Control system for material transportation of RGV (Rail Guided Vehicle)

Abstract

The invention relates to the technical field of RGV transportation vehicle control, in particular to a material transportation control system of an RGV rail vehicle. According to the system, whether the RGV rail vehicle is the RGV rail vehicle to be subjected to rail changing or not is judged through a judgment unit for the RGV rail vehicle to be subjected to rail changing according to the real-time position of the RGV rail vehicle, and the rail changing priority of the RGV rail vehicle is obtained through a rail changing priority obtaining unit according to the emergency degree of materials carried by the RGV rail vehicle, the shortest rail changing time and the waiting time; and finally, in combination with the rail switching priorities of other RGV rail vehicles to be subjected to rail switching in the rail switching monitoring area where the rail switching nodes are located, whether the RGV rail vehicles need to be subjected to rail switching or not is judged. Meanwhile, the system judges the congestion degree of the transportation sub-path where the RGV is located through a rail congestion judgment unit. By means of the system, rail switching of the RGV rail vehicle at the rail switching nodes can be regulated and controlled, the flexibility of the RGV rail vehicle is improved, and therefore the transportation efficiency is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of RGV transport vehicle control, and in particular to a control system for transporting materials by an RGV rail vehicle. Background Art

[0002] In modern logistics and warehousing management, improving the efficiency of material transportation is crucial to the optimization of the entire supply chain. RGV (Rail Guided Vehicle) rail vehicles are widely used in automated warehouses, production lines and logistics centers due to their high efficiency and safety, and have become an important means of material transportation. The RGV system is usually composed of vehicles, tracks, control systems and dispatching systems, and can realize automatic material handling on fixed tracks.

[0003] In the control system of RGV rail vehicles, multiple parameters need to be monitored and controlled to ensure transportation efficiency, safety and reliability. At present, the control system of RGV rail vehicles mainly relies on traditional hardware control and simple logic programming. Although this control method can realize the control of RGV rail vehicles, it does not combine the properties of the materials actually transported by RGV rail vehicles and the information between different RGV rail vehicles to regulate the track changing process of RGV rail vehicles, which will reduce the flexibility of RGV rail vehicle track changing, thereby affecting transportation efficiency.

[0004] Therefore, a control system for RGV rail vehicle transporting materials is proposed. Summary of the invention

[0005] The object of the present invention is to provide a control system for RGV rail vehicles to transport materials, the control system comprising a transport path acquisition unit, a transport path segmentation unit, an RGV rail vehicle position monitoring unit, an RGV rail vehicle to be changed track determination unit, a track change priority acquisition unit, a track change determination unit, a track changeable RGV unit and a track congestion determination unit; the system determines whether the RGV rail vehicle is an RGV rail vehicle to be changed track according to the real-time position of the RGV rail vehicle through the RGV rail vehicle to be changed track determination unit, and acquires the track change priority of the RGV rail vehicle according to the urgency of the materials carried by the RGV rail vehicle, the shortest track change time and the waiting time through the track change priority acquisition unit; finally, combined with the track change priority of other RGV rail vehicles to be changed track in the track change monitoring area where the track change node is located, it is determined whether the RGV rail vehicle needs to change track; at the same time, the system also determines the congestion degree of the transport sub-path where the RGV rail vehicle is located through the track congestion determination unit.

[0006] To achieve the above object, the present invention provides the following technical solutions:

[0007] A control system for RGV rail vehicle transporting materials, comprising:

[0008] Transportation route acquisition unit: used to generate a transportation route according to the transportation starting point and transportation end point when the RGV rail vehicle arrives at the transportation starting point, and obtain transportation route information;

[0009] A transport path division unit: used for dividing the transport path into a plurality of transport sub-paths according to the transport path information;

[0010] RGV rail vehicle position monitoring unit: used to obtain the real-time position of the RGV rail vehicle;

[0011] The RGV rail vehicle to be changed track determination unit is used to determine whether the RGV rail vehicle is the RGV rail vehicle to be changed track according to the real-time position;

[0012] The track change priority acquisition unit is used to acquire the track change priority of the RGV rail vehicle when determining that the RGV rail vehicle is an RGV rail vehicle to be track changed; the track change priority acquisition step includes:

[0013] According to the current position, current path travel speed, maximum path travel speed and maximum path travel acceleration value of the RGV rail vehicle, the shortest track change time for the RGV rail vehicle to reach the corresponding track change node is obtained;

[0014] Obtain the waiting time of the RGV rail vehicle in the rail change monitoring area corresponding to the rail change node and the urgency of the material on the RGV rail vehicle; according to the shortest rail change time t zd , the waiting time t dd and the emergency degree jjcd, the track change priority of the RGV rail vehicle is obtained, and the calculation formula is:

[0015] hgyx=Φ(t zd ,t dd ,jjcd);

[0016] Among them, hgyx represents the track change priority; Φ() represents the nonlinear function;

[0017] A track change judgment unit: used to judge whether the RGV rail vehicle needs to change tracks according to the track change priority;

[0018] The track-changeable RGV unit is used to control the RGV track vehicle to change tracks when it is determined that the RGV track vehicle needs to change tracks.

[0019] Further, the transportation path acquisition unit includes: the transportation path information includes a transportation starting point, a transportation end point, a track change node position and a driving direction on the transportation path.

[0020] Furthermore, the transport path segmentation unit includes:

[0021] According to the positions of the track-changing nodes in the transport path information, the track-changing nodes are sorted in the order in which the RGV rail vehicles pass on the transport path, and the transport path is divided into N+1 transport sub-paths; N is represented by the number of nodes on the transport path; the starting point of the first transport sub-path is the transport starting point, and the end point is the first track-changing node; the starting point of the second transport sub-path is the first track-changing node, and the end point is the second track-changing node; and so on, the starting point of the N+1th transport sub-path is the Nth track-changing node, and the end point is the transport end point.

