Operation control method, device, medium and equipment for road-occupying unloading and handling vehicles

Abstract

The present application provides an operation control method, device, medium and equipment for vehicles occupying the road to unload and transport goods, and belongs to the field of transportation control technology. The present application is aimed at vehicles occupying the road to unload goods on a one-way street. When entering the unloading preparation stage, the affected vehicles that are affected by their occupying the road to unload goods are identified, and the saved time and avoidance time generated when avoiding each affected vehicle are simulated and calculated. Based on this, the avoidance benefit value of the corresponding simulated avoidance situation is calculated, and the avoidance strategy is determined from various simulated avoidance situations according to the avoidance benefit value, and one or more affected vehicles are avoided according to the avoidance strategy. In this way, although the delivery time of the target vehicle will be longer than the pre-estimated time, it can save the delivery time of one or more affected vehicles, thereby improving the delivery efficiency of the entire distribution control system.

Description

Technical Field

[0001] The present application relates to the field of transportation control technology, and in particular to an operation control method, device, medium and equipment for a road-occupying unloading and handling vehicle. Background Art

[0002] The OHT (Overhead Hoist Transport) system is an automated transportation system used in wafer production plants, mainly used to load and deliver wafer boxes for wafers in automated manufacturing workshops. The track (also called the "overhead track") in this system is suspended as a whole from the ceiling of the workshop, and can provide support and travel direction guidance for the overhead transport vehicle (abbreviated as the "overhead crane"). The overhead crane delivers items such as wafer boxes on the overhead track, which can save space (no ground space is occupied in aerial transportation) and deliver items quickly and stably. The delivery station for the overhead crane to deliver items is below the overhead track. When unloading, the overhead crane stays directly on the overhead track above the delivery station, and uses the unloading devices such as the manipulator or fixture integrated in the overhead crane to vertically and stably drop the wafer box to the delivery station below to complete the delivery.

[0003] The OHT system will globally plan the delivery routes of each overhead crane based on the delivery tasks of each overhead crane. The overhead crane will unload the goods immediately upon arriving at the delivery destination to avoid taking up too much time on the overhead rail. Since the overhead rail is a one-way street, the overhead crane is only allowed to travel in one direction on the overhead rail and cannot overtake on the same section of the overhead rail. When one of the overhead cranes needs to stop at the overhead rail section to unload, the multiple overhead cranes behind it need to wait for the overhead crane to complete unloading and drive out of the overhead rail section before continuing to pass.

[0004] Therefore, for such a scenario where transport vehicles (not just overhead cranes) need to occupy the road to unload goods on a one-way street, the existing technology will inevitably cause traffic jams for multiple vehicles behind due to one or more transport vehicles unloading, affecting the delivery efficiency of multiple vehicles behind. In serious cases, such as during the peak delivery period, it will cause the delivery of the vehicles behind to be overdue. Summary of the invention

[0005] The purpose of the present application is to provide a method, device, storage medium and electronic device for controlling overhead crane traffic operation to solve the above problems.

[0006] In a first aspect of the present application, a method for controlling the operation of a road-occupying unloading and handling vehicle is provided, the method comprising:

[0007] When the target vehicle enters the unloading preparation stage, the unloading preparation message of the target vehicle is triggered, and the unloading preparation message includes the unloading point of the target vehicle, the duration of unloading occupying the road, the target planned path from the current position to the unloading point, and the arrival time;

[0008] identifying a set of affected vehicles affected by the unloading of the target vehicle based on the unloading preparation message;

[0009] Determining an avoidance point from a vehicle driving road based on the target planning path, wherein the vehicle driving road is a one-way road;

[0010] Simulate the target vehicle to enter the avoidance point to avoid at least one affected vehicle in the affected vehicle set, and output simulation result information under each simulated avoidance situation, wherein the simulation result information includes the avoidance time generated by the target vehicle and the saved time generated by the affected vehicle under the corresponding simulated avoidance situation;

[0011] Calculating an avoidance benefit value corresponding to a simulated avoidance situation based on the avoidance time and the saved time, wherein the avoidance benefit value is negatively correlated with the avoidance time and positively correlated with the saved time;

[0012] Determining an avoidance decision from a plurality of simulated avoidance situations based on the avoidance benefit value, wherein the avoidance decision includes an avoidance vehicle to be avoided;

[0013] Based on the avoidance decision, the target vehicle is controlled to travel to the avoidance point to avoid the avoidance vehicle in the affected vehicle set, and after completing the avoidance of the avoidance vehicle, the target vehicle is controlled to travel from the avoidance point to the unloading point to unload on the road.

[0014] Optionally, the simulating the target vehicle to enter the avoidance point to avoid at least one affected vehicle in the set of affected vehicles, and outputting simulation result information in each simulated avoidance situation, includes:

[0015] Calculate the arrival time of each affected vehicle at the unloading point based on the travel planning path of each affected vehicle in the affected vehicle set;

[0016] A first passing queue is formed based on the time sequence of the arrival time of the target vehicle and the arrival time of the affected vehicle, wherein the position of the elements in the first passing queue represents the arrival order of the corresponding vehicles, and the element value of the first element represents the arrival time of the target vehicle;

[0017] Adjusting the position of the first element in the first passing queue multiple times, and recalculating the element value of each element based on the position after each adjustment to form a second passing queue;

[0018] The corresponding avoidance time and saving time are calculated based on the first traffic queue and the second traffic queue formed by each adjustment.

[0019] Optionally, the first pass queue X0 ={ x 0 1,x 0 2, x 0 3……x 0 N+1}, in the i-th adjustment, the second traffic queue formed by the target vehicle avoiding the first i affected vehicles in the first traffic queue is X i ={ x i 1,x i 2, x i 3……x i N+1},

[0020] According to the formula t i 0 = x i i+1 -x 0 1 Calculate the avoidance time t of the target vehicle under the i-th adjustment i 0;

[0021] According to the formula t i m =x 0 m+1 -x i m Calculate the time saved t for the vehicle corresponding to the m+1th element in the first traffic queue under the i-th adjustment i m ; where x 0 1 and x i i+1 are the arrival times of the target vehicles, x 0 m+1 With x i m is the arrival time of the vehicle corresponding to the m+1th element in the first passing queue, 1≤m≤i, and N is the total number of affected vehicles.

[0022] Optionally, before calculating the avoidance benefit value corresponding to the simulated avoidance situation based on the avoidance duration and the saved duration, the method further includes:

[0023] Identifying secondary impact vehicles based on the avoidance point, wherein the secondary impact vehicles are vehicles affected by the traffic caused by the target vehicle stopping at the avoidance point;

[0024] Calculate the congestion duration corresponding to each secondary impact vehicle based on each simulated avoidance scenario;

[0025] The avoiding benefit value corresponding to the simulated avoiding situation is calculated based on the avoiding time and the saving time, including: the avoiding benefit value under the simulated avoiding situation is calculated based on the avoiding time, the congestion time and the saving time, and the avoiding benefit value is negatively correlated with the congestion time.

