Method, system, mcs and tcs for balancing the number of trolleys

Abstract

The application discloses a kind of truck quantity balancing method, system, MCS and TCS, wherein truck quantity balancing method includes the following steps: according to the real-time quantity of each TCS currently managed truck, real-time idle rate and real-time operation rate determine which is demand side TCS in each TCS, which is supply side TCS;Dispatching instruction is sent to supply side TCS to make all or part of the idle truck managed by the supply side TCS is dispatched to the area managed by each demand side TCS to realize the truck quantity balance of each area.The application only needs to set a small number of parameters, and MCS or each TCS can automatically identify whether each TCS is a supply side TCS or a demand side TCS, so that the scheduling of the truck can be actively carried out according to the identification condition to ensure the balance of the truck quantity of each area, without setting multiple case situations for each area and without knowing the task quantity of each area in advance, which can greatly reduce the difficulty of parameter configuration and the difficulty of quantity balance implementation.

Description

Technical Field

[0001] This invention relates to the field of material handling equipment control, and in particular to a method, system, MCS and TCS for balancing the number of material handling vehicles. Background Technology

[0002] In semiconductor manufacturing, automated material handling systems are used to move material boxes. These systems include Overhead Hoist Transport (OHT) systems and AGV systems.

[0003] During processing, material boxes need to be moved between different areas (floors, buildings / buildings) within a factory. Frequent cross-area material handling causes constant fluctuations in the real-time number of transport vehicles in each area. Therefore, balancing the number of transport vehicles in each area is a crucial foundation for ensuring reliable material box handling.

[0004] The invention patent application with publication number CN117993802A discloses a method for scheduling overhead cranes across regions.

[0005] This method schedules operations based on the number of overhead cranes in each area and the workload of each area. This approach requires different settings for various case scenarios, making parameter configuration complex. Furthermore, it necessitates prior knowledge of the number of transport tasks in each area to ensure accurate configuration, making implementation difficult. Summary of the Invention

[0006] The purpose of this invention is to solve the above-mentioned problems existing in the prior art and to provide a method, system, MCS and TCS for balancing the number of transport vehicles.

[0007] The objective of this invention is achieved through the following technical solution:

[0008] The method for balancing the number of transport vehicles includes the following steps:

[0009] Based on the real-time number, real-time idle rate, and real-time operating rate of the transport vehicles currently managed by each TCS, determine whether there is a demand-side TCS in each TCS, and the area managed by the demand-side TCS needs to be supplemented with transport vehicles.

[0010] When a demand-side TCS is identified, a transport vehicle is dispatched to the area managed by each demand-side TCS according to the following process;

[0011] Determine the supply-side TCS for dispatching transport vehicles to a demand-side TCS;

[0012] A scheduling instruction is sent to the identified supply-side TCS to schedule at least one idle transport vehicle managed by the supply-side TCS to the area managed by the demand-side TCS, and the idle transport vehicle is managed by the demand-side TCS.

[0013] Preferably, when it is determined that the real-time number of transport vehicles currently managed by a TCS is greater than the minimum guaranteed number of transport vehicles managed by the TCS, and the real-time idle rate of the transport vehicles currently managed by the TCS is greater than the target idle rate of the transport vehicles managed by the TCS, then the TCS is determined to be a supply-side TCS.

[0014] Preferably, when it is determined that the real-time number of transport vehicles currently managed by a TCS is less than or equal to the minimum guaranteed number of transport vehicles managed by the TCS, the TCS is determined to be a demand-side TCS.

[0015] When it is determined that the real-time number of transport vehicles currently managed by a TCS is greater than the minimum guaranteed number of transport vehicles managed by the TCS, and the real-time idle rate of the transport vehicles managed by the TCS is not greater than the target idle rate of the transport vehicles managed by the TCS, and the real-time operating rate of the transport vehicles managed by the TCS is not less than the operating rate threshold of the transport vehicles managed by the TCS, then the TCS is determined to be a demand-side TCS; the operating rate refers to the ratio of the average transport time of all transport vehicles currently managed by the TCS over a period of time to the period of time.

[0016] Preferably, when it is determined that the number of transport vehicles that a demand-side TCS needs to replenish exceeds 1 and there are multiple supply-side TCSs, a scheduling instruction is issued to the multiple supply-side TCSs so that the multiple supply-side TCSs can schedule idle transport vehicles to the area managed by the demand-side TCS.

[0017] Preferably, the number of transport vehicles needed to be added to the area managed by the demand-side TCS is determined according to the following formula:

[0018] N 补 ={N 需搬 / [1-(r 目 -D)]}-N 当 ;

[0019] Where, N 补 The number of additional transport vehicles needed for the area managed by the demand-side TCS; N 需搬 r represents the number of transport vehicles currently being transported by the demand-side TCS that are currently managed. 目 Let D be the target idle rate of the transport vehicles managed by the demand-side TCS, and N be the idle rate error. 当 This represents the real-time number of transport vehicles currently managed by the demand-side TCS.

[0020] Preferably, the number of dispatchable transport vehicles of the supply-side TCS is determined according to the following formula:

[0021] N 供 =N 供搬 / [1-(r 目 +D)];

[0022] Where, N 供 N represents the number of dispatchable transport vehicles in the supply-side TCS management system. 供搬 r represents the number of transport vehicles currently in operation within the supply-side TCS-managed transport vehicles. 目 D represents the target idle rate of the transport vehicles managed by the supply-side TCS, and D is the idle rate error.