[0022] Furthermore, the RGV rail vehicle determination unit to be changed includes:

[0023] Each track-changing node on the transport path corresponds to a track-changing monitoring area; the transport sub-path where the RGV rail vehicle is located is obtained according to the real-time position; when the RGV rail vehicle is not on the last transport sub-path, whether the RGV rail vehicle is in the track-changing monitoring area of ​​the track-changing node where the corresponding transport sub-path end point is located is judged according to the real-time position; when the RGV rail vehicle is in the track-changing monitoring area corresponding to the transport sub-path end point corresponding to the real-time position, it is judged whether there is a preceding RGV rail vehicle on the transport sub-path where the RGV rail vehicle is located; when the preceding RGV rail vehicle does not exist, the RGV rail vehicle is the RGV rail vehicle to be track-changed on the track corresponding to the transport sub-path; otherwise, the RGV rail vehicle is not the RGV rail vehicle to be track-changed on the track corresponding to the transport sub-path.

[0024] Furthermore, the maximum path travel speed is obtained based on the transport material information carried by the RGV rail vehicle; the transport material information includes the fragility level, material weight and material height of the material on the RGV rail vehicle;

[0025] The calculation formula of the maximum path speed is:

[0026]

[0027] Among them, v zd It is represented as the maximum path travel speed; Expressed as the maximum straight track speed set; v zx Expressed as the straight track speed; v zx The calculation formula is:

[0028]

[0029] Among them, v0 represents the preset minimum straight track speed; η represents the material characteristic coefficient; ysdj, wlgd and wlzl represent the material fragility level, material weight and material height respectively; α1, α2 and α3 represent the first fragility level coefficient, the first material weight coefficient and the first material height coefficient respectively.

[0030] Furthermore, the maximum path driving acceleration value is obtained based on the transport material information, and the acquisition formula is:

[0031] a zd =a0+λ*Θ(ysdj,wlgd,wlzl);

[0032] Wherein, a0 represents the preset minimum straight track speed; λ represents the second material characteristic coefficient; ysdj, wlgd and wlzl represent the material's fragility level, material weight and material height respectively; Θ() represents a nonlinear function.

[0033] Furthermore, the track change judgment unit includes:

[0034] Obtain the track changing priority of each RGV rail vehicle to be changed in the same track changing monitoring area, and obtain the maximum track changing priority; when the track changing priority corresponding to the RGV rail vehicle is equal to the maximum track changing priority, and there is no vehicle on the track changing node corresponding to the track changing monitoring area, it is determined that the RGV rail vehicle needs to change tracks; otherwise, it is determined that the RGV rail vehicle needs to continue waiting.

[0035] Furthermore, the process of obtaining the track changing priority of each RGV rail vehicle to be changed in the track changing monitoring area includes:

[0036] Obtain the RGV rail vehicles on the M tracks directly connected to the track-changing node in the same track-changing monitoring area; when the number of RGV rail vehicles on the i-th track in the track-changing monitoring area is greater than 0, record the RGV rail vehicle on the i-th track that is closest to the track-changing node as the first track-changing vehicle on the i-th track, and obtain the driving direction of the first track-changing vehicle; otherwise, determine that there is no RGV rail vehicle to be changed on the i-th track; the value of i ranges from 1 to M;

[0037] When the traveling direction of the first track-changing vehicle on the corresponding track is the same as the corresponding track-changing direction, the first track-changing vehicle is recorded as the RGV track vehicle to be changed on the i-th track, and the track-changing priority of the RGV track vehicle to be changed is obtained; the track-changing direction is the direction from the position of the first track-changing vehicle to the track-changing node.

[0038] Furthermore, the control system also includes a track congestion determination unit: when it is determined that the RGV rail vehicle does not need to change tracks, based on the RGV rail vehicle information on the transport sub-path where the RGV rail vehicle is located, real-time acquisition of the congestion level of the transport sub-path where the RGV rail vehicle is located; when the congestion level is greater than a set congestion level threshold, an early warning is issued.

[0039] Furthermore, the congestion degree calculation process includes:

[0040] The RGV rail vehicle information includes the number of RGV rail vehicles on the transport sub-path where the RGV rail vehicle is located, the speed of each of the RGV rail vehicles, and the stay time of each of the RGV rail vehicles on the transport sub-path;

[0041] The calculation formula of the congestion degree is:

[0042]

[0043] Wherein, ydcd represents the congestion degree on the transport sub-path; ljcd represents the path length of the transport sub-path; sl represents the number of RGV rail vehicles on the transport sub-path; sd pj It is represented by the average speed of all RGV rail vehicles on the transport sub-path; tlsj max It is represented as the maximum dwell time of each RGV rail vehicle on the transport sub-path; χ1, χ2 and χ3 represent the vehicle quantity coefficient, vehicle speed coefficient and vehicle dwell time coefficient respectively; exp() represents an exponential function with a natural constant as the base.

[0044] Compared with the prior art, the present invention has the following beneficial effects:

[0045] 1. The present invention obtains the maximum path speed and maximum path acceleration value of the RGV rail vehicle on the transportation path based on the fragility level, material weight and material height of the transported materials carried by the RGV rail vehicle. This method can obtain the shortest track changing time for the vehicle to reach the corresponding track changing node under the premise of ensuring the safety of material transportation, and provide a data basis for the subsequent track changing priority calculation.

[0046] 2. The present invention obtains the track-changing priority of the RGV rail vehicle according to the urgency of the materials carried by the RGV rail vehicle, the shortest track-changing time and the waiting time of the RGV rail vehicle. This method can ensure that when multiple RGV rail vehicles are passing through the same track-changing node, the track-changing priority of each RGV rail vehicle can be accurately obtained by combining various factors, and it is judged whether each RGV rail vehicle needs to change tracks, ensuring that urgent materials are given priority, thereby improving the overall transportation efficiency.