[0026] Optionally, the identifying, based on the unloading preparation message, a set of affected vehicles affected by the unloading of the target vehicle includes:

[0027] Calculating the latest arrival time of the target vehicle according to the delivery deadline of the target vehicle;

[0028] Identifying candidate vehicles that arrive at the unloading point before the latest arrival time;

[0029] Determine an impact duration threshold based on the unloading road occupation duration;

[0030] Calculate the time interval between the arrival times of each adjacent candidate vehicle at the unloading point;

[0031] Each interval duration is compared with the impact duration threshold, and a candidate vehicle preceding the following vehicle among adjacent candidate vehicles corresponding to the first interval duration exceeding the impact duration threshold is taken as the affected vehicle.

[0032] Optionally, the method further includes:

[0033] Detecting whether there is an associated vehicle in the affected vehicle set whose unloading point is the same as and / or adjacent to that of the target vehicle;

[0034] The step of determining an avoidance decision from a plurality of simulated avoidance situations based on the avoidance benefit value includes:

[0035] When the avoidance benefit value of a candidate simulated avoidance scenario among multiple simulated avoidance scenarios reaches a benefit threshold, an avoidance decision is formed based on the candidate simulated avoidance scenario, where the candidate simulated avoidance scenario is a simulated avoidance scenario in which the target vehicle and the associated vehicle arrive at the unloading point at adjacent times.

[0036] Optionally, the calculating of the avoidance benefit value corresponding to the simulated avoidance situation based on the avoidance duration and the saved duration includes:

[0037] Obtain the impact weights of the target vehicle and each affected vehicle;

[0038] An avoidance benefit value corresponding to a simulated avoidance situation is calculated based on the impact weight, the avoidance duration, and the saved duration.

[0039] In a second aspect of the present application, there is provided an operation control device for a road-occupying unloading and handling vehicle, the device comprising:

[0040] The unloading preparation module is used to trigger the unloading preparation message of the target vehicle when the target vehicle enters the unloading preparation stage, wherein the unloading preparation message includes the unloading point of the target vehicle, the duration of unloading occupying the road, the target planned path from the current position to the unloading point, and the arrival time; based on the unloading preparation message, identify the set of affected vehicles affected by the unloading of the target vehicle; based on the target planned path, determine the avoidance point from the vehicle driving road, and the vehicle driving road is a one-way road;

[0041] An avoidance decision module is used to simulate the target vehicle entering the avoidance point to avoid at least one affected vehicle in the affected vehicle set, and output simulation result information under each simulated avoidance situation, wherein the simulation result information includes the avoidance time generated by the target vehicle and the saved time generated by the affected vehicle under the corresponding simulated avoidance situation; based on the avoidance time and the saved time, an avoidance benefit value of the corresponding simulated avoidance situation is calculated, wherein the avoidance benefit value is negatively correlated with the avoidance time and positively correlated with the saved time; based on the avoidance benefit value, an avoidance decision is determined from a plurality of simulated avoidance situations, wherein the avoidance decision includes an avoidance vehicle that needs to be avoided;

[0042] The on-lane unloading module is used to control the target vehicle to travel to the avoidance point to avoid the avoiding vehicle in the affected vehicle set based on the avoidance decision, and after completing the avoidance of the avoiding vehicle, travel from the avoidance point to the unloading point to unload on the lane.

[0043] According to a third aspect of the present application, a computer-readable storage medium is provided, on which executable instructions are stored. When the executable instructions are executed by a processor, the processor executes a method as described in any one of the methods in the present application.

[0044] In a fourth aspect of the present application, an electronic device is provided, comprising: one or more processors; and a memory for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the one or more processors execute any of the methods described in the present application.

[0045] The operation control method, device, medium and equipment of the vehicle for unloading and transporting goods on the road in the present application, for the vehicle unloading goods on the road on a one-way street, when entering the unloading preparation stage, identifies the affected vehicles affected by the distribution caused by its unloading, and simulates and calculates the saved time and avoidance time generated when avoiding each affected vehicle, based on which the avoidance benefit value of the corresponding simulated avoidance situation is calculated, and the avoidance strategy is determined from various simulated avoidance situations according to the avoidance benefit value, and one or more affected vehicles are avoided according to the avoidance strategy. In this way, although the delivery time of the target vehicle will be longer than the pre-estimated time, it can save the delivery time of one or more affected vehicles, thereby improving the delivery efficiency of the entire distribution control system. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope of the present application.

[0047] Figure 1 A schematic diagram of a scenario of an operation control method for a vehicle occupying a road for unloading and transporting goods in an embodiment;

[0048] Figure 2 It is a flow chart of an operation control method of a road-occupying unloading and handling vehicle in one embodiment;

[0049] Figure 3 A flowchart of simulating a target vehicle entering an avoidance point to avoid at least one affected vehicle in a set of affected vehicles, and outputting simulation result information in each simulated avoidance situation in an embodiment;

[0050] Figure 4 A flowchart of identifying a set of affected vehicles affected by unloading of a target vehicle based on an unloading preparation message in one embodiment;

[0051] Figure 5 It is a structural schematic diagram of an operation control device for a road-occupying unloading and handling vehicle in one embodiment;

[0052] Figure 6 FIG. 1 is a schematic diagram of the structure of an electronic device in an embodiment. DETAILED DESCRIPTION

[0053] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0054] All terms (including technical and scientific terms) used in this application have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used here should be interpreted as having a meaning consistent with the context of this specification, and should not be interpreted in an idealized or overly rigid manner.

[0055] For example, the terms "first", "second", etc. used in this application may be used herein to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish a first element from another element. For example, without departing from the scope of this application, a first passing queue may be referred to as a second passing queue, and similarly, a second passing queue may be referred to as a first passing queue. Both the first passing queue and the second passing queue are passing queues, but they are not the same passing queue.

[0056] For another example, the terms “include”, “comprising”, etc. used in this application indicate the existence of features, steps, operations and / or components, but do not exclude the existence or addition of one or more other features, steps, operations or components.

[0057] The operation control method of the road-occupying unloading and handling vehicle in this application can be applied to Figure 1 In the scenario shown. Figure 1 As shown, in the vehicle distribution control system, the distribution vehicles 120 (including: target vehicle 120-5 and c1 other vehicles 120-1, c2 other vehicles 120-2, c3 other vehicles 120-3, c4 other vehicles 120-4, c6 other vehicles 120-6) are driving on the road to deliver goods. Among them, the vehicle cannot overtake on the same road section. The system can control the vehicle to drive in only one direction in the same road section according to the driving direction of the vehicle on the road, or it can reverse for a short time. The road includes a turning road section 140 and a straight road section 130. When the vehicle drives to the turning intersection on the straight road section, it can enter another straight road section through the turning road section according to the plan to achieve the delivery of goods.

