A transportation route planning system for material storage center

Abstract

The present invention relates to the technical field of transport path planning, and in particular to a transport path planning system for a material storage center, comprising an order generation module, an in-warehouse path analysis module, an out-warehouse path analysis module, an in-warehouse path planning module, an out-warehouse path planning module, a server, a data communication module, a processor and a display terminal; the present invention obtains the outbound order of the material storage center, extracts the storage location information and the destination location information of the material, and sends it to the server for storage, and then performs real-time monitoring and analysis on the in-warehouse path and out-warehouse path parameters of the target transport vehicle, generates a comprehensive evaluation coefficient of the in-warehouse path and the out-warehouse path, and dynamically plans the optimal in-warehouse and out-of-warehouse passage path based on the comprehensive evaluation coefficient, thereby achieving not only reducing the ineffective driving of vehicles in the warehouse, but also optimizing the external transport path in real time, effectively improving the transport efficiency and reducing the logistics cost.

Description

Technical Field

[0001] The present invention relates to the technical field of transport path planning, and in particular to a transport path planning system for a material storage center. Background Art

[0002] With the rapid development of modern logistics and warehousing industries, the efficiency and cost control of material transportation have become important competitive advantages for logistics companies;

[0003] However, existing path planning systems have significant limitations when facing complex logistics environments and dynamic traffic conditions. They lack the ability to dynamically select the best path based on real-time traffic conditions. Their limitations are mainly reflected in the following two aspects:

[0004] First, in the process of transportation within the warehouse, traditional methods usually rely on the operator's experience and subjective judgment to select the driving route, and fail to fully consider the mutual influence between transportation vehicles, the congestion of roads inside the warehouse, and the optimal route selection under complex warehouse layouts. This method easily causes transportation vehicles to stagnate or detour for a long time inside the warehouse, and it is impossible to achieve efficient scheduling and route optimization, thereby reducing the overall transportation efficiency;

[0005] Secondly, in the transportation process outside the warehouse, most traditional path planning systems only select routes based on the shortest driving distance, ignoring the changes in real-time traffic conditions, such as traffic flow fluctuations, road closures or accidents. With the occurrence of traffic congestion, the originally preset "optimal path" may become the most time-consuming and expensive option in actual operation, resulting in longer transportation time, increased fuel consumption, and significantly increased transportation costs.

[0006] In order to solve the above defects, a technical solution is now provided. Summary of the invention

[0007] The purpose of the present invention is to solve the limitations of traditional path planning methods, which are unable to cope with the complex and dynamic transportation needs inside and outside the storage center, resulting in low transportation efficiency and increased costs, and to propose a material storage center transportation path planning system.

[0008] The purpose of the present invention can be achieved through the following technical solutions:

[0009] A material storage center transportation path planning system, comprising:

[0010] The in-warehouse path analysis module is used to monitor and analyze the traffic value, blocking value and turning value of the target transport vehicle, and form the in-warehouse path parameters accordingly;

[0011] The out-of-warehouse path analysis module is used to monitor and analyze the total estimated travel time, obstruction index, congestion index and sudden index of the target transport vehicle, and form out-of-warehouse path parameters accordingly;

[0012] The ROT module is used to analyze the path parameters inside the warehouse and the path parameters outside the warehouse to generate comprehensive evaluation coefficients of the path inside the warehouse and the path outside the warehouse;

[0013] The in-warehouse path planning module is used to obtain the comprehensive evaluation coefficient of the in-warehouse path through the processor, and determine the target passage path according to the comprehensive evaluation coefficient of the in-warehouse path;

[0014] The out-of-warehouse path planning module is used to obtain the comprehensive evaluation coefficient of the out-of-warehouse path through the processor, and determine the target travel path based on the comprehensive evaluation coefficient of the out-of-warehouse path.