[0047] 3. The present invention monitors the congestion level on the transport sub-path where the RGV rail vehicle is located, and can accurately obtain the congestion level and issue an early warning based on the number of RGV rail vehicles on the transport sub-path, the speed of the RGV rail vehicle, and the dwelling time of the RGV rail vehicle. This method can identify the congested path and promptly remind the staff to handle it, thereby improving the overall transportation efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 A structural diagram of a control system for transporting materials by an RGV rail vehicle provided in an embodiment of the present invention;

[0049] Figure 2 A schematic diagram of the transport path of the RGV rail vehicle B provided in the first embodiment of the present invention;

[0050] Figure 3 A schematic diagram of a process for determining an RGV rail vehicle to be changed tracks provided in an embodiment of the present invention.

[0051] In the figure: 1, the first transport sub-path; 2, the second transport sub-path; 3, the third transport sub-path. DETAILED DESCRIPTION

[0052] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only 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.

[0053] The present invention provides a control system for RGV rail vehicle transporting materials, referring to Figure 1 The control system includes: a transport path acquisition unit, a transport path segmentation unit, an RGV rail vehicle position monitoring unit, an RGV rail vehicle to be changed track determination unit, a track change priority acquisition unit, a track change determination unit, a track changeable RGV unit and a track congestion determination unit.

[0054] Embodiment 1

[0055] In this embodiment, a control system for transporting materials by an RGV rail vehicle is applied to the RGV rail vehicle of Factory A.

[0056] Reference Figure 1 The transport path acquisition unit in the transport path acquisition unit is used to generate a transport path according to the transport starting point and the transport end point when the RGV rail vehicle arrives at the transport starting point, and obtain the transport path information.

[0057] Furthermore, this embodiment collects the transportation starting point and transportation destination of the RGV rail vehicle B of factory A, and generates a transportation path. The specific transportation path is referenced Figure 2 , Figure 2 In the figure, "○" indicates the transportation starting point; "△" indicates the transportation end point; "☆" indicates the track change node; "→" indicates the driving direction of vehicle B on each track. The transportation path information includes the transportation starting point, transportation end point, track change node position and driving direction on the transportation path; the driving direction is the driving direction of the RGV rail vehicle on each track.

[0058] This step of the present embodiment obtains the transport starting point, transport end point and track change node position on the transport path of the road RGV rail vehicle, providing a data basis for the subsequent transport sub-path division and track change judgment.

[0059] Reference Figure 1 The transport path segmentation unit is used to divide the transport path into multiple transport sub-paths according to the transport path information.

[0060] Furthermore, the transport path segmentation unit includes:

[0061] According to the positions of the track-changing nodes in the transport path information, the track-changing nodes are sorted in the order in which the RGV rail vehicles pass through the transport path, and the transport path is divided into N+1 transport sub-paths; N represents the number of nodes on the transport path; the starting point of the first transport sub-path is the transport starting point, and the end point is the first track-changing node; the starting point of the second transport sub-path is the first track-changing node, and the end point is the second track-changing node; and so on, the starting point of the N+1th transport sub-path is the Nth track-changing node, and the end point is the transport end point; refer to Figure 2 The transportation path of the RGV rail vehicle B includes two track change nodes. In this embodiment, the transportation path of the RGV rail vehicle B is divided into three transportation sub-paths, namely, a first transportation sub-path 1, a second transportation sub-path 2 and a third transportation sub-path 3.

[0062] In this embodiment, the transport path is divided into multiple transport sub-paths according to the track change nodes. By dividing the sub-paths, this method can manage the transport tasks of each sub-path more finely, optimize resource allocation, and improve overall transport efficiency.

[0063] Reference Figure 1The RGV rail vehicle position monitoring unit and the RGV rail vehicle to be changed determination unit are used to obtain the real-time position of the RGV rail vehicle; the RGV rail vehicle to be changed determination unit is used to determine whether the RGV rail vehicle is the RGV rail vehicle to be changed according to the real-time position.

[0064] Further, refer to Figure 3 The process of determining the RGV rail vehicle to be changed includes:

[0065] Each track-changing node on the transport path corresponds to a track-changing monitoring area; the transport sub-path where the RGV rail vehicle is located is obtained according to the real-time position; when the RGV rail vehicle is not on the last transport sub-path, it is determined according to the real-time position whether the RGV rail vehicle is in the track-changing monitoring area of ​​the track-changing node where the end point of the corresponding transport sub-path is located; the track-changing monitoring area is pre-set;

[0066] When the RGV rail vehicle is in the track change monitoring area corresponding to the end point of the transport sub-path corresponding to the real-time position, it is determined whether there is a preceding RGV rail vehicle on the transport sub-path where the RGV rail vehicle is located; when there is no preceding RGV rail vehicle, the RGV rail vehicle is the RGV rail vehicle to be track changed on the track corresponding to the transport sub-path; otherwise, the RGV rail vehicle is not the RGV rail vehicle to be track changed on the track corresponding to the transport sub-path.

[0067] This step of the present embodiment monitors the real-time position of the RGV rail vehicle and determines whether the RGV rail vehicle enters the track change monitoring area. When the RGV rail vehicle enters the track change monitoring area, it indicates that the RGV rail vehicle is close to the track change node where the midpoint of the transport sub-path is located, and the RGV rail vehicle is ready to perform a track change operation. This method can accurately determine whether the RGV rail vehicle is an RGV rail vehicle to be tracked based on the real-time position of the RGV rail vehicle and whether there is a preceding RGV rail vehicle, providing a basis for subsequent track change judgment.

[0068] Reference Figure 1 The track-changing priority acquisition unit is used to acquire the track-changing priority of the RGV rail vehicle when it is determined that the RGV rail vehicle is an RGV rail vehicle to be track-changed.

