayed passage time acquisition module 1604, and a map updating module 1605, wherein:

[0263] The route planning and acquisition module 1601 is used to obtain the first position of each crane at the first moment in the target map;

[0264] The passage order acquisition module 1602 is used to determine the planned path of each crane in the target map based on the first position of each crane, obtain the overlapping road segments that each crane will pass through according to each planned path, and determine the passage order of each crane to reach the overlapping road segments.

[0265] Information acquisition module 1603 is used to acquire speed information and vehicle control information of each crane;

[0266] The delayed passage time acquisition module 1604 is used to process data based on the passage order, the first position of each crane, speed information and vehicle control information to obtain the passage time of each crane.

[0267] Map update module 1605 is used to compensate and update the estimated travel time of each road segment in the target map based on the travel time of each crane.

[0268] In one optional embodiment, the above-mentioned planning path acquisition module 1601 is specifically used to acquire the transportation task corresponding to each overhead crane based on the allocation result of each transportation task and each overhead crane, acquire the starting point and ending point of each transportation task; acquire a target map, the target map including the estimated travel time of each road segment; and perform path planning based on the current position of each overhead crane, the starting point and ending point of each task and the estimated travel time of each road segment to obtain the planned path of each overhead crane.

[0269] In one optional embodiment, the above-mentioned planning path acquisition module 1601 is specifically used to construct a path planning model based on the current position of each crane, the start and end points of each task, and the estimated travel time of each road segment; and to solve the path planning model based on the total task execution time of each transport task to obtain the planned path of each crane.

[0270] In one optional embodiment, the above-mentioned planning path acquisition module 1601 is specifically used to acquire conflict constraint information, which includes 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 towards each other on the same road segment at any time; the path planning model is solved based on the total task execution time and conflict constraint information of each transport task to obtain the planned path of each overhead crane.

[0271] In one optional embodiment, the travel time of the overhead crane includes at least one of the following: the second travel time of each overhead crane through each segment in the target map, the delayed travel time of each overhead crane through each segment in the target map, and the relative travel time of each overhead crane through each segment in the target map; the delayed travel time is obtained based on the first travel time of each overhead crane passing through each segment in the target map at full speed; or the relative travel time is the difference between the second travel times of each overhead crane calculated in two adjacent cycles.

[0272] In one optional embodiment, the overhead crane's travel time includes a delayed travel time; the aforementioned delayed travel time acquisition module 1604 is specifically used to process the travel sequence, the first position of each overhead crane, speed information, and vehicle control information based on the vehicle travel model to obtain the non-full-speed motion speed and non-full-speed motion displacement planning information of each overhead crane; based on the non-full-speed motion displacement planning information of each overhead crane and the target speed of each overhead crane, to obtain the first travel time of each overhead crane; based on the non-full-speed motion speed and non-full-speed motion displacement planning information of each overhead crane, to obtain the second travel time of each overhead crane; and to use the difference between each second travel time and the corresponding first travel time as the delayed travel time of each overhead crane.

[0273] In one optional embodiment, the aforementioned delayed passage time acquisition module 1604 is specifically used to determine the current overhead crane to be passed through the overlapping road segment based on the passage order, and to determine the current initial time and 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 arrives at the overlapping road segment. When the current overhead crane is the first overhead crane to pass through the overlapping road segment consecutively, the current initial time is the time when the distance between the current overhead crane and the overlapping road segment is the target distance. When the current overhead crane is not the first overhead crane to pass through the overlapping road segment consecutively, the current initial time is the previous current end time. It also determines the current preceding vehicle and the current following vehicle to pass through the overlapping road segment consecutively based on the passage order; determines the distance between the current preceding vehicle and the current following vehicle based on the first positions of each overhead crane and vehicle control information; and determines the distance based on the speed information of the current preceding vehicle. The system obtains information on the speed and displacement planning of the current following vehicle during the current time period, which is from the current initial time to the current end time, based on the information and the distance between the current preceding vehicle and the current following vehicle. The system then designates the current following vehicle as the new preceding vehicle and determines the corresponding current following vehicle based on the passage order. It continues to execute the step of determining the distance between the current preceding and following vehicles based on the first positions of each overhead crane and vehicle control information, until all overhead cranes have been traversed according to the passage order. When the number of overhead cranes that have not passed overlapping road segments exceeds a preset value, the system determines the next overhead crane to pass through an overlapping road segment as the current overhead crane based on the passage order, and continues to determine the current initial time and current end time based on the first positions corresponding to the current overhead crane, until the number of overhead cranes that have not passed overlapping road segments equals the preset value.