[0015] Furthermore, the analysis process of the path parameters within the warehouse is as follows:

[0016] Obtain in real time all the paths of the target transport vehicle to the material storage location within the current monitoring period, and mark them as the paths within the warehouse;

[0017] By obtaining the channel width and height corresponding to the path in the warehouse, the passage value Tkg is obtained. j , j represents the number of the path in the warehouse, and j=1, 2, 3…m1, m1 represents the total number of the path numbers in the warehouse;

[0018] The blocking value Csx is obtained by analyzing the number of vehicles, dwell time and speed corresponding to the path in the warehouse. j ;

[0019] The solution of the dwell time value is as follows: by obtaining the dwell time of each vehicle and each person on the path in the inner warehouse, and calculating the average of the dwell time of all vehicles and personnel and then adding them up, the dwell time value is obtained;

[0020] The speed value is solved as follows: by obtaining the speed of each vehicle on the path in the warehouse, and extracting the maximum speed and minimum speed of each vehicle, and performing difference calculation on the maximum speed and minimum speed of each vehicle to obtain the speed difference of each vehicle, and then performing average calculation on the speed difference of each vehicle to obtain the speed value;

[0021] By obtaining the number of turns corresponding to the path in the warehouse, the turning value Rwg corresponding to the path in the warehouse is obtained j ;

[0022] The path parameters within the warehouse are composed of the pass value, blocking value and turning value.

[0023] Furthermore, the analysis process of the out-of-warehouse path parameters is as follows:

[0024] Obtain in real time all the paths of the target transport vehicle to the destination location within the current monitoring period, and mark them as the out-of-warehouse paths;

[0025] The travel time of each path segment corresponding to the path outside the warehouse is calculated and analyzed to obtain the travel time of each path segment corresponding to the path outside the warehouse, and the travel time of each path segment is added to obtain the total estimated travel time Fxt k , k represents the number of the path outside the warehouse, and k=1, 2, 3…m2, m2 represents the total number of the path numbers outside the warehouse;

[0026] Obstacle index Hza is obtained by obtaining the number of traffic lights and intersections corresponding to the path outside the warehouse and adding the number of traffic lights and intersections. k ;

[0027] By obtaining the traffic flow information corresponding to the path outside the warehouse, the traffic flow information includes traffic density, vehicle speed and lane utilization rate, and the traffic density, vehicle speed and lane utilization rate are marked as Ym respectively. k 、Ys k and Yd k , according to the formula: , get the congestion index Ymd k , among which, Ym k Δ 、Ys k Δ and Yd k Δ They represent the reference traffic density, reference vehicle speed and reference lane utilization rate respectively, b1, b2 and b3 represent the set weight coefficients respectively;

[0028] By obtaining the traffic event status corresponding to the path outside the warehouse, the estimated recovery time and affected area of ​​the traffic event status are extracted and marked as Ps respectively. k v and Pm k v , according to the formula: , get the burst index Psm k , where v represents the traffic incident number, which is numbered 1, 2, 3…n according to the time of occurrence, n represents a positive integer greater than zero, and b4 and b5 represent the set weight coefficients respectively;

[0029] The out-of-warehouse path parameters are composed of the total estimated travel time, obstacle index, congestion index and sudden index.

[0030] Furthermore, the process of solving the comprehensive evaluation coefficient of the path within the warehouse is as follows:

[0031] Extract the pass value Tkg from the path parameter of the target transport vehicle in the warehouse j , blocking value Csx j and turning value Rwg j Normalization is performed according to the formula: , the comprehensive evaluation coefficient CNP of the path within the warehouse is obtained, where e represents a natural constant, β1, β2 and β3 represent the weight coefficients of the pass value, blocking value and turning value, respectively, and β1>β2>β3.

[0032] Furthermore, the process of solving the comprehensive evaluation coefficient of the path outside the warehouse is as follows:

[0033] Extract the total estimated travel time Fxt from the out-of-warehouse path parameters of the target transport vehicle k , Hindering index Hza k , congestion index Ymd k and burst index Psm k Normalization is performed according to the formula: , and obtain the comprehensive evaluation coefficient CWP of the path outside the warehouse, where θ k represents the influence coefficient of the path outside the warehouse, λ1, λ2 and λ3 represent the weight coefficients of the obstacle index, congestion index and burst index respectively, and λ1>λ2>λ3.

[0034] Furthermore, the specific process of determining the target passage path according to the comprehensive evaluation coefficient of the path in the warehouse is as follows:

[0035] The comprehensive evaluation coefficient of the path within the warehouse is retrieved, the path within the warehouse corresponding to the maximum value of the comprehensive evaluation coefficient is determined as the target pass path, and a pass signal is generated.