[0023] Preferably, the supply-side TCS prioritizes dispatching the idle transport vehicle with the longest idle time among the idle transport vehicles it manages to the area managed by the demand-side TCS.

[0024] Preferably, the area managed by TCS is divided into multiple zones. The TCS schedules the transport vehicles in each zone according to the real-time idle rate, number and operation rate of the transport vehicles in each zone to achieve a balance in the number of transport vehicles in each zone.

[0025] The pallet truck quantity balancing system includes:

[0026] The demand-side TCS determination unit is used to determine whether there is a demand-side TCS in each TCS based on the real-time number of transport vehicles currently managed by each TCS, the real-time idle rate, and the real-time operating rate. The area managed by the demand-side TCS needs to be supplemented with transport vehicles.

[0027] A balancing unit, used to dispatch transport vehicles to the areas managed by each demand-side TCS when the existence of a demand-side TCS is determined, includes:

[0028] The supply-side TCS determination module is used to determine the supply-side TCS for dispatching a transport vehicle to a demand-side TCS.

[0029] The scheduling module is used to send scheduling instructions to the determined supply-side TCS so that at least one idle transport vehicle managed by the supply-side TCS is scheduled to the area managed by the demand-side TCS and the idle transport vehicle is managed by the demand-side TCS.

[0030] The MCS includes a memory and a processor. The memory stores a program that can be executed by the processor. When the program is executed, it implements the trolley quantity balancing method as described above.

[0031] The method for balancing the number of transport vehicles includes the following steps:

[0032] Each TCS determines the real-time number, real-time idle rate, and real-time operating rate of the transport vehicles it manages, and accordingly determines which TCSs are demand-side TCSs and which are supply-side TCSs.

[0033] When a TCS determines itself to be a demand-side TCS, it communicates with the determined supply-side TCS to dispatch idle transport vehicles managed by the supply-side TCS to the area managed by the demand-side TCS.

[0034] And / or when a TCS determines itself to be a supply-side TCS, it communicates with the determined demand-side TCS to dispatch idle transport vehicles managed by the supply-side TCS to the area managed by the demand-side TCS.

[0035] The method for balancing the number of transport vehicles includes the following steps:

[0036] Determine the real-time number, real-time idle rate, and real-time operating rate of the transport vehicles in each area it manages;

[0037] The regions are determined as supply-side regions and demand-side regions based on the real-time number of transport vehicles, real-time idle rate, and real-time operating rate in each region.

[0038] Idle transport vehicles from the identified supply-side regions will be relocated to the identified demand-side regions to achieve a balance in the number of transport vehicles across regions.

[0039] The TCS includes a memory and a processor. The memory stores a program that can be executed by the processor. When the program is executed, it implements the trolley quantity balancing method as described above.

[0040] The advantages of the technical solution of this invention are mainly reflected in:

[0041] This invention only requires configuring the minimum guaranteed quantity, target idle rate, and operating rate threshold of each TCS-managed transport vehicle. The MCS or each TCS can automatically identify whether each TCS is a supply-side TCS or a demand-side TCS. Based on the identification, it can proactively schedule transport vehicles to ensure a balance in the number of transport vehicles in each area. Only a few parameters need to be set. There is no need to set multiple case scenarios for each area, nor is it necessary to know the transport task volume of each area in advance. This can greatly reduce the difficulty of parameter configuration and the difficulty of achieving quantity balance.

[0042] When determining whether a transaction is a demand-side TCS, this invention considers the idle rate and further combines it with the operating rate of the transport vehicles, which can accurately reflect the busy status of transport vehicles in each area, thereby effectively ensuring the accuracy of demand-side TCS determination.

[0043] This invention can accurately calculate the number of transport vehicles that can be dispatched by the supply-side TCS and the number of transport vehicles that need to be added to the area managed by the demand-side TCS, thereby effectively ensuring the accuracy of quantity control.

[0044] When multiple transport vehicles need to be added to the area managed by the demand-side TCS and there are multiple supply-side TCSs, the present invention requests the dispatch of transport vehicles from multiple supply-side TCSs respectively. This can effectively reduce the impact of abnormal changes in the status of transport vehicles managed by a single supply-side TCS when requesting supply from a single supply-side TCS. Attached Figure Description

[0045] Figure 1 This is a schematic diagram of the first implementation of the material handling system of the present invention;

[0046] Figure 2 This is a schematic diagram of a second implementation of the material handling system of the present invention;

[0047] Figure 3 This is a schematic diagram of a third implementation of the material handling system of the present invention;

[0048] Figure 4 This is a schematic diagram of the balancing process of the number of transport vehicles in Embodiment 1 of the present invention;

[0049] Figure 5 This is a schematic diagram of the balancing process for the number of transport vehicles in Embodiment 4 of the present invention;

[0050] Figure 6 This is a schematic diagram of the balancing process of the number of transport vehicles in Embodiment 5 of the present invention. Detailed Implementation

[0051] The objectives, advantages, and features of this invention will be illustrated and explained through the following non-limiting description of preferred embodiments. These embodiments are merely typical examples of applying the technical solutions of this invention, and all technical solutions formed by equivalent substitutions or equivalent transformations fall within the scope of protection claimed by this invention.

[0052] In the description of the solution, it should be noted that the terms "center," "upper," "lower," "left," "right," "front," "rear," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience and simplification of description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0053] Example 1

[0054] The method for balancing the number of transport vehicles disclosed in this invention will now be described in conjunction with the accompanying drawings. The method is based on a material handling system, which can be implemented in various ways depending on the actual situation.