[0274] In one optional embodiment, the map update module 1605 is specifically used to determine the current road segment where the following vehicle is located at the current initial time; determine the target overhead crane in the current road segment at the current initial time based on the traffic order; and update the estimated travel time of the current road segment in the current time period based on the delayed travel time of the target overhead crane.

[0275] In one optional embodiment, the aforementioned delayed travel time acquisition module 1604 is specifically used to obtain the current reference displacement of the current following vehicle based on the speed information of the current following vehicle, the current end time, and the current initial time; if the current reference displacement is greater than the distance between the preceding and following vehicles, the step of obtaining the speed and displacement planning information of the following vehicle's non-full-speed movement based on the speed information of the preceding vehicle and the distance between the preceding and following vehicles continues; if the reference displacement is less than or equal to the distance between the preceding and following vehicles, the estimated travel time of the current road segment in the current time period remains unchanged.

[0276] In one optional embodiment, the aforementioned delayed passage time acquisition module 1604 is specifically used to determine the speed constraint information of the current following vehicle based on the speed information of the current preceding 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 preceding vehicle; determine the displacement constraint information of the current following vehicle based on the distance between the current preceding vehicle and the current following vehicle, the displacement constraint information being that the displacement of the current following vehicle is less than or equal to the distance between the current preceding vehicle and the current following vehicle; and perform speed and displacement planning based on the speed constraint information and the displacement constraint information to obtain the speed and displacement planning information of the current following vehicle during the current time period for non-full-speed movement.

[0277] In one alternative embodiment, the speed constraint information also includes the variation of the speed of the current following vehicle with the speed of the current preceding vehicle.

[0278] In one optional embodiment, the aforementioned delayed passage time acquisition module 1604 is specifically used to acquire the branch passage model as the vehicle passage model of each overhead crane corresponding to the branch passage area when there are overlapping road sections after the crane passes through different road sections in the branch passage area; and to acquire the following passage model as the vehicle passage model of other overhead cranes.

[0279] In one optional embodiment, the vehicle passage model is a branch road passage model; the aforementioned delayed passage time acquisition module 1604 is specifically used to determine the first distance between the current following vehicle and the branch road area at the current initial time based on the first position of each crane when the current preceding vehicle and the current following vehicle are located on different road sections in the branch road area; and to use the first distance as the distance between the current preceding vehicle and the current following vehicle.

[0280] In one optional embodiment, the vehicle passage model is a following vehicle passage model; the aforementioned delayed passage time acquisition module 1604 is specifically used to determine the second distance between the current preceding vehicle and the current following vehicle at the current initial moment based on the first position of each crane when each crane travels in the same road segment; acquire the displacement planning information of the current preceding vehicle's non-full-speed movement, and determine the third distance between the current preceding vehicle and the current following vehicle at the current end moment based on the second distance and the displacement planning information of the current preceding vehicle's non-full-speed movement, and use the third distance as the distance between the current preceding vehicle and the current following vehicle.

[0281] In one optional embodiment, the aforementioned delayed passage time acquisition module 1604 is specifically used to acquire each overhead crane corresponding to a curved road segment in the branch road area when there are overlapping road segments after the overhead crane passes through different road segments in the branch road area; when each overhead crane corresponding to a curved road segment passes through a curved road segment, project each overhead crane corresponding to a curved road segment onto a straight road segment in the branch road area; acquire a following traffic model as the vehicle passage model for each overhead crane; and when each overhead crane travels in the same road segment in sequence, acquire a following traffic model as the vehicle passage model for each overhead crane.

[0282] In one optional embodiment, the vehicle passage model is a following vehicle passage model; the aforementioned delayed passage time acquisition module 1604 is specifically used to, when there are overlapping road sections after the overhead crane passes through different road sections in the branch area, acquire the target position of the current preceding vehicle or the current following vehicle projected onto the straight road section as the first position of the current preceding vehicle or the current following vehicle at the current initial moment, determine the second distance between the current preceding vehicle and the current following vehicle at the current initial moment based on the first positions of each overhead crane, determine the third distance between the current preceding vehicle and the current following vehicle at the current end moment based on the second distance and the displacement planning information of the non-full speed movement of the current preceding vehicle, and use the third distance as the distance between the current preceding vehicle and the current following vehicle.