[0058] The vehicle in the present application may be the above-mentioned overhead crane or other transport vehicles, and the corresponding road may be the above-mentioned overhead rail or other single-lane tracks suitable for the passage of transport vehicles.

[0059] Among them, the vehicle and / or the road are integrated with corresponding positioning modules, distance sensor modules, communication modules and other components, which can report their own position and status to the vehicle distribution control system in real time, and receive instructions sent to it by the control system, such as the instruction can be planned path information, so that the vehicle can move according to the received planned path.

[0060] When the target vehicle 120-5 is about to arrive at the unloading point 160, it can be determined based on the decision of the control system whether it is necessary to avoid one or more other vehicles. When the system makes a corresponding avoidance decision, the target vehicle is controlled to drive to a suitable avoidance point for avoidance. For example, the target vehicle 120-5 can be controlled to drive to any suitable avoidance point (including: e1 avoidance point 150-1, e2 avoidance point 150-2, e3 avoidance point 150-3), and after the avoidance is completed, it drives from the avoidance point to the unloading point and performs unloading on the road. By controlling the target vehicle to avoid one or more other vehicles, although the delivery time of the target vehicle is increased, the delivery time of one or more other vehicles is shortened, so the delivery efficiency of the system can be improved as a whole.

[0061] In one embodiment, a method for controlling the operation of a road-occupying unloading and handling vehicle is provided, which can be applied to Figure 1 In the scenario shown. Figure 2 As shown, the method includes:

[0062] Step 210: When the target vehicle enters the unloading preparation stage, a set of affected vehicles and avoidance points affected by the unloading of the target vehicle are determined.

[0063] In this application, the electronic device can obtain the status and position of each vehicle on the road in the distribution operation in real time, and the vehicles operating on the road (including the target vehicle) can also actively report their own position and status to the electronic device in real time. The electronic device can determine whether the target vehicle has entered the unloading preparation stage based on the real-time position of the target vehicle. The unloading preparation stage means that the target vehicle is in motion and is about to arrive at the unloading point. The unloading preparation stage is before the vehicle unloading stage.

[0064] The affected vehicle set includes the vehicle identification of each affected vehicle. The affected vehicle is a vehicle that is directly or indirectly affected by the target vehicle driving to the unloading point for unloading according to its target planned path. The electronic device can identify the affected vehicles of the target vehicle based on the driving status and delivery task information of each vehicle in the system.

[0065] The avoidance point represents a road section selected from the vehicle driving road in the system for avoiding the affected vehicle. The vehicle driving road is a one-way road. The avoidance point can be near the unloading point, for example, it can be within a preset distance threshold range of 10 meters, 20 meters, 50 meters, 100 meters, etc. from the unloading point. The electronic device is pre-configured with a corresponding delivery point for the unloading point.

[0066] In one embodiment, step 210 includes: when the target vehicle enters the unloading preparation stage, triggering an unloading preparation message of the target vehicle, the unloading preparation message including the unloading point of the target vehicle, the unloading road occupation time, the target planned path from the current position to the unloading point, and the arrival time; based on the unloading preparation message, identifying a set of affected vehicles affected by the unloading of the target vehicle; and determining an avoidance point from the vehicle driving road based on the target planned path.

[0067] Specifically, the electronic device sets a trigger point and / or trigger time corresponding to the unloading preparation stage based on the target planned path and / or arrival time of the target vehicle traveling to the unloading point. The trigger point is on the target planned path, and the distance between the trigger point and the unloading point is less than a preset distance threshold; the time difference between the trigger time and the arrival time is less than a preset time difference threshold. The distance threshold and / or time difference threshold can be a pre-set value of any suitable size. For example, the distance threshold can be set to any suitable distance such as 10 meters, 20 meters, 50 meters, 100 meters, 200 meters, etc.; the time difference threshold can be set to any suitable time such as 10 seconds, 20 seconds, 30 seconds, 1 minute, 2 minutes, 3 minutes, etc.

[0068] When it is detected that the target vehicle has traveled to the trigger point, or when it is detected that the current moment has reached the trigger moment, the state of the target vehicle is switched to the unloading preparation stage, and the unloading preparation message of the corresponding target vehicle is triggered. The unloading preparation message can be generated by the target vehicle itself, or by an electronic device. When the target vehicle itself generates an unloading preparation message, the unloading preparation message can be sent to the electronic device, and the electronic device can receive the unloading preparation message. The unloading preparation message includes one or more information such as the unloading point of the target vehicle, the duration of unloading occupying the road, the target planned path from the current position to the unloading point, and the arrival time. The target planned path and arrival time are the planned path and arrival time without considering the avoidance of the affected vehicles described below.

[0069] The electronic device can detect the real-time position, unloading point and planned path of each vehicle in the vehicle distribution control system. The planned path is also the planned path without considering the situation that the target vehicle avoids the affected vehicle.

[0070] Optionally, when the unloading preparation message is not considered to be triggered, the target vehicle does not avoid the following affected vehicles, but directly drives to the unloading point to occupy the road to unload the original situation, the planned path corresponding to each vehicle is the original planned path, and the target path of the target vehicle is the original target planned path. In the following various simulated avoidance situations, the planned path corresponding to each vehicle (including the target vehicle) is the simulated planned path, and the target path of the target vehicle is the simulated target planned path. The arrival time corresponding to the original planned path is recorded as the original arrival time, and the arrival time corresponding to the simulated planned path is recorded as the simulated arrival time.

[0071] Optionally, the electronic device can identify whether the original planned path of each vehicle will pass through the unloading point, and calculate the arrival time at the unloading point based on the original planned path (i.e., the original arrival time A1), and determine a suitable first time period based on the original arrival time A1 of the target vehicle, and take one or more vehicles whose original arrival time is within the first time period as affected vehicles.

[0072] The first time period is a future time period of a certain length determined based on the current moment. For example, a suitable first time threshold can be set, and the time period starting from the current moment to the current moment + the first time threshold is used as the first time period. The first time threshold can be any suitable fixed value or a suitable value set based on the actual delivery situation. In one embodiment, the starting time A2 of the first time period is greater than or equal to the original arrival time A1, and the end time A3 is greater than the original arrival time A1. Optionally, the electronic device can determine the corresponding maximum grace time T0, and use the time corresponding to A1+T0 as the end time A3. T0 can be any suitable fixed value set in advance, or it can be a value determined based on the task deadline corresponding to the delivery task of the target vehicle. The maximum grace time indicates the maximum avoidance time that the target vehicle is allowed to avoid.

[0073] For the vehicles in the first time period, all the vehicles therein may be regarded as affected vehicles, or the vehicles with relatively dense original arrival times among a plurality of consecutive vehicles in front may be regarded as affected vehicles.

[0074] In one embodiment, when the maximum grace time T0 is greater than a preset grace time threshold, the following step 220 is performed. The grace time threshold may be a preset appropriate value, such as 1 minute, 2 minutes, etc. When T0 is smaller, there is no need to consider avoiding other vehicles.