[0055] For example, in the first implementation, as shown in the appendix Figure 1 As shown, the material handling system is set up in a single-story factory building. The system includes a track 100 installed in the factory building and several transport vehicles 200 moving along the track 100. The track 100 is divided into multiple zones 300, each zone 300 is equipped with a certain number of transport vehicles 200, and each transport vehicle 200 in each zone 300 is managed by a TCS (transport control system). Multiple TCSs communicate with a MCS (Material Control System) to handle materials according to the MCS's instructions. Multiple TCSs 400 can also communicate with each other so that each TCS can know the location and status of each transport vehicle. Each TCS 400 is configured with data for the entire track 100, and each transport vehicle 200 stores map information, sensor information, and teaching information for the entire track 100.

[0056] In the second implementation, as shown in the appendix Figure 2 As shown, the material handling system is installed in a factory building 700 with multiple floors 500. The system includes tracks 100 installed on each floor 500 and transport vehicles 200 moving along the tracks 100. Each track 100 on each floor 500 is considered a single area. Each transport vehicle 200 on each floor 500 is controlled by a TCS 400. Multiple TCS 400s are connected to an MCS, and the TCS 400s can communicate with each other. Each transport vehicle 200 stores a compressed file corresponding to each area 300. The compressed file stores the operating data required for the transport vehicle 200 to operate in each area 300. This operating data includes, but is not limited to, map information, sensor information, and teaching information of the track 100 in an area 300. Simultaneously, elevators 600 are installed between the floors 500 to enable the transport vehicles 200 to move between different floors 500. Specifically, the elevator 600 may include a lifting rail 610, which is connected to a lift 620 that drives it to move up and down to dock with the rail 100 of different floors 500. The lift 620 may be a known feasible device, such as a scissor lift, an industrial elevator, etc.

[0057] In the third implementation method, as shown in the appendix Figure 3As shown, the material handling system is set up in multiple workshops 700. At this time, the material handling system includes a track 100 set in each workshop 700 and a transport vehicle 200 moving along the track 100. Each transport vehicle 200 is configured with the operation data corresponding to each area 300. At this time, the track 100 in one workshop 700 is one area 300. The tracks 100 in adjacent workshops 700 are connected by connecting tracks 800. The connecting track 800 includes two parallel main passage tracks 810. Two turning tracks 820 are set between the two main passage tracks 100. The part of the track 100 between the two main passage tracks 810 and the two turning tracks 820 encloses a closed track 100 part. The transport vehicle 200 can move cyclically in the closed track 100 part. At least one of the two main passage tracks 810 is also connected to a waiting track 830 located between the two turning tracks 820.

[0058] Each transport vehicle 200 in each plant 700 is controlled by a TCS400. Multiple TCS400s communicate with each other and can be connected to the same MCS or each TCS can be connected to an MCS. The MCSs can communicate with each other. Each transport vehicle 200 also stores compressed files corresponding to each area 300.

[0059] The fourth implementation method is a combination of at least two of the first, second and third implementation methods mentioned above.

[0060] Before the material handling system is operational, a predetermined number of handling vehicles 200 will be configured in each area 300. The specific number is designed according to needs and is not limited here. At the same time, the number of handling vehicles in each area can be balanced through MCS. At this time, the balance parameters required to achieve the balance of the number of handling vehicles in each area need to be configured in MCS. The balance parameters include the minimum guaranteed number of handling vehicles 200 managed by each TCS, the target idle rate, and the operating rate threshold.

[0061] When using MCS to balance the number of transport vehicles in each area, MCS can monitor the real-time number, idle rate, and operating rate of transport vehicles currently managed by each TCS and balance the number of transport vehicles when it is determined that there is a demand-side TCS; or, MCS can monitor the real-time number, idle rate, and operating rate of transport vehicles currently managed by each TCS at preset time intervals and balance the number of transport vehicles when it is determined that there is a demand-side TCS.

[0062] Correspondingly, the method for balancing the number of transport vehicles includes the following steps:

[0063] S1. Based on the real-time number, real-time idle rate and real-time running rate of the transport vehicles currently managed by each TCS, determine whether there is a demand-side TCS in each TCS, and the area managed by the demand-side TCS needs to be supplemented with transport vehicles.

[0064] S2, When it is determined that a demand-side TCS exists, dispatch transport vehicles to the areas managed by each demand-side TCS according to the following process;

[0065] Determine the supply-side TCS for dispatching transport vehicles to a demand-side TCS;

[0066] A scheduling instruction is sent to the identified supply-side TCS to schedule at least one idle transport vehicle managed by the supply-side TCS to the area managed by the demand-side TCS, and the idle transport vehicle is managed by the demand-side TCS.

[0067] The real-time idle rate is the ratio of the number of transport vehicles 200 currently managed by a TCS400 that have not received a transport instruction to the real-time number. The real-time running rate is the ratio of the average transport time of the transport vehicles 200 currently managed by a TCS400 over a period of time to the period of time. For example, if the period of time is 1 hour, and the average transport time of the transport vehicles 200 currently managed by a TCS400 within that 1 hour is 30 minutes, then the real-time running rate is 30 / 60 = 0.5. The real-time number, real-time idle rate, and real-time running rate data of the transport vehicles currently managed by each TCS can be reported by each TCS to the MCS. Alternatively, the MCS can determine these data itself based on the operating status of the transport vehicles managed by each TCS reported by each TCS.