[0283] In one optional embodiment, the above apparatus further includes: a matching module, configured to acquire an updated target map; acquire information on each transport task and each overhead crane; and, based on the updated target map, obtain the allocation results of each transport task and each overhead crane.

[0284] Combination Figures 18 to 19 In one embodiment, the track system includes straight track sections, turning sections (curved track sections downstream of straight track sections), overlapping sections, and branching sections. Multiple storage devices of different types are provided below the straight track sections on the track system. The overhead crane, as an independent operating mechanism, travels on the wheel section above the track and the main body section that carries the goods located below the track. The overhead crane runs on the track system and performs picking and unloading tasks relative to each storage device.

[0285] In some alternative embodiments, the target map includes the rail system and the estimated travel time for any segment of the rail system.

[0286] Each module in the aforementioned map updating device based on semiconductor transport paths can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device as software, so that the processor can call and execute the operations corresponding to each module.

[0287] In an exemplary embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram is shown in Figure 17. The computer device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor of the computer device provides computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The input / output interface of the computer device is used for exchanging information between the processor and external devices. The communication interface of the computer device is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When the computer program is executed by the processor, it implements a map update method based on semiconductor transport paths. The display unit of the computer device is used to form a visually visible image and may be a display screen, a projection device, or a virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the computer device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the computer device, or external keyboards, touchpads, or mice, etc.

[0288] Those skilled in the art will understand that the structure shown in Figure 17 is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0289] 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.

[0290] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the steps in the above method embodiments.

[0291] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the steps in the above method embodiments.

[0292] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, 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 many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0293] 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.

[0294] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A map updating method based on semiconductor transport path, characterized in that: The method comprises: Obtaining each first position of each overhead travelling vehicle at a first moment in the target map; Determining the planned paths of the overhead cranes in the target map based on the first positions of the overhead cranes, acquiring the overlapping sections that the overhead cranes will pass through according to the planned paths, and determining the passage order of the overhead cranes to arrive at the overlapping sections; Acquiring speed information and vehicle control information of each of the overhead cranes; Performing data information processing based on the passage sequence, the first positions of the overhead cranes, speed information, and vehicle control information to obtain the passage time of the overhead cranes; Compensating and updating the estimated travel time of each road section in the target map based on the travel time of each overhead crane; The travel time of the overhead crane includes delayed travel time and / or relative travel time; The delayed travel time is the difference between each second travel time and the corresponding first travel time; the relative travel time is the difference between the second travel times calculated by two adjacent vehicle travel model processing cycles of each overhead crane within a map update cycle, wherein the map update cycle is greater than the vehicle travel model processing cycle; or, the relative travel time is the difference between the second travel times calculated based on two adjacent map update cycles of each overhead crane; The first travel time is obtained based on the target speed of each of the overhead cranes and the displacement planning information of the non-full speed movement of each of the overhead cranes; The second travel time is obtained based on the speed of the non-full-speed movement of each of the overhead cranes and the displacement planning information of the non-full-speed movement; The speed of the non-full-speed movement of the overhead crane and the displacement planning information of the non-full-speed movement are obtained by processing the passage sequence, the first positions of each overhead crane, the speed information and the vehicle control information based on the vehicle passage model.

2. The method according to claim 1, characterized in that The determining the planned path of each overhead crane in the target map based on the first position of each overhead crane comprises: Based on the allocation results of each handling task and each overhead crane, the handling task corresponding to each overhead crane is obtained, and the starting point and end point of each task corresponding to each handling task are obtained; Obtaining a target map, wherein the target map includes an estimated travel time for each road section; Path planning is performed based on the current position of each of the overhead cranes, the starting point and the end point of each of the tasks, and the estimated travel time of each of the road sections to obtain a planned path for each of the overhead cranes.

3. The method according to claim 2, characterized in that The path planning is performed based on the current position of each of the overhead cranes, the starting point and the end point of each of the tasks, and the estimated travel time of each road section to obtain the planned path of each of the overhead cranes, including: Constructing a path planning model based on the current position of each overhead crane, the starting point and the end point of each task, and the estimated travel time of each road section; Based on the total task execution time of each of the transport tasks, the path planning model is solved to obtain the planned path of each of the overhead cranes.