[0075] For one or more unloading points in the system, the electronic device can pre-configure one or more candidate avoidance points corresponding to the unloading point based on the vehicle driving road layout in the system, and for the unloading point of the target vehicle, it can be selected from the configured one or more candidate avoidance points. Taking the vehicle as an overhead crane as an example, the avoidance point can be selected from the turning section of the overhead rail.

[0076] Before step 210, it may be detected whether there is a candidate avoidance point corresponding to the unloading point of the target vehicle. Step 210 is performed only when there is a candidate avoidance point.

[0077] In one embodiment, based on the original passing information of the vehicles in the system at each candidate avoidance point, the avoidance point is determined based on the original passing information. The original passing information is also the passing information of the target vehicle without considering avoidance. The original passing information includes one or more information such as the original number of times the candidate avoidance point is passed by the vehicles in the system in the second time period and the original passing time corresponding to the passing.

[0078] The second time period is a future time period of a certain length determined based on the current moment. For example, a suitable second time threshold can be directly set, and the time period from the current moment to the current moment + the second time threshold can be used as the second time period. The second time threshold can be any suitable fixed value or a suitable value set based on the actual delivery situation. In one embodiment, the starting time A4 of the second time period can be the fastest arrival time for the target vehicle to directly drive from the current position to the corresponding candidate avoidance point, and the ending time A5 can be the latest time for the target vehicle to drive out of the candidate avoidance point. The latest time can be determined based on the above-mentioned maximum grace period T0 and / or the task deadline.

[0079] Furthermore, it is also possible to consider the overlap between the corresponding planned path (recorded as the changed path) and the original target planned path when each candidate avoidance point is used as a waypoint when the target vehicle travels to the unloading point, and select a suitable avoidance point based on the overlap.

[0080] The fewer the original passing times, the later the original passing time, and the higher the overlap of the candidate avoidance point, the greater the probability of being determined as the avoidance point. For example, the candidate avoidance point with the least original passing times and / or the latest original passing time and / or the highest overlap can be selected as the avoidance point.

[0081] Step 220 , respectively simulate the target vehicle entering the avoidance point to avoid at least one affected vehicle in the affected vehicle set, and output simulation result information in each simulated avoidance situation.

[0082] In this embodiment, the simulation result information includes the avoidance time generated by the target vehicle and the saved time generated by the affected vehicles in the corresponding simulated avoidance situation. After the avoidance point and the affected vehicle set are determined, the avoidance simulation can be performed and the simulation result information can be output.

[0083] Each simulated avoidance scenario corresponds to the target vehicle avoiding one or more different affected vehicles. The simulation result information further includes the simulated arrival time of each affected vehicle and the target vehicle at the unloading point under the corresponding simulated avoidance scenario. Based on the simulated arrival time and the corresponding original arrival time, the corresponding saving time and avoidance time can be calculated. The saving time can be the difference between the simulated arrival time of the target vehicle and its original arrival time; the avoidance time can be the difference between the simulated arrival time of the corresponding affected vehicle and its original arrival time.

[0084] Optionally, all possible avoidance situations may be simulated, or the simulations may be performed in sequence according to the arrival time of each affected vehicle at the avoidance point. When the avoidance benefit value corresponding to the next simulated avoidance situation decreases for the first time, the simulation is terminated.

[0085] Step 230 , calculating the avoidance benefit value corresponding to the simulated avoidance situation based on the avoidance time and the saved time.

[0086] In this embodiment, the avoidance benefit value refers to a quantitative indicator value used to measure the pros and cons of the overall delivery plan under different avoidance situations when making avoidance decisions. The larger the avoidance benefit value, the better the corresponding overall delivery plan. The avoidance benefit value is negatively correlated with the avoidance time and positively correlated with the saved time.

[0087] The avoidance benefit value can be the value obtained by subtracting the avoidance time from the sum of the saved time of each affected vehicle mentioned above. Furthermore, the saved time can be the time calculated when the affected vehicle accepts the avoidance of the target vehicle. For each simulated avoidance scenario, if the target vehicle does not avoid an affected vehicle, the difference between the simulated arrival time and the original arrival time corresponding to the affected vehicle is usually very small and can be ignored. For example, the saved time corresponding to the affected vehicle can be directly set to 0, or the calculation of the saved time of the affected vehicle that did not receive the avoidance is not considered, thereby reducing the corresponding calculation amount and improving the calculation efficiency of the avoidance benefit value.

[0088] Step 240 , determining an avoidance decision from a plurality of simulated avoidance situations based on the avoidance benefit value, wherein the avoidance decision includes an avoidance vehicle that needs to be avoided.

[0089] In this embodiment, an avoidance decision can be determined based on the calculated avoidance benefit values. Specifically, from the avoidance benefit values ​​of all simulated avoidance situations, a simulated avoidance situation with a larger avoidance benefit value can be selected as the corresponding avoidance decision. The larger avoidance benefit value can be the maximum value, or can be the simulated avoidance situation that exceeds a preset benefit value threshold calculated for the first time as the avoidance decision. The affected vehicle that performs avoidance in the corresponding situation is used as the avoidance vehicle.

[0090] Step 250, based on the avoidance decision, the target vehicle is controlled to travel to the avoidance point to avoid the avoidance vehicle, and after completing the avoidance, the target vehicle is controlled to travel from the avoidance point to the unloading point to unload the goods on the road.

[0091] In this embodiment, after the avoidance decision is determined, the target vehicle is controlled to drive to the avoidance point, and each avoidance vehicle under the avoidance decision is avoided. After completing the avoidance of the avoidance vehicle, the target vehicle is driven out of the avoidance point at an appropriate time and drives to the unloading point. The actual arrival time of the target vehicle at the unloading point is after the actual arrival time of each avoidance vehicle at the unloading point, and before the actual arrival time of other affected vehicles at the unloading point.

[0092] The operation control method of on-street unloading and transporting vehicles in the present application, for vehicles that occupy the road to unload on a one-way street, identifies the affected vehicles that are affected by their on-street unloading when entering the unloading preparation stage, and simulates and calculates the saved time and avoidance time generated when avoiding each affected vehicle, based on which the avoidance benefit value of the corresponding simulated avoidance situation is calculated, and an avoidance strategy is determined from various simulated avoidance situations according to the avoidance benefit value, and one or more affected vehicles are avoided according to the avoidance strategy. In this way, although the delivery time of the target vehicle will be longer than the pre-estimated time, it can save the delivery time of one or more affected vehicles, thereby improving the delivery efficiency of the entire distribution control system.

[0093] In one embodiment, Figure 3 As shown, step 220 includes:

[0094] Step 310: Calculate the arrival time of each affected vehicle at the unloading point based on the travel planning path of each affected vehicle in the affected vehicle set.

[0095] In this embodiment, the arrival time may be the original arrival time mentioned above. It can be understood that the original arrival time of the affected vehicle is after the original arrival time of the target vehicle.