[0069] Furthermore, the track change priority acquisition step includes:

[0070] According to the current position, current path travel speed, maximum path travel speed and maximum path travel acceleration value of the RGV rail vehicle, the shortest track change time for the RGV rail vehicle to reach the corresponding track change node is obtained;

[0071] Obtain the waiting time of the RGV rail vehicle in the track change monitoring area corresponding to the track change node and the urgency of the materials on the RGV rail vehicle; the waiting time refers to the duration of continuous monitoring of the RGV rail vehicle in the track change monitoring area; the urgency is pre-set; according to the shortest track change time, the waiting time and the urgency, obtain the track change priority of the RGV rail vehicle;

[0072] The process of obtaining the shortest track-changing time includes:

[0073] According to the current path travel speed, the maximum path travel speed and the maximum path travel acceleration value of the RGV rail vehicle, the first path length of the RGV rail vehicle after accelerating to the maximum path travel speed according to the maximum path travel acceleration value and then decelerating to 0 speed according to the maximum path travel acceleration value is obtained. The calculation formula is:

[0074]

[0075] Wherein, S1 represents the first path length; v dq Represents the current path speed; a zd It is represented by the maximum path acceleration value; t1 is represented by the first time; t2 is represented by the second time; v zd is the maximum path speed, and v dq ≤v zd ;

[0076] According to the current position of the RGV rail vehicle, a second path length S2 for the RGV rail vehicle to reach the corresponding track change node is obtained;

[0077] When S2≥S1, the shortest track-changing time calculation formula is:

[0078] When S2<S1, it means that the second path length does not satisfy the requirement that the RGV rail vehicle accelerates to the maximum path speed according to the maximum path acceleration value and then decelerates to 0 speed according to the maximum path acceleration value; at this time, the shortest track change time calculation formula is: t zd=t3+t4; wherein t3 represents the time for the RGV rail vehicle to uniformly accelerate according to the maximum path acceleration value; t4 represents the time for the RGV rail vehicle to uniformly decelerate according to the maximum path acceleration value; t3 and t4 can be calculated by the equation, and the specific equation is:

[0079]

[0080] The calculation formula of the track change priority is:

[0081] hgyx=Φ(t zd ,t dd ,jjcd);

[0082] Where hgyx represents the track change priority; t zd Expressed as the shortest track change time; t dd It is represented as the waiting time; jjcd is represented as the urgency; Φ() is represented as a nonlinear function.

[0083] This embodiment obtains the track-changing priority of the RGV rail vehicle according to the urgency of the materials carried by the RGV rail vehicle, the shortest track-changing time and the waiting time of the RGV rail vehicle. This method can ensure that transportation resources are reasonably allocated among multiple RGV rail vehicles, ensure that urgent materials are given priority, and thus improve the overall transportation efficiency.

[0084] Furthermore, the maximum path travel speed is obtained based on the transport material information carried by the RGV rail vehicle; the transport material information includes the fragility level, material weight and material height of the material on the RGV rail vehicle;

[0085] The calculation formula of the maximum path travel speed is:

[0086]

[0087] Among them, v zd It is represented as the maximum path travel speed; Expressed as the maximum straight track speed set; v zx Expressed as the straight track speed; v zx The calculation formula is:

[0088]

[0089] Wherein, v0 represents the preset minimum straight track speed; η represents the first material characteristic coefficient; η is set based on experience; ysdj, wlgd and wlzl represent the material fragility level, material weight and material height respectively; α1, α2 and α3 represent the first fragility level coefficient, the first material weight coefficient and the first material height coefficient respectively; α1, α2 and α3 are all 0 by default. The specifics can also be changed according to the actual application.

[0090] This step of the present embodiment obtains the maximum path travel speed of the RGV rail vehicle on the transportation path based on the fragility level, material weight and material height of the transported materials carried by the RGV rail vehicle. This method can obtain the shortest track changing time for the vehicle to reach the corresponding track changing node under the premise of ensuring the safety of material transportation, and provide a data basis for the subsequent track changing priority calculation.

[0091] Furthermore, the maximum path driving acceleration value is obtained based on the transport material information, and the acquisition formula is:

[0092] a zd =a0+λ*Θ(ysdj,wlgd,wlzl);

[0093] Among them, a0 represents the preset minimum straight track speed; λ represents the second material characteristic coefficient; ysdj, wlgd and wlzl represent the material's fragility level, material weight and material height respectively; Θ() represents a pre-trained nonlinear function.

[0094] This step of the present embodiment obtains the maximum path driving acceleration value of the RGV rail vehicle on the transportation path based on the fragility level, material weight and material height of the transported materials carried by the RGV rail vehicle. This method can obtain the maximum path driving acceleration value of the vehicle under the premise of ensuring the safety of material transportation, and provide a data basis for the subsequent track change priority calculation.

[0095] Reference Figure 1 The track change judgment unit is used to judge whether the RGV rail vehicle needs to change tracks according to the track change priority.

[0096] Furthermore, the track changing priority of each RGV rail vehicle to be changed tracks in the same track changing monitoring area is obtained, and the maximum track changing priority is obtained; when the track changing priority corresponding to the RGV rail vehicle is equal to the maximum track changing priority, and there is no vehicle at the track changing node corresponding to the track changing monitoring area, it is determined that the RGV rail vehicle needs to change tracks; otherwise, it is determined that the RGV rail vehicle needs to continue waiting.

[0097] In this embodiment, this step determines whether the RGV needs to change tracks based on the track change priority of each RGV to be changed in the same track change monitoring area. This method can meet the avoidance of multiple RGVs in the same track change node under track change conflicts, and improve the safety and production efficiency of the transportation system.

[0098] Furthermore, the process of obtaining the track changing priority of each RGV rail vehicle to be changed in the track changing monitoring area includes:

[0099] Obtain the RGV rail vehicles on the M tracks directly connected to the track-changing node in the same track-changing monitoring area; when the number of RGV rail vehicles on the i-th track in the track-changing monitoring area is greater than 0, record the RGV rail vehicle on the i-th track that is closest to the track-changing node as the first track-changing vehicle on the i-th track, and obtain the driving direction of the first track-changing vehicle; otherwise, determine that there is no RGV rail vehicle to be changed on the i-th track; the value of i ranges from 1 to M;

[0100] When the traveling direction of the first track-changing vehicle on the corresponding track is the same as the corresponding track-changing direction, the first track-changing vehicle is recorded as the RGV track vehicle to be changed on the i-th track, and the track-changing priority of the RGV track vehicle to be changed is obtained; the track-changing direction is the direction from the position of the first track-changing vehicle to the track-changing node.