[0068] The MCS determines whether a TCS is a demand-side TCS, a supply-side TCS, or a balance TCS according to the following principles:

[0069] If it is determined that the real-time number of transport vehicles currently managed by a TCS is greater than the minimum guaranteed number of transport vehicles managed by the TCS, and the real-time idle rate of the transport vehicles currently managed by the TCS is greater than the target idle rate of the transport vehicles managed by the TCS, then the TCS is determined to be a supply-side TCS.

[0070] If the real-time number of transport vehicles currently managed by a TCS is less than or equal to the minimum guaranteed number of transport vehicles managed by the TCS, then the TCS is determined to be a demand-side TCS.

[0071] When it is determined that the real-time number of transport vehicles currently managed by a TCS is greater than the minimum guaranteed number of transport vehicles managed by the TCS, and the real-time idle rate of the transport vehicles managed by the TCS is not greater than the target idle rate of the transport vehicles managed by the TCS, and the real-time operating rate of the transport vehicles managed by the TCS is not less than the operating rate threshold of the transport vehicles managed by the TCS, then the TCS is determined to be a demand-side TCS; the operating rate refers to the ratio of the average transport time of all transport vehicles currently managed by the TCS over a period of time to the period of time.

[0072] When it is determined that the real-time number of transport vehicles currently managed by a TCS is greater than the minimum guaranteed number of transport vehicles managed by the TCS, and the real-time idle rate of the transport vehicles managed by the TCS is not greater than the target idle rate of the transport vehicles managed by the TCS, and the real-time operating rate of the transport vehicles managed by the TCS is less than the operating rate threshold of the transport vehicles managed by the TCS, then the TCS is determined to be a balanced TCS. The number of transport vehicles in the area managed by the balanced TCS meets the operational requirements, and no additional transport vehicles are needed. If all TCSs are balanced TCSs, then balancing the number of transport vehicles is not required.

[0073] When a TCS is identified as the demand side, the MCS can also determine the number of transport vehicles needed to be added to the area managed by the demand-side TCS according to the following formula:

[0074] N 补 ={N 需搬 / [1-(r 目 -D)]}-N 当 ;

[0075] Where, N 补 The number of additional transport vehicles needed for the area managed by the demand-side TCS; N 需搬 r represents the number of transport vehicles currently being transported by the demand-side TCS that are currently managed. 目 Let D be the target idle rate of the transport vehicles managed by the demand-side TCS, and D be the idle rate error, for example, taking a value between ±0.1. 当 This represents the real-time number of transport vehicles currently managed by the demand-side TCS.

[0076] When a TCS is identified as a supply-side TCS, the MCS can also determine the number of transport vehicles that the supply-side TCS can dispatch according to the following formula:

[0077] N 供 =N 供搬 / [1-(r 目 +D)];

[0078] Where, N 供 N represents the number of dispatchable transport vehicles in the supply-side TCS management system.供搬 r represents the number of transport vehicles currently in operation within the supply-side TCS-managed transport vehicles. 目 D represents the target idle rate of the transport vehicles managed by the supply-side TCS, and D is the idle rate error.

[0079] When the MCS determines that the area managed by a demand-side TCS needs to replenish one number of transport vehicles 200 and has multiple supply-side TCSs, the MCS can select the supply-side TCS to dispatch the transport vehicles to the demand-side TCS based on different selection principles. For example, the MCS can select based on the number of transport vehicles 200 that each supply-side TCS can dispatch, that is, select the supply-side TCS with the largest number of dispatchable transport vehicles 200 to dispatch the transport vehicles 200 to the demand-side TCS.

[0080] Alternatively, the MCS can select the supply-side TCS based on the path or distance from the idle transport vehicle managed by each supply-side TCS to the area 300 managed by the demand-side TCS, that is, select the supply-side TCS to which the idle transport vehicle belongs with the shortest path or distance to the area 300 managed by the demand-side TCS, and dispatch the transport vehicle 200 to the demand-side TCS.

[0081] Of course, the demand-side TCS can also select the supply-side TCS of the region 300 adjacent to its managed region 300 to dispatch the transport vehicle 200 to the demand-side TCS. The specific selection principle can be determined according to actual needs and is not limited here.

[0082] If the MCS determines that the number of transport vehicles that a demand-side TCS needs to supplement exceeds one and there are multiple supply-side TCSs, the MCS can issue scheduling instructions to multiple supply-side TCSs so that all of the supply-side TCSs can schedule idle transport vehicles to the area managed by the demand-side TCS. In this case, multiple supply-side TCSs can be selected according to the number of transport vehicles that each supply-side TCS can schedule. Multiple supply-side TCSs can simultaneously schedule idle transport vehicles to the area managed by the same demand-side TCS, which is more conducive to improving scheduling efficiency.

[0083] When there are multiple supply-side TCSs and multiple demand-side TCSs, the MCS can determine the order in which idle transport vehicles are dispatched to each demand-side TCS based on the set dispatch priorities of each TCS. Alternatively, the MCS can also determine the supply-side TCSs that dispatch transport vehicles to the areas managed by each demand-side TCS according to the principle of adjacent areas and / or the shortest movement path, as well as the number of transport vehicles that each supply-side TCS can dispatch. The specific determination is based on actual needs and is not limited here.