[0096] Step 320 : forming a first passing queue based on the time sequence of the arrival time of the target vehicle and the arrival time of the affected vehicles.

[0097] In this embodiment, the positions of the elements in the first passing queue represent the arrival order of the corresponding vehicles, and the element value of the first element represents the arrival time of the target vehicle.

[0098] Taking the total number of affected vehicles as N as an example, the number of vehicles in the first passing queue X 0 The length is N+1, which means it includes the original arrival times of the N affected vehicles and the original arrival time of the target vehicle. The original arrival times are sorted in chronological order, and the time corresponding to the first element in the queue is in the first place, forming the first queue X 0 ={ x 0 1,x 0 2,x 0 3……x 0 N+1}, x 0 1 represents the original arrival time of the target vehicle, x 0 i+1 represents the original arrival time of the i-th affected vehicle (denoted as the i-th affected vehicle) passing the unloading point in the affected vehicle set in chronological order, 0 <i≤N。

[0099] Step 330: adjust the position of the first element in the first passing queue multiple times, and recalculate the element value of each element based on the position after each adjustment to form a second passing queue.

[0100] In this embodiment, the simulation can be performed in the order of the original arrival times of the above-mentioned affected vehicles. For example, the simulation can be performed in order from small to large, or from large to small. The simulation can also be performed randomly. The number of simulations (i.e., the number of adjustments) does not exceed the number N of affected vehicles.

[0101] For example, the simulation is performed in the order of the original arrival times from small to large. That is, in the i-th simulation, the corresponding simulated avoidance situation is to avoid the first i affected vehicles. The second traffic queue formed based on this is recorded as X i ={x i 1,x i 2,x i 3……x i N+1}. At this time, x i i+1 is the arrival time (simulated arrival time) of the target vehicle in the i-th simulation, which is at the i+1th position in the second traffic queue; x i m 、x i k+1are the arrival times (simulated arrival times) of the m-th affected vehicle and the k-th affected vehicle in the i-th simulation, respectively; 1 ≤ m ≤ i, i < k ≤ N. Optionally, in the i-th simulation, since only the first i affected vehicles are avoided and the k-th affected vehicle is not avoided, x can be directly set to i k+1 = x 0 k+1 , thereby reducing the corresponding computational amount.

[0102] Step 340: Calculate the corresponding avoidance duration and saved duration based on the first passing queue and the second passing queue formed by each adjustment.

[0103] Optionally, the difference obtained by subtracting the arrival times representing the same affected vehicle in the first passing queue and the second passing queue can be used as the corresponding saved duration, and the difference obtained by subtracting the arrival times representing the target vehicle can be used as the avoidance duration.

[0104] Specifically, still taking the simulation in ascending order of the above sequence as an example, in the i-th adjustment, the avoidance duration t of the target vehicle obtained is i 0 = x i i+1 -x 0 1, and the saved duration of the m-th affected vehicle (i.e., the vehicle corresponding to the (m + 1)-th element in the first passing queue or the m-th element in the second passing queue) is t i m = x 0 m -x i m+1 , and the k-th affected vehicle (the vehicle corresponding to the (k + 1)-th element in the first passing queue or the (k + 1)-th element in the second passing queue) has no saved duration, or its saved duration t is directly set to i k = x 0 k+1 -x i m+1 = 0. Wherein, 1 < m ≤ i, i < k ≤ N.

[0105] In one embodiment, before step 230, the above method further includes: identifying secondary affected vehicles based on the avoidance point, where the secondary affected vehicles are vehicles affected by the target vehicle's stay at the avoidance point; calculating the congestion duration corresponding to each secondary affected vehicle based on each simulated avoidance scenario. This process can be executed synchronously during the execution of step 220. That is, during the consideration of each simulated avoidance scenario, the congestion impact on the secondary affected vehicles in this simulated avoidance scenario is further considered.

[0106] The calculation method of the congestion duration of the secondary impact vehicle is similar to the avoidance duration and the saved duration mentioned above. The electronic device can calculate the original exit time and the simulated exit time of each secondary impact vehicle at the avoidance point, and the difference between the simulated exit time and the original exit time is the congestion duration of the corresponding secondary impact vehicle. The original exit time of the secondary impact vehicle means the time when the secondary impact vehicle exits the avoidance point when the target vehicle drives according to its original planned path; the simulated exit time of the secondary impact vehicle means the time when the secondary impact vehicle subsequently exits the avoidance point after the target vehicle exits the avoidance point according to its corresponding simulated avoidance situation.

[0107] The identification method of the secondary impact vehicle is similar to the identification method of the above-mentioned impact vehicle. The electronic device can calculate the arrival time A6 of the target vehicle at the avoidance point and the departure time A7 of the target vehicle from the avoidance point in the i-th simulated avoidance situation, and determine the secondary impact vehicle based on A6 and / or A7.

[0108] The electronic device can identify whether the original planned path of each vehicle will pass through the avoidance point, and calculate the original arrival time A8 and / or the original exit time A8 of reaching the avoidance point based on the original planned path. When A8 is between A6 and A7, it is determined that the vehicle is a secondary impact vehicle.

[0109] It is understandable that in different simulated avoidance situations, the number of corresponding secondary impact vehicles and the avoidance time of each secondary impact vehicle may not be the same.

[0110] In one embodiment, step 230 includes: calculating the avoidance benefit value under the corresponding simulated avoidance situation based on the avoidance duration, the congestion duration and the saved duration. The avoidance benefit value is negatively correlated with the congestion duration, negatively correlated with the avoidance duration, and positively correlated with the saved duration.

[0111] In this embodiment, when calculating the avoidance benefit value, the avoidance duration of the secondary impact vehicle is further considered, which can improve the comprehensiveness of the avoidance benefit value calculation.

[0112] In one embodiment, Figure 4 As shown, based on the unloading preparation message, a set of affected vehicles affected by the unloading of the target vehicle is identified, including:

[0113] Step 410, calculating the latest arrival time of the target vehicle according to the delivery deadline of the target vehicle.

[0114] In this embodiment, the deadline of the delivery may be directly used as the latest arrival time, or a certain time before the deadline of the delivery may be used as the latest arrival time.

[0115] Step 420 , identifying candidate vehicles that arrive at the unloading point before the latest arrival time.

[0116] Optionally, for each of the above vehicles arriving at the unloading point, it is detected whether it is within the first time period, and if so, it is used as a candidate vehicle. The start time of the first time period is the original arrival time of the target vehicle at the unloading point, and the end time is the latest arrival time. When the candidate vehicle arrives at the unloading point, the impact of the target vehicle occupying the road for unloading is not considered.

[0117] Step 430, determining an impact duration threshold based on the duration of unloading occupying the road.

[0118] In this embodiment, the impact time threshold is used to measure the duration of the target vehicle's road occupation. The impact time threshold can be directly set to the road occupation time for unloading, or a suitable value can be added to the road occupation time for unloading.

[0119] Step 440, calculating the interval time between the arrival times of each adjacent candidate vehicle at the unloading point.