[0101] In this embodiment, this step obtains the RGV rail vehicles to be changed on other tracks in the track change monitoring area, and obtains the corresponding track change priority. This method can take into account the track change priority of multiple RGVs when changing tracks at the same track change node, providing a basis for determining whether the RGV rail vehicle needs to change tracks, thereby improving the safety and production efficiency of the transportation system.

[0102] Furthermore, this embodiment obtains whether the RGV rail vehicle B needs to change tracks when it is in the track change monitoring area of ​​the track change node where the end point of the first transport sub-path is located; there is a preceding RGV rail vehicle on the transport sub-path where the RGV rail vehicle B is located, so the RGV rail vehicle B is the RGV rail vehicle to be changed on the track corresponding to the transport sub-path, and the track change priority of the RGV rail vehicle B is calculated; at the same time, the track change priority of each of the RGV rail vehicles to be changed in the track change monitoring area is obtained; this embodiment collects that there are 3 RGV rail vehicles to be changed in the track change monitoring area, and the track change priority value of each of the RGV rail vehicles to be changed and the judgment result refer to Table 1.

[0103] Table 1 Example 1 Track change judgment result table

[0104] RGV rail vehicle serial number to be replaced Track change priority Track change judgment result 1 0.7642 Keep Waiting 2(RGV rail vehicle B) 0.8513 Need to change track 3 0.6428 Keep Waiting

[0105] Reference Figure 1 The track-changeable RGV unit is used to control the RGV rail vehicle to change tracks when it is determined that the RGV rail vehicle needs to change tracks.

[0106] Reference Figure 1 The track congestion determination unit is used to obtain the congestion degree of the transport sub-path where the RGV rail vehicle is located in real time based on the RGV rail vehicle information on the transport sub-path where the RGV rail vehicle is located; when the congestion degree is greater than the set congestion degree threshold, an early warning is issued.

[0107] This step of the present embodiment monitors the congestion level on the transport sub-path where the RGV rail vehicle is located, and determines whether an early warning is needed based on the congestion level threshold. This method can obtain the congestion situation of the transport sub-path in real time, and timely warn the transport sub-path with serious congestion, thereby improving the overall transportation efficiency.

[0108] Furthermore, the congestion degree calculation process includes:

[0109] The RGV rail vehicle information includes the number of RGV rail vehicles on the transport sub-path where the RGV rail vehicle is located, the speed of each of the RGV rail vehicles, and the stay time of each of the RGV rail vehicles on the transport sub-path;

[0110] The calculation formula of the congestion degree is:

[0111]

[0112] Wherein, ydcd represents the congestion degree on the transport sub-path; ljcd represents the path length of the transport sub-path; sl represents the number of RGV rail vehicles on the transport sub-path; sd pj It is represented by the average speed of all RGV rail vehicles on the transport sub-path; tlsj max It is represented as the maximum dwell time of each RGV rail vehicle on the transport sub-path; χ1, χ2 and χ3 represent the vehicle quantity coefficient, vehicle speed coefficient and vehicle dwell time coefficient respectively; exp() represents an exponential function with a natural constant as the base.

[0113] This step of the present embodiment can accurately obtain the degree of congestion and issue an early warning based on the number of RGV rail vehicles on the transport sub-path, the speed of the RGV rail vehicles and the dwelling time of the RGV rail vehicles. This method can timely identify the congested path and promptly remind the staff to handle it, thereby improving the overall transportation efficiency.

[0114] Furthermore, this embodiment obtains the data related to the RGV rail vehicle transportation track layout and multiple RGV rail vehicle operations in factory A, including the transportation path, track change nodes, transportation logistics characteristics, etc. of the RGV rail vehicle; based on the obtained data, a simulation comparison experiment is performed to obtain the number of congestion occurrences on track B connected to the track change node A on the RGV rail transportation track in four time periods when the RGV rail vehicle in factory A is equipped with a control system for transporting materials of an RGV rail vehicle of this embodiment and when it is not equipped with this system. Please refer to Table 2 for details.

[0115] Table 2 Track change conflict simulation experiment results

[0116] Simulation experiment type Time period one Time period 2 Time period three Time period four Equipped with control system 0 times 1 time 0 times 1 time No control system 3 times 5 times 5 times 4 times

[0117] It can be seen from Table 2 that after adopting the control system for transporting materials by an RGV rail vehicle provided in this embodiment, the number of congestion times on track B is lower than the number of congestion times that occur when the system is not installed, that is, the control system for transporting materials by an RGV rail vehicle provided in this embodiment can alleviate the congestion of the RGV rail vehicle during transportation.

[0118] Embodiment 2

[0119] In this embodiment, a control system for transporting materials by an RGV rail vehicle is applied to the RGV rail vehicle of Factory C.

[0120] Reference Figure 1 The transport path acquisition unit in the transport path acquisition unit is used to generate a transport path according to the transport starting point and the transport end point when the RGV rail vehicle arrives at the transport starting point, and obtain the transport path information.

[0121] Furthermore, this embodiment collects the transportation starting point and transportation end point of the RGV rail vehicle D of the factory C and generates a transportation path; the transportation path information includes the transportation starting point, transportation end point, track change node position and travel direction on the transportation path.

[0122] Reference Figure 1 The transport path segmentation unit is used to divide the transport path into multiple transport sub-paths according to the transport path information.

[0123] Furthermore, the transport path segmentation unit includes:

[0124] According to the positions of the track-changing nodes in the transport path information, the track-changing nodes are sorted in the order in which the RGV rail vehicles pass on the transport path, and the transport path is divided into N+1 transport sub-paths; N is represented by the number of nodes on the transport path; the starting point of the first transport sub-path is the transport starting point, and the end point is the first track-changing node; the starting point of the second transport sub-path is the first track-changing node, and the end point is the second track-changing node; and so on, the starting point of the N+1th transport sub-path is the Nth track-changing node, and the end point is the transport end point.