4. The method according to claim 3, characterized in that The method further comprises: Obtaining conflict constraint information, wherein the conflict constraint information includes 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; The path planning model is solved based on the total task execution time of each of the transport tasks to obtain the planned path of each of the overhead cranes, including: The path planning model is solved based on the total task execution time of each of the transport tasks and the conflict constraint information to obtain a planned path for each of the overhead cranes.

5. The method according to claim 1, characterized in that: The process of processing the passage sequence, the first positions of the overhead cranes, speed information and vehicle control information based on the vehicle passage model to obtain the speed of the non-full-speed movement of the overhead cranes and the displacement planning information of the non-full-speed movement includes: Determining a current overhead travelling vehicle to pass through the overlapping road section based on the passage sequence, and determining a current initial time and a current end time based on each of the first positions corresponding to the current overhead travelling vehicle; The current end time is the time when the current overhead travelling vehicle arrives at the overlapping section; When the current overhead travelling crane is the first overhead travelling crane that continuously passes through the overlapping road section, the current initial time is the time when the distance between the current overhead travelling crane and the overlapping road section is the target distance; When the current overhead travelling vehicle is not the first overhead travelling vehicle that continuously passes through the overlapping road section, the current initial time is the last current end time; Determine the current front vehicle and the current rear vehicle that continuously pass through the overlapping road section based on the passing order; Determining a 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; Based on the speed information of the current leading vehicle and the distance between the current leading vehicle and the current trailing vehicle, obtaining the speed of the current trailing vehicle in a non-full-speed movement and the displacement planning information of the non-full-speed movement in a current time period, wherein the current time period is from the current initial moment to the current end moment; The current rear vehicle is taken as a new current front vehicle, and a current rear vehicle corresponding to the new current front vehicle is determined based on the passage order, and the step of determining the distance between the current front vehicle and the current rear vehicle based on each of the first positions of each of the overhead cranes and the vehicle control information is continued until all the overhead cranes are traversed according to the passage order; 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 crane until the number of overhead cranes that have not passed the overlapping section is equal to the preset value.

6. The method according to claim 5, characterized in that The method further comprises: Determine the current road section where the current following vehicle is located at the current initial moment; The compensating and updating the estimated travel time of each road section in the target map based on the travel time of each overhead crane includes: Determine a target overhead traveling vehicle in the current section at the current initial moment based on the passage sequence; Based on the delayed travel time of the target overhead travelling vehicle, the estimated travel time of the current road section in the current time period is updated.

7. The method according to claim 6, characterized in that Before obtaining the speed of the current rear vehicle in the current time period and the displacement planning information of the non-full-speed movement based on the speed information of the current front vehicle and the distance between the current front vehicle and the current rear vehicle, the method further includes: Obtaining a current reference displacement of the current following vehicle based on the speed information of the current following vehicle, the current end time and the current initial time; In the case where the current reference displacement is greater than the distance between the current front vehicle and the current rear vehicle, the step of obtaining the speed of the current rear vehicle in the current time period and the displacement planning information of the non-full-speed movement based on the speed information of the current front vehicle and the distance between the current front vehicle and the current rear vehicle is continued; When the current reference displacement is less than or equal to the distance between the current leading vehicle and the current trailing vehicle, the estimated travel time of the current road section in the current time period is kept unchanged.

8. The method according to claim 5, characterized in that The obtaining, based on the speed information of the current leading vehicle and the distance between the current leading vehicle and the current trailing vehicle, the speed of the current trailing vehicle at a non-full speed in the current time period and the displacement planning information of the non-full speed movement includes: Determining speed constraint information of the current rear vehicle based on speed information of the current front vehicle, wherein the speed constraint information includes that the final speed of the current rear vehicle is less than or equal to the final speed of the current front vehicle; Determine, based on the distance between the current front vehicle and the current rear vehicle, displacement constraint information of the current rear vehicle, wherein the displacement constraint information is that the displacement of the current rear vehicle is less than or equal to the distance between the current front vehicle and the current rear vehicle; Speed ​​and displacement planning is performed 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.

9. The method according to claim 8, characterized in that The speed constraint information also includes a speed variation of the current following vehicle according to a speed variation of the current leading vehicle.

10. The method according to claim 5, characterized in that Before the passage sequence, the first positions of the overhead cranes, the speed information and the vehicle control information are processed based on the vehicle passage model to obtain the speed of the non-full-speed movement of the overhead cranes and the displacement planning information of the non-full-speed movement, the method further includes: When there is an overlapped road section after the overhead crane passes through different road sections in the fork area, a fork traffic model is obtained as the vehicle traffic model of each overhead crane corresponding to the fork area; and a following vehicle traffic model is obtained as the vehicle traffic model of other overhead cranes.