[0120] Adjacent candidate vehicles refer to two vehicles that are adjacent to each other among multiple candidate vehicles passing through the unloading point. The interval time may be the absolute value of the difference between the original arrival times of the two adjacent candidate vehicles. Under the same speed, the smaller the interval time, the shorter the distance between the two adjacent vehicles, and the more serious the traffic congestion.

[0121] Step 450 , compare each interval duration with the impact duration threshold, and take the candidate vehicle before the following vehicle among the adjacent candidate vehicles corresponding to the first interval duration exceeding the impact duration threshold as the affected vehicle.

[0122] When the interval time exceeds the impact time threshold, it means that if the target vehicle is inserted between the adjacent vehicles, when it reaches the unloading point between the adjacent vehicles and unloads on the road, the impact on the following vehicle in the adjacent vehicles is small or even no impact. The following vehicle and its subsequent vehicles can be excluded from the affected vehicles, and the candidate vehicles before the following vehicle can be used as affected vehicles.

[0123] For all candidate vehicles, we take the order of arrival time at the unloading point as an example. The i-th candidate vehicle represents the i-th candidate vehicle arriving at the unloading point. The i-th candidate vehicle and the i+1-th candidate vehicle are adjacent candidate vehicles. The arrival time of the i-th candidate vehicle at the unloading point is a i , the arrival time of the i+1 candidate vehicle at the unloading point is a i+1 , then the interval time between adjacent candidate vehicles is =a i+1 -a iWhen i is 1, the interval duration is the interval duration between the first candidate vehicle and the target vehicle.

[0124] For the first appearance When the impact duration threshold is exceeded, the first i candidate vehicles are taken as affected vehicles.

[0125] In this embodiment, by determining the affected vehicles according to the latest arrival time and the interval duration, the number of affected vehicles can be reduced, thereby improving the efficiency of subsequent avoidance decision determination.

[0126] In one embodiment, after step 220, the method further includes: detecting whether there is an associated vehicle in the affected vehicle set whose unloading point is the same as and / or adjacent to the target vehicle. Step 240 includes: when the avoidance benefit value of a candidate simulated avoidance scenario among the multiple simulated avoidance scenarios reaches a benefit threshold, forming an avoidance decision based on the candidate simulated avoidance scenario, the candidate simulated avoidance scenario being a simulated avoidance scenario in which the target vehicle and the associated vehicle arrive at the unloading point at adjacent times.

[0127] In this embodiment, the affected vehicles whose unloading points are the same as or adjacent to the unloading point of the target vehicle are the associated vehicles. When there are associated vehicles, priority may be given to making the target vehicle and the associated vehicle arrive at the unloading point at adjacent times.

[0128] For example, when the unloading point of the j-th affected vehicle is adjacent to the unloading point of the target vehicle and is specifically located downstream of the unloading point of the target vehicle. When the corresponding avoidance benefit value Y under the j-th simulation is calculated j When the profit threshold is reached, the jth simulated avoidance situation is directly determined as the avoidance decision, and the first j affected vehicles are taken as avoidance vehicles.

[0129] For another example, when the unloading point of the pth affected vehicle is the same as the unloading point of the target vehicle, when the corresponding avoidance benefit value Y is calculated under the pth simulation p When the benefit threshold is reached, the p-th simulated avoidance situation is directly determined as the avoidance decision, and the first p affected vehicles are used as avoidance vehicles, so that the target vehicle arrives at the unloading point after the p-th affected vehicle. Or when the corresponding avoidance benefit value Y is calculated under the above p-1-th simulation, p-1 When the profit threshold is reached, the p-1th simulated avoidance situation is directly determined as the avoidance decision, and the first p-1 affected vehicles are used as avoidance vehicles, so that the pth affected vehicle arrives at the unloading point after the target vehicle.

[0130] Specifically, the task priority of the delivery task of the pth affected vehicle, the delivery time limit, the interval time of the pth affected vehicle (including the interval time A between the pth affected vehicle and the p-1th affected vehicle, the interval time B between the pth affected vehicle and the p+1th affected vehicle), the avoidance benefit value Y p-1 、Avoidance benefit value Y p etc. to determine the value. For example, you can select Y p-1 With Y p In the above equation, the simulated avoidance situation corresponding to the higher avoidance benefit value is taken as the avoidance decision.

[0131] In one embodiment, when Y p-1 With Y p When they are the same or approximately the same, if the interval duration A>interval duration B, the p-1th simulated avoidance situation is selected as the avoidance decision; if the interval duration A<interval duration B, the pth simulated avoidance situation is selected as the avoidance decision.

[0132] In one embodiment, step 250 includes: obtaining the influence weights of the target vehicle and each affected vehicle; and calculating the avoidance benefit value corresponding to the simulated avoidance situation based on the influence weights, the avoidance time and the saved time.

[0133] In this embodiment, the influence weight of each vehicle (including the target vehicle, the affected vehicle, and the secondary affected vehicle) can be determined based on one or more factors in the task information of the current delivery task of the corresponding vehicle. The factors in the task information include the corresponding task priority and task deadline. The higher the task priority and the tighter the task deadline, the greater the corresponding influence weight.

[0134] In one embodiment, the avoidance benefit value Y in the mth simulated avoidance situation is m for:

[0135]

[0136] Among them, t m f represents the time saved by the vehicle corresponding to the f+1th element in the first traffic queue under the mth simulated avoidance situation (i.e., the mth adjustment), t m 0 represents the avoidance time of the target vehicle in the mth simulated avoidance situation (i.e., the mth adjustment), 1≤f≤m. t m 0 = x m m+1 -x 0 1;t m f =x 0 f+1 -x mf w0 represents the impact weight of the target vehicle, w f Represents the influence weight of the f-th affected vehicle.

[0137] In one embodiment, when the secondary impact vehicle is taken into account, the avoidance benefit value Y in the mth simulated avoidance situation is m for:

[0138]

[0139] Where b is the number of secondary impact vehicles in the mth simulated avoidance situation, t m N+d represents the congestion duration of the d-th secondary impact vehicle in the m-th simulated avoidance situation, w N+d It represents the impact weight of the d-th secondary influencing vehicle in the m-th simulated avoidance situation.

[0140] By setting the influence weight, the accuracy of the calculation of the avoidance benefit value can be further improved.

[0141] In one embodiment, a running control device for a road-occupying unloading and handling vehicle is provided, such as Figure 5 As shown, the device comprises:

[0142] The unloading preparation module 510 is used to determine the affected vehicle set and avoidance points affected by the unloading of the target vehicle when the target vehicle enters the unloading preparation stage.