[0036] Furthermore, the target passage path is continuously monitored in real time. The specific monitoring method is as follows:

[0037] The intersection of the left and right and upper and lower central axes of the target transport vehicle is marked as the central monitoring point. With the central monitoring point as the center of the circle, a preset radius and length are set to construct a cylindrical monitoring area. The space occupied by the cylinder is the monitoring area, which is used to detect possible obstacles. When an obstacle is detected in the monitoring area, the maximum area occupied by the obstacle in the area will be automatically extracted. The maximum area occupied by the obstacle in the area is used as the offset value that the target transport vehicle needs to deviate from the original path. The target travel path is corrected and notified on the display terminal.

[0038] Furthermore, the specific process of determining the target passage path according to the comprehensive evaluation coefficient of the path outside the warehouse is as follows:

[0039] Retrieving the comprehensive evaluation coefficient of the path outside the warehouse, comparing and analyzing the comprehensive evaluation coefficient of the path outside the warehouse with a preset comprehensive evaluation threshold, and when the comprehensive evaluation coefficient of the path outside the warehouse is greater than or equal to the preset comprehensive evaluation threshold, the path outside the warehouse is determined to be a passable path;

[0040] At the same time, the wind speed, rainfall, air pressure and visibility of the weather condition parameters of the passable path within a period of time are obtained for analysis to obtain the weather condition assessment coefficient;

[0041] The comprehensive evaluation coefficient of the passable path and the weather condition evaluation coefficient are extracted, multiplied by the corresponding weight coefficients and then added to obtain the matching value. The passable path corresponding to the maximum matching value is determined as the target passable path, and a pass signal is generated.

[0042] Compared with the known prior art, the technical solution provided by the present invention has the following beneficial effects:

[0043] The present invention realizes more accurate path selection by real-time monitoring and analyzing the path parameters inside and outside the warehouse in multiple dimensions, and generates comprehensive evaluation coefficients respectively. It can monitor the travel paths of the transportation vehicles of the material storage center in real time and dynamically adjust the planning, which not only optimizes the travel paths in the complex environment inside the warehouse, but also can make real-time adjustments according to the traffic conditions outside the warehouse to ensure that the path selection is always optimal. Different from the traditional path planning method that relies on human selection or simple distance calculation, it effectively avoids the delays or improper path selection caused by a single factor.

[0044] The present invention can avoid unnecessary delays such as vehicle congestion and detours inside or outside the warehouse by dynamically adjusting the path planning inside and outside the warehouse, thereby effectively saving transportation time and fuel costs. This not only improves the logistics operation efficiency, but also significantly reduces the transportation cost of the warehousing center.

[0045] The present invention effectively integrates material outbound orders, transport vehicles and real-time path information by adopting a multi-module collaborative working mode, thereby improving the intelligence level of the entire transport scheduling process. Transport vehicles can automatically travel according to the generated optimal path planning, reducing human operation errors and ensuring that materials are delivered to the destination quickly and safely. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the prior art descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0047] Figure 1It is the overall module block diagram of the present invention. DETAILED DESCRIPTION

[0048] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0049] like Figure 1 As shown, a material storage center transportation path planning system includes: an order generation module, an in-warehouse path analysis module, an out-warehouse path analysis module, an in-warehouse path planning module, an out-warehouse path planning module, a server, a data communication module, a processor and a display terminal;

[0050] The data communication module is used for the processor to communicate with the server and exchange data. The server includes a ROT module, which is used to analyze the path parameters inside the warehouse and the path parameters outside the warehouse to generate comprehensive evaluation coefficients of the path inside the warehouse and the path outside the warehouse;

[0051] The order generation module is used to obtain the orders that need to be shipped from the material storage center within the current monitoring time period, and extract the material names and destination location information involved in the orders, match the extracted material names with the material storage table, thereby obtaining the storage location information of the materials, and send the storage location information of the materials and their destination location information to the server for storage;

[0052] The in-warehouse path analysis module is used to monitor and analyze the in-warehouse path parameters of the target transport vehicle. The specific analysis process is as follows:

[0053] Obtain the location information of the currently idle transport vehicle (forklift or AGV) and the material storage location information. Based on this information, calculate the straight-line distance from the transport vehicle to the material storage location, and mark the transport vehicle with the shortest straight-line distance as the target transport vehicle.