[0125] Reference Figure 1 The RGV rail vehicle position monitoring unit and the RGV rail vehicle to be changed determination unit are used to obtain the real-time position of the RGV rail vehicle; the RGV rail vehicle to be changed determination unit is used to determine whether the RGV rail vehicle is the RGV rail vehicle to be changed according to the real-time position.

[0126] Furthermore, the RGV rail vehicle determination unit to be changed includes:

[0127] Each track-changing node on the transport path corresponds to a track-changing monitoring area; the transport sub-path where the RGV rail vehicle is located is obtained according to the real-time position; when the RGV rail vehicle is not on the last transport sub-path, it is determined according to the real-time position whether the RGV rail vehicle is in the track-changing monitoring area of ​​the track-changing node where the end point of the corresponding transport sub-path is located; the track-changing monitoring area is pre-set;

[0128] When the RGV rail vehicle is in the track change monitoring area corresponding to the end point of the transport sub-path corresponding to the real-time position, it is determined whether there is a preceding RGV rail vehicle on the transport sub-path where the RGV rail vehicle is located; when there is no preceding RGV rail vehicle, the RGV rail vehicle is the RGV rail vehicle to be track changed on the track corresponding to the transport sub-path; otherwise, the RGV rail vehicle is not the RGV rail vehicle to be track changed on the track corresponding to the transport sub-path.

[0129] Reference Figure 1 The track-changing priority acquisition unit is used to acquire the track-changing priority of the RGV rail vehicle when it is determined that the RGV rail vehicle is an RGV rail vehicle to be track-changed.

[0130] Furthermore, the track change priority acquisition step includes:

[0131] According to the current position, current path travel speed, maximum path travel speed and maximum path travel acceleration value of the RGV rail vehicle, the shortest track change time for the RGV rail vehicle to reach the corresponding track change node is obtained;

[0132] Obtain the waiting time of the RGV rail vehicle in the track change monitoring area corresponding to the track change node and the urgency of the materials on the RGV rail vehicle; the waiting time refers to the duration of continuous monitoring of the RGV rail vehicle in the track change monitoring area; obtain the track change priority of the RGV rail vehicle based on the shortest track change time, the waiting time and the urgency;

[0133] The process of obtaining the shortest track-changing time includes:

[0134] According to the current path travel speed, the maximum path travel speed and the maximum path travel acceleration value of the RGV rail vehicle, the first path length of the RGV rail vehicle after accelerating to the maximum path travel speed according to the maximum path travel acceleration value and then decelerating to 0 speed according to the maximum path travel acceleration value is obtained. The calculation formula is:

[0135]

[0136] Wherein, S1 represents the first path length; v dq Represents the current path speed; a zd It is represented by the maximum path acceleration value; t1 is represented by the first time; t2 is represented by the second time; v zd is the maximum path speed, and v dq ≤v zd ;

[0137] According to the current position of the RGV rail vehicle, a second path length S2 for the RGV rail vehicle to reach the corresponding track change node is obtained;

[0138] When S2≥S1, the shortest track-changing time calculation formula is:

[0139] When S2<S1, it means that the second path length does not satisfy the requirement that the RGV rail vehicle accelerates to the maximum path speed according to the maximum path acceleration value and then decelerates to 0 speed according to the maximum path acceleration value; at this time, the shortest track change time calculation formula is: t zd=t3+t4; wherein t3 represents the time for the RGV rail vehicle to uniformly accelerate according to the maximum path acceleration value; t4 represents the time for the RGV rail vehicle to uniformly decelerate according to the maximum path acceleration value; t3 and t4 can be calculated by the equation, and the specific equation is:

[0140]

[0141] The calculation formula of the track change priority is:

[0142] hgyx=Φ(t zd ,t dd ,jjcd);

[0143] Where hgyx represents the track change priority; t zd Expressed as the shortest track change time; t dd It is represented as the waiting time; jjcd is represented as the urgency; Φ() is represented as a nonlinear function.

[0144] Furthermore, the maximum path travel speed is obtained based on the transport material information carried by the RGV rail vehicle; the transport material information includes the fragility level, material weight and material height of the material on the RGV rail vehicle;

[0145] The calculation formula of the maximum path travel speed is:

[0146]

[0147] Among them, v zd It is represented as the maximum path travel speed; Expressed as the maximum straight track speed set; v zx Expressed as the straight track speed; v zx The calculation formula is:

[0148]

[0149] Among them, v0 represents the preset minimum straight track speed; η represents the first material characteristic coefficient; ysdj, wlgd and wlzl represent the material fragility level, material weight and material height respectively; α1, α2 and α3 represent the first fragility level coefficient, the first material weight coefficient and the first material height coefficient respectively.

[0150] Furthermore, the maximum path driving acceleration value is obtained based on the transport material information, and the acquisition formula is:

[0151] a zd =a0+λ*Θ(ysdj,wlgd,wlzl);

[0152] Among them, a0 represents the preset minimum straight track speed; λ represents the second material characteristic coefficient; ysdj, wlgd and wlzl represent the material's fragility level, material weight and material height respectively; Θ() represents a pre-trained nonlinear function.

[0153] Reference Figure 1 The track change judgment unit is used to judge whether the RGV rail vehicle needs to change tracks according to the track change priority.

[0154] Furthermore, the track changing priority of each RGV rail vehicle to be changed tracks in the same track changing monitoring area is obtained, and the maximum track changing priority is obtained; when the track changing priority corresponding to the RGV rail vehicle is equal to the maximum track changing priority, and there is no vehicle at the track changing node corresponding to the track changing monitoring area, it is determined that the RGV rail vehicle needs to change tracks; otherwise, it is determined that the RGV rail vehicle needs to continue waiting.