[0143] The avoidance decision module 520 is used to simulate the target vehicle entering the avoidance point to avoid at least one affected vehicle in the affected vehicle set, and output the simulation result information under each simulated avoidance situation, wherein the simulation result information includes the avoidance time generated by the target vehicle and the saved time generated by the affected vehicle under the corresponding simulated avoidance situation; the avoidance benefit value of the corresponding simulated avoidance situation is calculated based on the avoidance time and the saved time, wherein the avoidance benefit value is negatively correlated with the avoidance time and positively correlated with the saved time; and avoidance decisions are determined from a plurality of simulated avoidance situations based on the avoidance benefit value, wherein the avoidance decision includes the avoiding vehicle that needs to be avoided.

[0144] The on-road unloading module 530 is used to control the target vehicle to drive to the avoidance point to avoid the avoiding vehicle based on the avoidance decision, and after completing the avoidance, drive from the avoidance point to the unloading point to unload on the road.

[0145] In one embodiment, the unloading preparation module 510 is also used to trigger an unloading preparation message of the target vehicle when the target vehicle enters the unloading preparation stage, the unloading preparation message including the unloading point of the target vehicle, the unloading road occupation time, the target planned path from the current position to the unloading point, and the arrival time; based on the unloading preparation message, identify the set of affected vehicles affected by the unloading of the target vehicle; based on the target planned path, determine an avoidance point from the vehicle driving road, and the vehicle driving road is a one-way street.

[0146] In one embodiment, the avoidance decision module 520 is also used to calculate the arrival time of each affected vehicle at the unloading point based on the driving plan path of each affected vehicle in the affected vehicle set; form a first traffic queue based on the chronological order of the arrival time of the target vehicle and the arrival time of the affected vehicles, the position of the elements in the first traffic queue represents the arrival order of the corresponding vehicles, and the element value of the first element represents the arrival time of the target vehicle; adjust the position of the first element in the first traffic queue multiple times, and recalculate the element value of each element based on the position after each adjustment to form a second traffic queue; calculate the corresponding avoidance time and saving time based on the first traffic queue and the second traffic queue formed by each adjustment.

[0147] In one embodiment, the first pass queue X 0 ={ x 0 1,x 0 2,x 0 3……x 0 N+1}, in the i-th adjustment, the second traffic queue formed by the target vehicle avoiding the first i affected vehicles in the first traffic queue is X i ={ x i 1,x i 2,x i 3……x i N+1}, according to the formula t i 0 = x i i+1 -x 0 1 Calculate the avoidance time t of the target vehicle under the i-th adjustment i 0; According to the formula t i m =x 0 m+1 -x i m Calculate the time saved t of the vehicle corresponding to the m+1th element in the first traffic queue under the i-th adjustment i m ; where x 0 1 and xi i+1 are the arrival times of the target vehicles, x 0 m+1 With x i m is the arrival time of the vehicle corresponding to the m+1th element in the first passing queue, 1≤m≤i, and N is the total number of affected vehicles.

[0148] In one embodiment, the unloading preparation module 510 is further used to identify secondary impact vehicles based on the avoidance point, where the secondary impact vehicles are vehicles that are affected by the traffic caused by the target vehicle stopping at the avoidance point.

[0149] The avoidance decision module 520 is also used to calculate the congestion duration corresponding to each secondary impact vehicle based on each simulated avoidance scenario; and calculate the avoidance benefit value under the corresponding simulated avoidance scenario based on the avoidance duration, congestion duration and saved duration, and the avoidance benefit value is negatively correlated with the congestion duration.

[0150] In one embodiment, the unloading preparation module 510 is also used to calculate the latest arrival time of the target vehicle according to the delivery period of the target vehicle; identify the candidate vehicles that arrive at the unloading point before the latest arrival time; determine the impact time threshold based on the unloading road occupation time; calculate the interval time between the arrival times of each adjacent candidate vehicle at the unloading point; compare each interval time with the impact time threshold, and take the candidate vehicle before the subsequent vehicle among the adjacent candidate vehicles corresponding to the first interval time exceeding the impact time threshold as the affected vehicle.

[0151] In one embodiment, the unloading preparation module 510 is further configured to detect whether there is an associated vehicle in the affected vehicle set whose unloading point is the same as and / or adjacent to that of the target vehicle.

[0152] The avoidance decision module 520 is also used to form an avoidance decision based on a candidate simulated avoidance scenario among multiple simulated avoidance scenarios when the avoidance benefit value of the candidate simulated avoidance scenario reaches a benefit threshold, where the candidate simulated avoidance scenario is a simulated avoidance scenario in which the target vehicle and the associated vehicle arrive at the unloading point at adjacent times.

[0153] In one embodiment, the avoidance decision module 520 is further used to obtain the impact weights of the target vehicle and each affected vehicle; and calculate the avoidance benefit value corresponding to the simulated avoidance situation based on the impact weights, avoidance duration and saved duration.

[0154] In one embodiment, a computer-readable storage medium is provided, on which executable instructions are stored. When the instructions are executed by a processor, the processor executes the steps in the above-mentioned method embodiments.

[0155] In one embodiment, an electronic device is also provided, comprising one or more processors; a memory, wherein one or more programs are stored in the memory, wherein when the one or more programs are executed by the one or more processors, the one or more processors execute the steps in the above-mentioned method embodiments. The electronic device may be a device in which the above-mentioned distribution control system is deployed, such as a background server that controls the operation of the overhead crane or sends a driving path to the overhead crane to communicate with the overhead crane.

[0156] In one embodiment, Figure 6 As shown, it shows a schematic diagram of the structure of an electronic device for implementing an embodiment of the present application. The electronic device 600 includes a central processing unit (CPU) 601, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 602 or a program loaded from a storage part 608 to a random access memory (RAM) 603. In the RAM 603, various programs and data required for the operation of the electronic device 600 are also stored. The CPU 601, the ROM 602, and the RAM 603 are connected to each other via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0157] The following components are connected to the I / O interface 605: an input section 606 including a keyboard, a mouse, etc.; an output section 607 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 608 including a hard disk, etc.; and a communication section 609 including a network interface card such as a LAN card, a modem, etc. The communication section 609 performs communication processing via a network such as the Internet. A drive 610 is also connected to the I / O interface 605 as needed. A removable medium 611, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 610 as needed, so that a computer program read therefrom is installed into the storage section 608 as needed.

[0158] In particular, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, including a computer-readable medium carrying instructions, in such an embodiment, the instructions can be downloaded and installed from a network through a communication part 609, and / or installed from a removable medium 611. When the instructions are executed by a central processing unit (CPU) 601, the various method steps described in the present application are executed.

[0159] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

[0160] In addition, those skilled in the art will appreciate that, although some embodiments herein include certain features included in other embodiments but not other features, the combination of features of different embodiments is meant to be within the scope of the present application and form different embodiments. For example, all of the above embodiments may be used in any combination. The information disclosed in this background technology section is intended only to deepen the understanding of the overall background technology of the present application and should not be regarded as an admission or in any form to imply that the information constitutes prior art known to those skilled in the art.