[0084] When the MCS issues a scheduling instruction to each of the supply-side TCSs, it will inform each supply-side TCS which area or which demand-side TCSs will dispatch the idle transport vehicle to.

[0085] In S2, when scheduling idle transport vehicles, the supply-side TCS and demand-side TCS can adopt different implementation processes according to different material handling systems.

[0086] For example, in the first implementation of the above example, step S2 includes the following steps:

[0087] After receiving the scheduling instruction from the MCS, the supply-side TCS determines the idle transport vehicles that need to be scheduled. When determining the idle transport vehicles to be scheduled, the supply-side TCS prioritizes scheduling the idle transport vehicle with the longest idle time among the idle transport vehicles it manages to the area managed by the demand-side TCS. That is, the supply-side TCS sorts all the idle transport vehicles it manages in descending order of idle time, so that during scheduling, it continuously schedules the idle transport vehicle with the highest ranking to the partition that needs to replenish 200 transport vehicles.

[0088] After identifying the idle transport vehicle that needs to be dispatched, the supply-side TCS can plan a dispatch route and control the idle transport vehicle to move to the area 300 managed by the demand-side TCS. Subsequently, the supply-side TCS can feed back the location information of the idle transport vehicle to the demand-side TCS and transfer the management authority of the idle transport vehicle to the demand-side TCS. After obtaining the management authority of the idle transport vehicle, the demand-side TCS can control it.

[0089] The transfer of management authority over a transport vehicle is a known technique. For example, each TCS400 is configured with a transport vehicle management table, which stores information about the transport vehicles 200 currently managed by it. When it is necessary to transfer management authority over a transport vehicle, the supply-side TCS sends the transport vehicle's information to the demand-side TCS and sends a command to the transport vehicle to connect to the demand-side TCS. Subsequently, the supply-side TCS removes the transport vehicle's information from its transport vehicle management table, thereby releasing its management of the transport vehicle. After receiving the connection request from the transport vehicle and the transport vehicle information sent to it by the supply-side TCS, the demand-side TCS adds the transport vehicle's information to its transport vehicle management table, thereby bringing the transport vehicle under its management.

[0090] Alternatively, in another embodiment, after determining that there is an idle transport vehicle that needs to be scheduled within its scope, the supply-side TCS transfers the management authority of the idle transport vehicle to the demand-side TCS and feeds back the location information of the idle transport vehicle to the demand-side TCS. After obtaining the management authority of the idle transport vehicle, the demand-side TCS plans a movement path for the idle transport vehicle to move into the area 300 managed by the demand-side TCS and controls the idle transport vehicle to move into the area 300 managed by it according to the planned movement path.

[0091] In the second implementation of the above example, step S2 includes the following steps:

[0092] After receiving the scheduling instruction sent by the MCS, the supply-side TCS identifies an idle transport vehicle under its management and controls the idle transport vehicle to move to the area 300 managed by the demand-side TCS via the elevator 600, so that the idle transport vehicle is managed by the demand-side TCS.

[0093] Specifically, the supply-side TCS determines the idle transport vehicle with the longest idle time among the idle transport vehicles it manages as the idle transport vehicle that needs to be dispatched, and controls the idle transport vehicle that needs to be dispatched to move to the passenger communication position 510. The passenger communication position 510 is a section of track connected to a floor track and used to dock with the entry end of the lifting track 610 of the elevator 600. After the idle transport vehicle moves to the passenger communication position 510, it communicates with the elevator 600. After moving to the passenger communication position 510, the idle transport vehicle sends information about arriving at the passenger communication position 510 to the supply-side TCS and sends a request to the elevator 600 asking whether a transfer can be performed. If the elevator 600 can perform the transfer, the elevator 600 sends information about the transfer being performed to the idle transport vehicle. The idle transport vehicle sends information about the crane transfer being performed to the supply-side TCS. The supply-side TCS sends an instruction to the idle transport vehicle to allow it to enter the elevator 600. The idle transport vehicle moves into the elevator 600 and sends information about entering the elevator 600 to the supply-side TCS, as well as a request to release its management. After the supply-side TCS sends a transfer instruction to the idle transport vehicle, it releases its management of the idle transport vehicle and feeds back to the demand-side TCS that the idle transport vehicle is heading to the floor 500 corresponding to the demand-side TCS. At the same time, it feeds back the information of the idle transport vehicle to the demand-side TCS.

[0094] The idle transport vehicle sends a transfer command to the elevator 600, indicating that the elevator 600 can start the transfer. The elevator 600 sends feedback information to the idle transport vehicle confirming receipt of the transfer command and moves the idle transport vehicle to the floor 500 corresponding to the demand-side TCS. After moving to the floor 500 corresponding to the demand-side TCS, the elevator 600 sends feedback to the idle transport vehicle indicating that it has reached the floor 500 and can move to the waiting position 520 corresponding to the demand-side TCS. Upon receiving the information that it can move to the waiting position 520 corresponding to the demand-side TCS, the idle transport vehicle moves out of the elevator 600 to the waiting position 520 corresponding to the demand-side TCS. The waiting position 520 can be a section of track 100 that connects to the lifting track 610.

[0095] At any point between the elevator 600 reaching the floor 500 corresponding to the demand-side TCS and the idle transport vehicle moving to the passenger communication position 510 of the floor 500 corresponding to the demand-side TCS, preferably when it is determined that the idle transport vehicle can move out of the elevator 600, the idle transport vehicle connects to the demand-side TCS for communication and sends a management request to the demand-side TCS for management. Specifically, the idle transport vehicle can switch its IP address to be consistent with the network segment of the demand-side TCS, and then communicate with the demand-side TCS via UDP unicast. Of course, communication between each transport vehicle 200 and the TCS 400 can also be achieved using known wireless communication technologies. These wireless communication technologies are known technologies and not innovative in this invention, and will not be elaborated upon here.