[0155] Furthermore, the process of obtaining the track changing priority of each RGV rail vehicle to be changed in the track changing monitoring area includes:

[0156] Obtain the RGV rail vehicles on the M tracks directly connected to the track-changing node in the track-changing monitoring area; when the number of RGV rail vehicles on the i-th track in the track-changing monitoring area is greater than 0, record the RGV rail vehicle on the i-th track that is closest to the track-changing node as the first track-changing vehicle on the i-th track, and obtain the driving direction of the first track-changing vehicle; otherwise, determine that there is no RGV rail vehicle to be changed on the i-th track; the value of i ranges from 1 to M;

[0157] When the traveling direction of the first track-changing vehicle is the same as the corresponding track-changing direction, the first track-changing vehicle is recorded as the RGV rail vehicle to be changed on the i-th track, and the track-changing priority of the RGV rail vehicle to be changed is obtained; the track-changing direction is the direction from the position of the first track-changing vehicle to the track-changing node.

[0158] Furthermore, when the present embodiment obtains that the RGV rail vehicle D is in the track change monitoring area of ​​the track change node where the end point of the second transport sub-path is located, it is determined whether it is necessary to change tracks; there is a preceding RGV rail vehicle on the transport sub-path where the RGV rail vehicle D is located, so the RGV rail vehicle D is the RGV rail vehicle to be changed on the track corresponding to the transport sub-path, and the track change priority of the RGV rail vehicle B is calculated; at the same time, the track change priority of each of the RGV rail vehicles to be changed in the track change monitoring area is obtained; the present embodiment collects that there are 2 RGV rail vehicles to be changed in the track change monitoring area, and the track change priority value of each of the RGV rail vehicles to be changed and the judgment result refer to Table 3.

[0159] Table 3 Example 2 Track Change Judgment Results

[0160] RGV rail vehicle serial number to be replaced Track change priority Track change judgment result 1 0.3575 Keep Waiting 2(RGV rail vehicle D) 0.7624 Need to change track

[0161] Reference Figure 1 The track-changeable RGV unit is used to control the RGV rail vehicle to change tracks when it is determined that the RGV rail vehicle needs to change tracks.

[0162] Reference Figure 1 The track congestion determination unit is used to obtain the congestion degree of the transport sub-path where the RGV rail vehicle is located in real time based on the RGV rail vehicle information on the transport sub-path where the RGV rail vehicle is located; when the congestion degree is greater than a set congestion degree threshold, it is determined that the transport sub-path is congested and an early warning is issued at the same time.

[0163] Furthermore, the congestion degree calculation process includes:

[0164] The RGV rail vehicle information includes the number of RGV rail vehicles on the transport sub-path where the RGV rail vehicle is located, the speed of each of the RGV rail vehicles, and the stay time of each of the RGV rail vehicles on the transport sub-path;

[0165] The calculation formula of the congestion degree is:

[0166]

[0167] Wherein, ydcd represents the congestion degree on the transport sub-path; ljcd represents the path length of the transport sub-path; sl represents the number of RGV rail vehicles on the transport sub-path; sd pj It is represented by the average speed of all RGV rail vehicles on the transport sub-path; tlsj maxIt is represented as the maximum dwell time of each RGV rail vehicle on the transport sub-path; χ1, χ2 and χ3 represent the vehicle quantity coefficient, vehicle speed coefficient and vehicle dwell time coefficient respectively; exp() represents an exponential function with a natural constant as the base.

[0168] Furthermore, this embodiment obtains the data related to the RGV rail vehicle transportation track layout and multiple RGV rail vehicle operations in Factory C, including the transportation path, track change nodes, transportation logistics characteristics, etc. of the RGV rail vehicle; based on the obtained data, a simulation comparison experiment is performed to obtain the number of times congestion occurs on the four tracks on the RGV rail transportation track within a set time period when the RGV rail vehicle in Factory C is equipped with a control system for transporting materials of an RGV rail vehicle of this embodiment and when it is not equipped with this system. Please refer to Table 4 for details.

[0169] Table 4 Track congestion simulation experiment results

[0170] Simulation experiment type Track One Track 2 Track Three Track 4 Equipped with control system 0 times 0 times 1 time 1 time No control system 2 times 3 times 4 times 3 times

[0171] It can be seen from Table 4 that after adopting the control system for transporting materials by an RGV rail vehicle provided in this embodiment, the number of congestion times on the four tracks is lower than the number of congestion times that occur when the system is not installed, that is, the control system for transporting materials by an RGV rail vehicle provided in this embodiment can alleviate the congestion of the RGV rail vehicle during transportation.

[0172] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A control system for RGV rail vehicle transporting materials, characterized in that: include: Transportation route acquisition unit: used to generate a transportation route according to the transportation starting point and transportation end point when the RGV rail vehicle arrives at the transportation starting point, and obtain transportation route information; Transport path segmentation unit: used to divide the transport path into multiple transport sub-paths; RGV rail vehicle position monitoring unit: used to obtain the real-time position of the RGV rail vehicle; The RGV rail vehicle to be changed track determination unit is used to determine whether the RGV rail vehicle is an RGV rail vehicle to be changed track; The track-changing priority acquisition unit is used to acquire the track-changing priority of the RGV rail vehicle when determining that the RGV rail vehicle is an RGV rail vehicle to be track-changed; the specific steps include: According to the current position, current path travel speed, maximum path travel speed and maximum path travel acceleration value of the RGV rail vehicle, the shortest track change time for the RGV rail vehicle to reach the corresponding track change node is obtained; Obtain the waiting time of the RGV rail vehicle in the rail change monitoring area corresponding to the rail change node and the urgency of the material on the RGV rail vehicle; according to the shortest rail change time t zd , the waiting time t dd and the emergency degree jjcd, the track change priority of the RGV rail vehicle is obtained, and the calculation formula is: hgyx=Φ(t zd ,t dd ,jjcd); Among them, hgyx represents the track change priority; Φ() represents the nonlinear function; A track change judgment unit: used to judge whether the RGV rail vehicle needs to change tracks according to the track change priority; The track-changeable RGV unit is used to control the RGV track vehicle to change tracks when it is determined that the RGV track vehicle needs to change tracks.