[0054] Obtain in real time all the paths of the target transport vehicle to the material storage location within the current monitoring period, and mark them as the paths within the warehouse;

[0055] By obtaining the channel width and height corresponding to the path in the warehouse, the channel width and height of the path in the warehouse are obtained, which are marked as Tk respectively. j and Tg j , j represents the number of the path in the warehouse, and j=1, 2, 3…m1, m1 represents the total number of path numbers in the warehouse, according to the formula: , get the pass value Tkg j , where a1 and a2 represent the set weight coefficients respectively;

[0056] By obtaining the vehicle quantity, dwell time and speed values ​​corresponding to the path in the warehouse, and marking them as Cs j , Ct j and Cx j , according to the formula: , get the blocking value Csx j , where a3, a4 and a5 represent the set weight coefficients respectively;

[0057] The solution for the dwell time value is: obtain the dwell time of each vehicle and each person on the path in the inner warehouse, calculate the average of the dwell time of all vehicles and personnel, and then add them up to get the dwell time value;

[0058] The speed value is solved as follows: by obtaining the speed of each vehicle on the path in the warehouse, and extracting the maximum speed and minimum speed of each vehicle, and performing difference calculation on the maximum speed and minimum speed of each vehicle to obtain the speed difference of each vehicle, and then performing average calculation on the speed difference of each vehicle to obtain the speed value;

[0059] By obtaining the number of turns corresponding to the path in the warehouse, the turning value Rwg corresponding to the path in the warehouse is obtained j ;

[0060] The in-warehouse path parameters of the target transport vehicle are composed of the traffic value, the blocking value and the turning value.

[0061] The out-of-warehouse path analysis module is used to monitor and analyze the out-of-warehouse path parameters of the target transport vehicle. The specific analysis process is as follows:

[0062] Obtain in real time all the paths of the target transport vehicle (truck) to the destination location within the current monitoring period, and mark them as out-of-warehouse paths;

[0063] The travel time of each path segment corresponding to the path outside the warehouse is calculated according to the following formula: Where k represents the number of the path outside the warehouse, and k=1, 2, 3…m2, m2 represents the total number of the path numbers outside the warehouse, T k s is the travel time of the sth path segment corresponding to the path outside the kth warehouse; L k s is the length of the sth path segment corresponding to the path outside the kth bin; V k s is the speed of the sth path segment corresponding to the path outside the kth bin (usually the speed limit of the path segment);

[0064] Add the travel time of each path segment corresponding to the path outside the warehouse to obtain the total estimated travel time according to the following formula: Among them, Fxt k is the total estimated travel time of the target transport vehicle (truck) to the destination location outside the warehouse during the current monitoring period, s * is the total number of path segments;

[0065] It should be noted that the speed limit of a route segment refers to the speed limit required by traffic regulations or road conditions within a specific route segment. Usually, these speed limits are to ensure traffic safety and smooth flow on a specific road segment.

[0066] By obtaining the number of traffic lights and intersections corresponding to the path outside the warehouse, and adding the number of traffic lights and the number of intersections, the obstruction index is obtained, which is marked as Hza. k ;

[0067] By obtaining the traffic flow information corresponding to the path outside the warehouse, the traffic flow information includes traffic density, vehicle speed and lane utilization rate. The traffic flow information can be obtained through traffic monitoring systems, traffic sensors, third-party traffic platforms, etc. The traffic density, vehicle speed and lane utilization rate are marked as Ym respectively. k 、Ys k and Yd k , according to the formula: , get the congestion index Ymd k , among which, Ym k Δ 、Ys k Δ and Yd k Δ They represent the reference traffic density, reference vehicle speed and reference lane utilization rate respectively, b1, b2 and b3 represent the set weight coefficients respectively;

[0068] It should be noted that traffic density refers to the number of vehicles passing through a unit length of road. The higher the traffic density, the more vehicles there are on a unit road and the more congested the traffic is. Vehicle speed refers to the average speed of vehicles. Lane utilization rate refers to the ratio of the number of vehicles currently occupying a lane to the maximum number of vehicles that the lane can accommodate.