Claims

1. A method for controlling the operation of a road-occupying unloading and handling vehicle, characterized in that: The method comprises: When the target vehicle enters the unloading preparation stage, determining the affected vehicle collection and avoidance point affected by the unloading of the target vehicle; Simulate the target vehicle to enter the avoidance point to avoid at least one affected vehicle in the affected vehicle set, and output simulation result information under each simulated avoidance situation, wherein the simulation result information includes the avoidance time generated by the target vehicle and the saved time generated by the affected vehicle under the corresponding simulated avoidance situation; Calculating an avoidance benefit value corresponding to a simulated avoidance situation based on the avoidance time and the saved time; Determining an avoidance decision from a plurality of simulated avoidance situations based on the avoidance benefit value, wherein the avoidance decision includes an avoidance vehicle to be avoided; Based on the avoidance decision, the target vehicle is controlled to travel to the avoidance point to avoid the avoidance vehicle. After completing the avoidance, the target vehicle is controlled to travel from the avoidance point to the unloading point to unload the goods on the road.

2. The operation control method of a road-occupying unloading and handling vehicle according to claim 1, characterized in that: The respectively simulating the target vehicle to enter the avoidance point to avoid at least one affected vehicle in the set of affected vehicles, and outputting simulation result information under each simulated avoidance situation, includes: Calculate the arrival time of each affected vehicle at the unloading point based on the travel planning path of each affected vehicle in the affected vehicle set; A first passing queue is formed based on the time sequence of the arrival time of the target vehicle and the arrival time of the affected vehicle, wherein the position of the elements in the first passing queue represents the arrival order of the corresponding vehicles, and the element value of the first element represents the arrival time of the target vehicle; Adjusting the position of the first element in the first passing queue multiple times, and recalculating the element value of each element based on the position after each adjustment to form a second passing queue; The corresponding avoidance time and saving time are calculated based on the first traffic queue and the second traffic queue formed by each adjustment.

3. The operation control method of a road-occupying unloading and handling vehicle according to claim 2, characterized in that: First pass queue X 0 ={ x 0 1,x 0 2, x 0 3……x 0 N+1 }, in the i-th adjustment, the second traffic queue formed by the target vehicle avoiding the first i affected vehicles in the first traffic queue is X i ={ x i 1,x i 2, x i 3……x i N+1 }, According to the formula t i 0 = x i i+1 -x 0 1 Calculate the avoidance time t of the target vehicle under the i-th adjustment i 0; According to the formula t i m =x 0 m+1 -x i m Calculate the time saved t for the vehicle corresponding to the m+1th element in the first traffic queue under the i-th adjustment i m ; where x 0 1 and x i i+1 are the arrival times of the target vehicles, x 0 m+1 With x i m is the arrival time of the vehicle corresponding to the m+1th element in the first passing queue, 1≤m≤i, and N is the total number of affected vehicles.

4. The operation control method of a road-occupying unloading and handling vehicle according to claim 1, characterized in that: Before calculating the avoidance benefit value corresponding to the simulated avoidance situation based on the avoidance duration and the saved duration, the method further includes: Identifying secondary impact vehicles based on the avoidance point, wherein the secondary impact vehicles are vehicles affected by the traffic caused by the target vehicle stopping at the avoidance point; Calculate the congestion duration corresponding to each secondary impact vehicle based on each simulated avoidance scenario; The avoidance benefit value corresponding to the simulated avoidance situation is calculated based on the avoidance duration and the saved duration, including: the avoidance benefit value under the simulated avoidance situation is calculated based on the avoidance duration, the congestion duration and the saved duration, the avoidance benefit value is negatively correlated with the congestion duration, negatively correlated with the avoidance duration, and positively correlated with the saved duration.

5. The operation control method of a road-occupying unloading and handling vehicle according to claim 1, characterized in that: When the target vehicle enters the unloading preparation stage, determining a set of affected vehicles and avoidance points affected by the unloading of the target vehicle includes: When the target vehicle enters the unloading preparation stage, the unloading preparation message of the target vehicle is triggered, and the unloading preparation message includes the unloading point of the target vehicle, the duration of unloading occupying the road, the target planned path from the current position to the unloading point, and the arrival time; identifying a set of affected vehicles affected by the unloading of the target vehicle based on the unloading preparation message; An avoidance point is determined from a vehicle driving road based on the target planning path, and the vehicle driving road is a one-way road.

6. The operation control method of a road-occupying unloading and handling vehicle according to claim 5, characterized in that: The step of identifying a set of affected vehicles affected by the unloading of the target vehicle based on the unloading preparation message comprises: Calculating the latest arrival time of the target vehicle according to the delivery deadline of the target vehicle; Identifying candidate vehicles that arrive at the unloading point before the latest arrival time; Determine an impact duration threshold based on the unloading road occupation duration; Calculate the time interval between the arrival times of each adjacent candidate vehicle at the unloading point; Each interval duration is compared with the impact duration threshold, and a candidate vehicle preceding the following vehicle among adjacent candidate vehicles corresponding to the first interval duration exceeding the impact duration threshold is taken as the affected vehicle.

7. The operation control method of a road-occupying unloading and handling vehicle according to claim 5, characterized in that: The method further comprises: Detecting whether there is an associated vehicle in the affected vehicle set whose unloading point is the same as and / or adjacent to that of the target vehicle; The step of determining an avoidance decision from a plurality of simulated avoidance situations based on the avoidance benefit value includes: When the avoidance benefit value of a candidate simulated avoidance scenario among multiple simulated avoidance scenarios reaches a benefit threshold, an avoidance decision is formed based on the candidate simulated avoidance scenario, where the candidate simulated avoidance scenario is a simulated avoidance scenario in which the target vehicle and the associated vehicle arrive at the unloading point at adjacent times.

8. An operation control device for a road-occupying unloading and handling vehicle, characterized in that: The device comprises: The unloading preparation module is used to determine the affected vehicle set and avoidance point affected by the unloading of the target vehicle when the target vehicle enters the unloading preparation stage; An avoidance decision module is used to simulate the target vehicle entering the avoidance point to avoid at least one affected vehicle in the affected vehicle set, and output simulation result information under each simulated avoidance situation, wherein the simulation result information includes the avoidance time generated by the target vehicle and the saved time generated by the affected vehicle under the corresponding simulated avoidance situation; based on the avoidance time and the saved time, calculate the avoidance benefit value of the corresponding simulated avoidance situation; based on the avoidance benefit value, determine an avoidance decision from multiple simulated avoidance situations, wherein the avoidance decision includes the avoidance vehicle that needs to be avoided; The on-road unloading module is used to control the target vehicle to travel to the avoidance point to avoid the avoiding vehicle based on the avoidance decision, and after completing the avoidance, travel from the avoidance point to the unloading point to unload on the road.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores executable instructions, and when the executable instructions are executed by a processor, the processor is enabled to perform the method according to any one of claims 1 to 7.

10. An electronic device, characterized in that: include: one or more processors; A memory for storing one or more programs, which, when executed by the one or more processors, causes the one or more processors to perform the method according to any one of claims 1 to 7.

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