2. A control system for RGV rail vehicle transporting materials according to claim 1, characterized in that: The transport path acquisition unit includes: the transport path information includes a transport starting point, a transport end point, a track change node position and a travel direction on the transport path.

3. A control system for RGV rail vehicle transporting materials according to claim 1, characterized in that: The transport path segmentation unit comprises: According to the positions of the track-changing nodes in the transport path information, the track-changing nodes are sorted in the order in which the RGV rail vehicles pass on the transport path, and the transport path is divided into N+1 transport sub-paths; N is represented by the number of nodes on the transport path; the starting point of the first transport sub-path is the transport starting point, and the end point is the first track-changing node; the starting point of the second transport sub-path is the first track-changing node, and the end point is the second track-changing node; and so on, the starting point of the N+1th transport sub-path is the Nth track-changing node, and the end point is the transport end point.

4. A control system for transporting materials by RGV rail vehicles according to claim 1, characterized in that: The RGV rail vehicle determination unit to be changed includes: Each track-changing node on the transport path corresponds to a track-changing monitoring area; the transport sub-path where the RGV rail vehicle is located is obtained according to the real-time position; when the RGV rail vehicle is not on the last transport sub-path, whether the RGV rail vehicle is in the track-changing monitoring area of ​​the track-changing node where the corresponding transport sub-path end point is located is judged according to the real-time position; when the RGV rail vehicle is in the track-changing monitoring area corresponding to the transport sub-path end point corresponding to the real-time position, it is judged whether there is a preceding RGV rail vehicle on the transport sub-path where the RGV rail vehicle is located; when the preceding RGV rail vehicle does not exist, the RGV rail vehicle is the RGV rail vehicle to be track-changed on the track corresponding to the transport sub-path; otherwise, the RGV rail vehicle is not the RGV rail vehicle to be track-changed on the track corresponding to the transport sub-path.

5. The control system for transporting materials by RGV rail vehicles according to claim 1, characterized in that: The maximum path travel speed is obtained based on the transport material information carried by the RGV rail vehicle; the transport material information includes the fragility level, material weight and material height of the material on the RGV rail vehicle; The calculation formula of the maximum path travel speed is: Among them, v zd It is represented as the maximum path travel speed; Expressed as the maximum straight track speed set; v zx Expressed as the straight track speed; v zx The calculation formula is: Among them, v0 represents the preset minimum straight track speed; η represents the material characteristic coefficient; ysdj, wlgd and wlzl represent the material fragility level, material weight and material height respectively; α1, α2 and α3 represent the first fragility level coefficient, the first material weight coefficient and the first material height coefficient respectively.

6. A control system for RGV rail vehicle transporting materials according to claim 1, characterized in that: The maximum path driving acceleration value is obtained based on the transport material information, and the acquisition formula is: a zd =a0+λ*Θ(ysdj,wlgd,wlzl); Wherein, a0 represents the preset minimum straight track speed; λ represents the second material characteristic coefficient; ysdj, wlgd and wlzl represent the material's fragility level, material weight and material height respectively; Θ() represents a nonlinear function.

7. The control system for transporting materials by RGV rail vehicles according to claim 1, characterized in that: The track change judgment unit comprises: Obtain the track changing priority of each RGV rail vehicle to be changed in the same track changing monitoring area, and obtain the maximum track changing priority; when the track changing priority corresponding to the RGV rail vehicle is equal to the maximum track changing priority, and there is no vehicle on the track changing node corresponding to the track changing monitoring area, it is determined that the RGV rail vehicle needs to change tracks; otherwise, it is determined that the RGV rail vehicle needs to continue waiting.

8. A control system for RGV rail vehicle transporting materials according to claim 7, characterized in that: The process of obtaining the track change priority of each RGV rail vehicle to be changed in the track change monitoring area includes: Obtain the RGV rail vehicles on the M tracks directly connected to the track-changing node in the same track-changing monitoring area; when the number of RGV rail vehicles on the i-th track in the track-changing monitoring area is greater than 0, record the RGV rail vehicle on the i-th track that is closest to the track-changing node as the first track-changing vehicle on the i-th track, and obtain the driving direction of the first track-changing vehicle; otherwise, determine that there is no RGV rail vehicle to be changed on the i-th track; the value of i ranges from 1 to M; When the traveling direction of the first track-changing vehicle on the corresponding track is the same as the corresponding track-changing direction, the first track-changing vehicle is recorded as the RGV track vehicle to be changed on the i-th track, and the track-changing priority of the RGV track vehicle to be changed is obtained; the track-changing direction is the direction from the position of the first track-changing vehicle to the track-changing node.

9. A control system for RGV rail vehicle transporting materials according to claim 1, characterized in that: The control system also includes a track congestion determination unit: used to obtain the congestion level of the transport sub-path where the RGV rail vehicle is located in real time based on the RGV rail vehicle information on the transport sub-path where the RGV rail vehicle is located; when the congestion level is greater than a set congestion level threshold, an early warning is issued.

10. A control system for RGV rail vehicle transporting materials according to claim 9, characterized in that: The calculation process of the congestion degree includes: The RGV rail vehicle information includes the number of RGV rail vehicles on the transport sub-path where the RGV rail vehicle is located, the speed of each of the RGV rail vehicles, and the stay time of each of the RGV rail vehicles on the transport sub-path; The calculation formula of the congestion degree is: Wherein, ydcd represents the congestion degree on the transport sub-path; ljcd represents the path length of the transport sub-path; sl represents the number of RGV rail vehicles on the transport sub-path; sd pj It is represented by the average speed of all RGV rail vehicles on the transport sub-path; tlsj max It is represented as the maximum dwell time of each RGV rail vehicle on the transport sub-path; χ1, χ2 and χ3 represent the vehicle quantity coefficient, vehicle speed coefficient and vehicle dwell time coefficient respectively; exp() represents an exponential function with a natural constant as the base.

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