[0069] By obtaining the traffic event status corresponding to the path outside the warehouse, the traffic event status includes emergencies such as traffic accidents, construction, and road closures, and extracting the estimated recovery time and affected area of ​​the traffic event status, and marking them as Ps k v and Pm k v , according to the formula: , get the burst index Psm k , where v represents the traffic incident number, which is numbered 1, 2, 3…n according to the time of occurrence, n represents a positive integer greater than zero, and b4 and b5 represent the set weight coefficients respectively;

[0070] The out-of-warehouse path parameters of the target transport vehicle are composed of the total estimated travel time, the obstruction index, the congestion index and the suddenness index;

[0071] The ROT module is used to receive the in-warehouse path parameters and out-warehouse path parameters of the target transport vehicle, thereby evaluating and analyzing the path status of the target transport vehicle. The specific analysis process is as follows:

[0072] Extract the pass value Tkg from the path parameter of the target transport vehicle in the warehouse j , blocking value Csx j and turning value Rwg j Normalization is performed according to the formula: , the comprehensive evaluation coefficient CNP of the path in the warehouse is obtained, where e represents a natural constant, β1, β2 and β3 represent the weight coefficients of the traffic value, the blocking value and the turning value respectively, and β1>β2>β3. The weight coefficient is used to balance the weight of each data in the formula calculation, thereby promoting the accuracy of the calculation result;

[0073] Extract the total estimated travel time Fxt from the out-of-warehouse path parameters of the target transport vehicle k , Hindering index Hza k , congestion index Ymd k and burst index Psm k Normalization is performed according to the formula: , and obtain the comprehensive evaluation coefficient CWP of the path outside the warehouse, where θ k represents the influence coefficient of the path outside the warehouse, λ1, λ2 and λ3 represent the weight coefficients of the obstacle index, congestion index and burst index respectively, and λ1>λ2>λ3;

[0074] The comprehensive evaluation coefficients of the in-warehouse path and the out-warehouse path are sent to the corresponding in-warehouse path planning module and the out-warehouse path planning module respectively;

[0075] The in-warehouse path planning module is used to receive the comprehensive evaluation coefficient of the in-warehouse path, and then plan and analyze the in-warehouse path. The specific analysis process is as follows:

[0076] The comprehensive evaluation coefficient of the path in the warehouse is retrieved, and the path in the warehouse corresponding to the maximum value of the comprehensive evaluation coefficient is determined as the target passage path, and a passage signal is generated. According to the generated passage signal, the vehicle driving command is triggered to control the target transport vehicle to travel along the target passage path;

[0077] At the same time, during the vehicle's passage, the target passage path is continuously monitored in real time. The specific monitoring method is as follows:

[0078] The intersection of the left and right and upper and lower central axes of the target transport vehicle is marked as the central monitoring point. With the central monitoring point as the center of the circle, a preset radius and length are set to construct a cylindrical monitoring area. The space occupied by the cylinder is the monitoring area, which is used to detect possible obstacles. When an obstacle is detected in the monitoring area, the maximum area occupied by the obstacle in the area is automatically extracted, and the maximum area occupied by the obstacle in the area is used as the offset value that the target transport vehicle needs to deviate from the original path. The target passage path is corrected and notified on the display terminal, so as to adjust the driving direction of the target transport vehicle to bypass the obstacle and ensure smooth passage;

[0079] The out-of-warehouse path planning module is used to receive the comprehensive evaluation coefficient of the out-of-warehouse path, and then perform planning and analysis on the out-of-warehouse path. The specific analysis process is as follows:

[0080] Retrieving the comprehensive evaluation coefficient of the path outside the warehouse, comparing and analyzing the comprehensive evaluation coefficient of the path outside the warehouse with a preset comprehensive evaluation threshold, and when the comprehensive evaluation coefficient of the path outside the warehouse is greater than or equal to the preset comprehensive evaluation threshold, the path outside the warehouse is determined to be a passable path;