[0096] Meanwhile, after the idle transport vehicle enters the elevator 600, it can start to switch the operating data. That is, the idle transport vehicle switches the operating data (map, sensor information, teaching information, etc.) required for its operation from the operating data corresponding to the region 300 managed by the supply-side TCS to the operating data corresponding to the region 300 managed by the demand-side TCS. The corresponding data switching technology is a known technology and will not be described in detail here.

[0097] Upon receiving a management request, the demand-side TCS includes the idle transport vehicle in its management scope and sends an instruction to the idle transport vehicle to move to a predetermined location and wait for its call, or sends a transport instruction to the idle transport vehicle.

[0098] In the third implementation of the above example, step S2 includes the following steps:

[0099] When the supply-side TCS receives the scheduling instruction from the MCS, it controls an idle transport vehicle under its management to move to the connecting track 800. After the idle transport vehicle establishes a connection with the demand-side TCS at the connecting track 800 and is included in its management scope, the demand-side TCS controls the idle transport vehicle to move to the area 300 under its management.

[0100] Specifically, when the supply-side TCS receives a scheduling instruction, it determines the idle transport vehicle that needs to be scheduled and sends a control instruction to move it to the area 300 managed by the demand-side TCS. The supply-side TCS also feeds back the information of the idle transport vehicle that needs to be scheduled to the demand-side TCS.

[0101] The idle transport vehicle that needs to be scheduled moves to the connecting track 800 according to the control command of the supply-side TCS. After the idle transport vehicle that needs to be scheduled moves to the connecting track 800, it begins to switch the operation data. During the operation data switching, the idle transport vehicle that needs to be scheduled moves cyclically in the closed track 100 part of the connecting track 800. After the idle transport vehicle requiring scheduling completes its operational data switch, it moves to the waiting track 830 and stops. At this time, the idle transport vehicle 200 sends a request to the supply-side TCS to be released from management. The supply-side TCS 400 removes the idle transport vehicle 200 from its management scope. Subsequently, the idle transport vehicle 200 switches its IP address to the network segment used by the demand-side TCS and communicates with the demand-side TCS via UDP unicast. The idle transport vehicle 200 sends a management request to the demand-side TCS. After receiving the management request, the demand-side TCS includes the idle transport vehicle 200 in its management scope. After obtaining management authority over the idle transport vehicle 200, the demand-side TCS controls the idle transport vehicle 200 to move from the waiting track 830 to its managed area 300.

[0102] Furthermore, the area 300 managed by part or all of the TCS400 is divided into multiple partitions, and each partition is configured with the minimum guaranteed quantity, target idle rate and operating rate threshold of the corresponding transport vehicles 200.

[0103] When a supply-side TCS starts scheduling an idle transport vehicle or when the idle transport vehicle completes scheduling, the supply-side TCS determines the real-time number of transport vehicles it currently manages and decreases the number of idle transport vehicles by one. At the same time, the demand-side TCS determines the real-time number of transport vehicles it currently manages by one.

[0104] Therefore, when the TCS400 balances the number of transport vehicles in the multiple zones it manages, it follows this process:

[0105] The TCS400 determines the real-time number, real-time idle rate, and real-time operating rate of the transport vehicles 200 corresponding to each partition it manages;

[0106] The TCS400 determines which zones are supply-side zones and which are demand-side zones based on the real-time number, real-time idle rate, and real-time operating rate of the transport vehicles 200 in each zone. The specific judgment principle is the same as the principle by which each TCS400 determines whether it is a supply-side TCS or a demand-side TCS, and will not be elaborated here.

[0107] The TCS400 will schedule idle transport vehicles from the identified supply-side zones to the identified demand-side zones to achieve a balance in the number of transport vehicles in each zone.

[0108] Example 2

[0109] This embodiment discloses a trolley quantity balancing system, including:

[0110] The demand-side TCS determination unit is used to determine whether there is a demand-side TCS in each TCS based on the real-time number of transport vehicles currently managed by each TCS, the real-time idle rate, and the real-time operating rate. The area managed by the demand-side TCS needs to be supplemented with transport vehicles.

[0111] A balancing unit, used to dispatch transport vehicles to the areas managed by each demand-side TCS when the existence of a demand-side TCS is determined, includes:

[0112] The supply-side TCS determination module is used to determine the supply-side TCS for dispatching a transport vehicle to a demand-side TCS.

[0113] The scheduling module is used to send scheduling instructions to the determined supply-side TCS so that at least one idle transport vehicle managed by the supply-side TCS is scheduled to the area managed by the demand-side TCS and the idle transport vehicle is managed by the demand-side TCS.

[0114] Example 3

[0115] This embodiment discloses an MCS, including a memory and a processor. The memory stores a program that can be executed by the processor. When the program is executed, it implements the trolley quantity balancing method as described in Embodiment 1.

[0116] Example 4

[0117] In Example 1, the MCS is in charge of balancing the number of transport vehicles in each area. In this example, each TCS can communicate directly to achieve the balance of the number of transport vehicles in each area. At this time, each TCS400 can be configured with balance parameters for balancing the number of transport vehicles. The balance parameters configured by each TCS400 include at least the minimum guaranteed quantity of transport vehicles 200 managed by it, the target idle rate, and the operating rate threshold.