11. The method according to claim 10, characterized in that The vehicle traffic model is a fork traffic model; the 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 includes: In the case where the current front vehicle and the current rear vehicle are located at 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 the overhead cranes; and the first distance is used as the distance between the current front vehicle and the current rear vehicle.

12. The method according to claim 5, characterized in that The vehicle traffic model is a vehicle following traffic model; the determining 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 includes: In the case where the overhead cranes are traveling sequentially on the same road section, a 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 the overhead cranes; displacement planning information of non-full-speed movement of the current front vehicle is obtained, and a third distance between the current front vehicle and the current rear vehicle at the current end moment is determined based on the second distance and the displacement planning information of non-full-speed movement of the current front vehicle, and the third distance is used as the distance between the current front vehicle and the current rear vehicle.

13. The method according to claim 12, characterized in that Before the passage sequence, the first positions of the overhead cranes, the speed information and the vehicle control information are processed based on the vehicle passage model to obtain the speed of the non-full-speed movement of the overhead cranes and the displacement planning information of the non-full-speed movement, the method further includes: In the case where there is an overlapped road section after the overhead cranes pass through different road sections in the fork area, the overhead cranes corresponding to the curved road section in the fork area are obtained; in the case where the overhead cranes corresponding to the curved road section pass through the curved road section, the overhead cranes corresponding to the curved road section are projected to the straight road section in the fork area; and a vehicle following traffic model is obtained as a vehicle traffic model for each overhead crane; When the overhead cranes travel sequentially on the same road section, a vehicle following traffic model is obtained as a vehicle traffic model of each overhead crane.

14. The method according to claim 13, characterized in that The vehicle traffic model is a vehicle following traffic model; the determining 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 includes: In the case where there is an overlapping section after the overhead crane passes through different sections in the fork area, the target position of the current front vehicle or the current rear vehicle located 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, and 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 the overhead cranes to obtain the distance between the current front vehicle and the current rear vehicle, and the third distance between the current front vehicle and the current rear vehicle at the current end moment is determined based on the second distance and the displacement planning information of the non-full-speed motion of the current front vehicle, and the third distance is used as the distance between the current front vehicle and the current rear vehicle.

15. The method according to claim 1, characterized in that The method further comprises: Get the updated target map; Obtain information on each handling task and each overhead crane; Based on the updated target map, the allocation results of each of the transporting tasks and each of the overhead cranes are obtained.

16. A map updating device based on a semiconductor transport path, characterized in that: The device comprises: A planning path acquisition module, used for acquiring each first position of each overhead travelling vehicle at a first moment in a target map; A passage sequence acquisition module, used for determining the planned path of each overhead crane in the target map based on the first position of each overhead crane, acquiring the overlapping road sections that each overhead crane will pass through according to each planned path, and determining the passage sequence of each overhead crane when arriving at the overlapping road sections; An information acquisition module, used to acquire speed information and vehicle control information of each overhead crane; A travel time acquisition module, used for performing data information processing based on the travel sequence, the first positions of the overhead cranes, speed information and vehicle control information to obtain the travel time of each overhead crane; A map updating module, configured to compensate and update the estimated travel time of each road section in the target map based on the travel time of each overhead crane; The travel time of the overhead crane includes delayed travel time and / or relative travel time; The delayed travel time is the difference between each second travel time and the corresponding first travel time; the relative travel time is the difference between the second travel times calculated by two adjacent vehicle travel model processing cycles of each overhead crane within a map update cycle, wherein the map update cycle is greater than the vehicle travel model processing cycle; or, the relative travel time is the difference between the second travel times calculated based on two adjacent map update cycles of each overhead crane; The first travel time is obtained based on the target speed of each of the overhead cranes and the displacement planning information of the non-full speed movement of each of the overhead cranes; The second travel time is obtained based on the speed of the non-full-speed movement of each of the overhead cranes and the displacement planning information of the non-full-speed movement; The speed of the non-full-speed movement of the overhead crane and the displacement planning information of the non-full-speed movement are obtained by processing the passage sequence, the first positions of each overhead crane, the speed information and the vehicle control information based on the vehicle passage model.

17. 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 15 are implemented.

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