[0081] At the same time, the wind speed, rainfall, air pressure and visibility of the weather condition parameters of the traversable path within a period of time are obtained and calibrated as QXs i 、QXu i ,QXy i and QXd i , where i represents the number of each monitoring time point within a period of time, and i=1, 2, 3...q; q represents the total number of monitoring time point numbers within a period of time, and the value is a positive integer. The values ​​of the four are extracted for normalization processing according to the formula: , and obtain the weather condition assessment coefficient QXZ, where QXs * 、QXu * ,QXy * and QXd i They are respectively represented by reference wind speed, reference rainfall, reference air pressure and reference visibility, c1, c2 and c3 are respectively represented by weight coefficients of wind speed deviation value, rainfall deviation value, air pressure deviation value and visibility difference value, and c1>c2>c3;

[0082] The comprehensive evaluation coefficient of the passable path and the weather condition evaluation coefficient are extracted, multiplied by the corresponding weight coefficients and then added to obtain the matching value. The passable path corresponding to the maximum matching value is determined as the target passable path, and a pass signal is generated. The vehicle driving command is triggered based on the generated pass signal, and the target transport vehicle is controlled to travel along the target passable path, and a notification is made on the display terminal.

[0083] The preferred embodiments of the present invention disclosed above are only used to help explain the present invention. The preferred embodiments do not describe all the details in detail, nor do they limit the invention to only specific implementation methods. Obviously, many modifications and changes can be made according to the content of this specification. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present invention, so that those skilled in the art can understand and use the present invention well. The present invention is limited only by the claims and their full scope and equivalents.

Claims

1. A material storage center transportation path planning system, including an order generation module, for obtaining storage location information and destination location information of materials, characterized in that: Also includes: The in-warehouse path analysis module is used to monitor and analyze the traffic value, blocking value and turning value of the target transport vehicle, and form the in-warehouse path parameters accordingly; The analysis process of the path parameters in the warehouse is as follows: Obtain in real time all the paths of the target transport vehicle to the material storage location within the current monitoring period, and mark them as the paths within the warehouse; By obtaining the channel width and height corresponding to the path in the warehouse, the passage value Tkg is obtained. j , j represents the number of the path in the warehouse, and j=1, 2, 3…m1, m1 represents the total number of the path numbers in the warehouse; The blocking value Csx is obtained by analyzing the number of vehicles, dwell time and speed corresponding to the path in the warehouse. j ; The process of solving the dwell time value and speed value is as follows: by obtaining the dwell time of each vehicle and each person on the path in the inner warehouse, and calculating the average of the dwell time of all vehicles and personnel and then adding them up, the dwell time value is obtained; By obtaining the driving speed of each vehicle on the path in the warehouse, and extracting the maximum driving speed and the minimum driving speed of each vehicle, and performing difference calculation on the maximum driving speed and the minimum driving speed of each vehicle, the driving speed difference of each vehicle is obtained, and then the driving speed difference of each vehicle is averaged to obtain the speed value; By obtaining the number of turns corresponding to the path in the warehouse, the turning value Rwg corresponding to the path in the warehouse is obtained j ; The path parameters in the warehouse are composed of the pass value, the blocking value and the turning value; The out-of-warehouse path analysis module is used to monitor and analyze the total estimated travel time, obstruction index, congestion index and sudden index of the target transport vehicle, and form out-of-warehouse path parameters accordingly; The analysis process of the parameters of the out-of-warehouse path is as follows: Obtain in real time all the paths of the target transport vehicle to the destination location within the current monitoring period, and mark them as the out-of-warehouse paths; The travel time of each path segment corresponding to the path outside the warehouse is calculated and analyzed to obtain the travel time of each path segment corresponding to the path outside the warehouse, and the travel time of each path segment is added to obtain the total estimated travel time Fxt k , k represents the number of the path outside the warehouse, and k=1, 2, 3…m2, m2 represents the total number of the path numbers outside the warehouse; Obstacle index Hza is obtained by obtaining the number of traffic lights and intersections corresponding to the path outside the warehouse and adding the number of traffic lights and intersections. k ; By obtaining the traffic flow information corresponding to the path outside the warehouse, the traffic flow information includes traffic density, vehicle speed and lane utilization rate, and the traffic density, vehicle speed and lane utilization rate are marked as Ym respectively. k 、Ys k and Yd k , according to the formula: , get the congestion index Ymd k , among which, Ym k Δ 、Ys k Δ and Yd k Δ They represent the reference traffic density, reference vehicle speed and reference lane utilization rate respectively, b1, b2 and b3 represent the set weight coefficients respectively; By obtaining the traffic event status corresponding to the path outside the warehouse, the estimated recovery time and affected area of ​​the traffic event status are extracted and marked as Ps respectively. k v and Pm k v , according to the formula: , get the burst index Psm k , where v represents the traffic incident number, which is numbered 1, 2, 3…n according to the time of occurrence, n represents a positive integer greater than zero, and b4 and b5 represent the set weight coefficients respectively; The out-of-warehouse path parameters are composed of the total estimated travel time, obstacle index, congestion index and sudden index; The ROT module is used to analyze the path parameters inside the warehouse and the path parameters outside the warehouse to generate comprehensive evaluation coefficients of the path inside the warehouse and the path outside the warehouse; The process of solving the comprehensive evaluation coefficient of the path in the warehouse is as follows: Extract the pass value Tkg from the path parameter of the target transport vehicle in the warehouse j , blocking value Csx j and turning value Rwg j Normalization is performed according to the formula: , the comprehensive evaluation coefficient CNP of the path in the warehouse is obtained, where e represents a natural constant, β1, β2 and β3 represent the weight coefficients of the traffic value, the blocking value and the turning value respectively, and β1>β2>β3; The process of solving the comprehensive evaluation coefficient of the path outside the warehouse is as follows: Extract the total estimated travel time Fxt from the out-of-warehouse path parameters of the target transport vehicle k , Hindering index Hza k , congestion index Ymd k and burst index Psm k Normalization is performed according to the formula: , and obtain the comprehensive evaluation coefficient CWP of the path outside the warehouse, where θ k represents the influence coefficient of the path outside the warehouse, λ1, λ2 and λ3 represent the weight coefficients of the obstacle index, congestion index and burst index respectively, and λ1>λ2>λ3; The in-warehouse path planning module is used to obtain the comprehensive evaluation coefficient of the in-warehouse path and determine the target passage path according to the comprehensive evaluation coefficient of the in-warehouse path; The out-of-warehouse path planning module is used to obtain the comprehensive evaluation coefficient of the out-of-warehouse path and determine the target travel path based on the comprehensive evaluation coefficient of the out-of-warehouse path.