[0118] As attached Figure 5 As shown, the method for balancing the number of transport vehicles includes the following steps:

[0119] S10, each TCS400 determines the real-time number, real-time idle rate, and real-time operating rate of the transport vehicles 200 currently managed by them, and determines which of the TCSs are demand-side TCSs and which are supply-side TCSs.

[0120] Similar to Embodiment 1 above, each TCS can determine in real time whether it is a demand-side TCS, a supply-side TCS, or a balancing TCS, or multiple TCSs can simultaneously determine whether they are demand-side TCS, supply-side TCS, or balancing TCS at fixed time intervals.

[0121] When determining whether it is a demand-side TCS or a supply-side TCS, each TCS400 compares the real-time number of transport vehicles it currently manages with the minimum guaranteed number of transport vehicles it manages, compares the real-time idle rate of the transport vehicles it currently manages with the target idle rate of the transport vehicles it manages, and compares the real-time operating rate of the transport vehicles it currently manages with the operating rate threshold of the transport vehicles it manages.

[0122] Specifically, when a TCS400 determines that the real-time number of transport vehicles it currently manages is less than or equal to the minimum guaranteed number of transport vehicles it manages, then the TCS is determined to be a demand-side TCS.

[0123] When a TCS400 determines that the real-time number of transport vehicles it currently manages is greater than the minimum guaranteed number of transport vehicles it manages, and the real-time idle rate of the transport vehicles it currently manages is greater than the target idle rate of the transport vehicles managed by the TCS, then the TCS400 determines that it is a supply-side TCS.

[0124] When a TCS400 determines that the real-time number of transport vehicles it currently manages is greater than the minimum guaranteed number of transport vehicles it manages, and the real-time idle rate of the transport vehicles it currently manages is not greater than the target idle rate of the transport vehicles managed by the TCS, and the real-time operating rate of the transport vehicles it currently manages is not less than the operating rate threshold of the transport vehicles it manages, then the TCS400 determines that it is a demand-side TCS.

[0125] When a TCS determines that the real-time number of transport vehicles it currently manages is greater than the minimum guaranteed number of transport vehicles it manages, and the real-time idle rate of the transport vehicles managed by the TCS is not greater than the target idle rate of the transport vehicles managed by the TCS, and the real-time operating rate of the transport vehicles managed by the TCS is less than the operating rate threshold of the transport vehicles managed by the TCS, then the TCS is determined to be a balanced TCS. The number of transport vehicles in the area managed by a balanced TCS meets the operational requirements, and no additional transport vehicles are needed. If all TCSs are balanced TCSs, then balancing the number of transport vehicles is not required.

[0126] S20, when a TCS400 determines itself to be a demand-side TCS, it communicates with the determined supply-side TCS to dispatch idle transport vehicles managed by the supply-side TCS to the area 300 managed by the demand-side TCS.

[0127] And / or when a TCS400 determines itself to be a supply-side TCS, it communicates with the determined demand-side TCS to schedule idle transport vehicles managed by the supply-side TCS to the area 300 managed by the demand-side TCS.

[0128] In S20, depending on the material handling system, the demand-side TCS and the supply-side TCS use different methods to schedule idle handling vehicles.

[0129] In the first implementation of the above example, step S20 includes the following steps:

[0130] The demand-side TCS sends a request to the supply-side TCS to transfer management authority. The supply-side TCS, based on the request, transfers management authority to an idle transport vehicle located in its managed area 300 to the demand-side TCS and feeds back the location information of the idle transport vehicle to the demand-side TCS. After obtaining management authority for the idle transport vehicle, the demand-side TCS plans a movement path for the idle transport vehicle to move into its managed area 300 and controls the idle transport vehicle to move into its managed area 300 according to the planned movement path.

[0131] Of course, in S20, the demand-side TCS can also send a scheduling request to the supply-side TCS; the supply-side TCS controls an idle transport vehicle under its management to move to the area 300 managed by the demand-side TCS according to the scheduling request, and feeds back the location information of the idle transport vehicle to the demand-side TCS and transfers the management authority of the idle transport vehicle to the demand-side TCS.

[0132] The transfer of management rights for idle transport vehicles is a known technique. For example, each TCS400 is configured with a transport vehicle management table, which stores information about the transport vehicles 200 currently managed by it. When it is necessary to transfer management rights for an idle transport vehicle, the supply-side TCS sends the information of the idle transport vehicle to the demand-side TCS and sends an instruction to the idle transport vehicle to connect to the demand-side TCS. Subsequently, the supply-side TCS removes the information of the idle transport vehicle from its transport vehicle management table, thereby releasing its management of the idle transport vehicle. After the supply-side TCS sends the information of the idle transport vehicle and the demand-side TCS receives the connection request from the idle transport vehicle, it adds the information of the idle transport vehicle to its transport vehicle management table, thereby bringing the idle transport vehicle under its management.

[0133] In the second implementation of the above example, step S20 includes the following steps:

[0134] The demand-side TCS sends a scheduling request to the supply-side TCS; the supply-side TCS controls an idle transport vehicle under its management to move via elevator 600 to area 300 managed by the demand-side TCS and makes the idle transport vehicle managed by the demand-side TCS.