2. A material storage center transportation path planning system according to claim 1, characterized in that: The specific process of determining the target passage path based on the comprehensive evaluation coefficient of the path in the warehouse is as follows: The comprehensive evaluation coefficient of the path within the warehouse is retrieved, the path within the warehouse corresponding to the maximum value of the comprehensive evaluation coefficient is determined as the target pass path, and a pass signal is generated.

3. A material storage center transportation path planning system according to claim 2, characterized in that: It also includes continuous real-time monitoring of the target passage path. The specific monitoring method is: The intersection of the left and right and upper and lower central axes of the target transport vehicle is marked as the central monitoring point. With the central monitoring point as the center of the circle, a preset radius and length are set to construct a cylindrical monitoring area. The space occupied by the cylinder is the monitoring area, which is used to detect possible obstacles. When an obstacle is detected in the monitoring area, the maximum area occupied by the obstacle in the area will be automatically extracted. The maximum area occupied by the obstacle in the area is used as the offset value that the target transport vehicle needs to deviate from the original path, and the target travel path is corrected.

4. A material storage center transportation path planning system according to claim 1, characterized in that: The specific process of determining the target passage path based on the comprehensive evaluation coefficient of the path outside the warehouse is as follows: Retrieving the comprehensive evaluation coefficient of the path outside the warehouse, comparing and analyzing the comprehensive evaluation coefficient of the path outside the warehouse with a preset comprehensive evaluation threshold, and when the comprehensive evaluation coefficient of the path outside the warehouse is greater than or equal to the preset comprehensive evaluation threshold, the path outside the warehouse is determined to be a passable path; At the same time, the wind speed, rainfall, air pressure and visibility of the weather condition parameters of the passable path within a period of time are obtained for analysis to obtain the weather condition assessment coefficient; The comprehensive evaluation coefficient of the passable path and the weather condition evaluation coefficient are extracted, multiplied by the corresponding weight coefficients and then added to obtain the matching value. The passable path corresponding to the maximum matching value is determined as the target passable path, and a pass signal is generated.

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