[0135] Specifically, when the supply-side TCS receives the scheduling request, it determines the idle transport vehicle with the shortest path to the passenger communication position 510 at the entrance of the elevator 600 from among the idle transport vehicles under its management, and controls it to move to the passenger communication position 510. The passenger communication position 510 is a section of track 100 that can be connected to the entry end of the lifting track 610 of the elevator 600. After the idle transport vehicle moves to the passenger communication position 510, it communicates with the elevator 600. After moving to the passenger communication position 510, the idle transport vehicle sends information about arriving at the passenger communication position 510 to the supply-side TCS and sends a request to the elevator 600 asking whether a transfer can be performed. If the elevator 600 can perform the transfer, the elevator 600 sends information about the transfer being performed to the idle transport vehicle. The idle transport vehicle sends information about the crane transfer being performed to the supply-side TCS. The supply-side TCS sends an instruction to the idle transport vehicle to allow it to enter the elevator 600. The idle transport vehicle moves into the elevator 600 and sends information about entering the elevator 600 to the supply-side TCS, as well as a request to release its management. After the supply-side TCS sends a transfer instruction to the idle transport vehicle, it releases its management of the idle transport vehicle and feeds back to the demand-side TCS that the idle transport vehicle is heading to the floor 500 corresponding to the demand-side TCS. At the same time, it feeds back the information of the idle transport vehicle to the demand-side TCS.

[0136] The idle transport vehicle sends a transfer command to the elevator 600, indicating that the elevator 600 can start the transfer. The elevator 600 sends feedback information to the idle transport vehicle confirming receipt of the transfer command and moves the idle transport vehicle to the floor 500 corresponding to the demand-side TCS. After moving to the floor 500 corresponding to the demand-side TCS, the elevator 600 sends feedback to the idle transport vehicle indicating that it has reached the floor 500 and can move to the waiting position 520 corresponding to the demand-side TCS. Upon receiving the information that it can move to the waiting position 520 corresponding to the demand-side TCS, the idle transport vehicle moves out of the elevator 600 to the waiting position 520 corresponding to the demand-side TCS. The waiting position 520 can be a section of track 100 that connects to the lifting track 610.

[0137] At any point between the elevator 600 reaching the floor 500 corresponding to the demand-side TCS and the idle transport vehicle moving to the passenger communication position 510 of the floor 500 corresponding to the demand-side TCS, preferably when it is determined that the idle transport vehicle can move out of the elevator 600, the idle transport vehicle connects to the demand-side TCS for communication and sends a management request to the demand-side TCS for management. Specifically, the idle transport vehicle can switch its IP address to be consistent with the network segment of the demand-side TCS, and then communicate with the demand-side TCS via UDP unicast. Of course, communication between each transport vehicle 200 and the TCS 400 can also be achieved using known wireless communication technologies. These wireless communication technologies are known technologies and not innovative in this invention, and will not be elaborated upon here.

[0138] Meanwhile, after the idle transport vehicle enters the elevator 600, it can start to switch the operating data. That is, the idle transport vehicle switches the operating data (map, sensor information, teaching information, etc.) required for its operation from the operating data corresponding to the region 300 managed by the supply-side TCS to the operating data corresponding to the region 300 managed by the demand-side TCS. The corresponding data switching technology is a known technology and will not be described in detail here.

[0139] Upon receiving a management request, the demand-side TCS includes the idle transport vehicle in its management scope and sends an instruction to the idle transport vehicle to move to a predetermined location and wait for its call, or sends a transport instruction to the idle transport vehicle.

[0140] In the third implementation of the above example, step S20 includes the following steps:

[0141] The demand-side TCS sends a scheduling request to the supply-side TCS; when the supply-side TCS receives the scheduling request, it controls an idle transport vehicle under its management to move to the area 300 managed by the demand-side TCS via the connecting track 800 and makes the idle transport vehicle managed by the demand-side TCS.

[0142] Specifically, when the supply-side TCS receives the scheduling request, it determines the idle transport vehicle that needs to be scheduled and sends a control command to move it to the area 300 managed by the demand-side TCS. It also feeds back the information of the idle transport vehicle that needs to be scheduled to the demand-side TCS. The idle transport vehicle that needs to be scheduled can be one of the idle transport vehicles managed by the supply-side TCS that has the shortest path or the shortest distance to the connecting track 800.

[0143] The idle transport vehicle that needs to be scheduled moves to the connecting track 800 according to the control command of the supply-side TCS. After the idle transport vehicle that needs to be scheduled moves to the connecting track 800, it begins to switch the operation data. During the operation data switching, the idle transport vehicle that needs to be scheduled moves cyclically in the closed track 100 part of the connecting track 800. After the idle transport vehicle requiring scheduling completes its operational data switch, it moves to the waiting track 830 and stops. At this time, the idle transport vehicle 200 sends a request to the supply-side TCS to be released from management. The supply-side TCS 400 removes the idle transport vehicle 200 from its management scope. Subsequently, the idle transport vehicle 200 switches its IP address to the network segment used by the demand-side TCS and communicates with the demand-side TCS via UDP unicast. The idle transport vehicle 200 sends a management request to the demand-side TCS. Upon receiving the management request, the demand-side TCS includes the idle transport vehicle 200 in its management scope. After obtaining management authority over the idle transport vehicle 200, the demand-side TCS controls the idle transport vehicle 200 to move from the waiting track 830 to its managed area 300.

[0144] When a TCS400 is identified as a demand-side TCS, the demand-side TCS determines the number of transport vehicles 200 that need to be added to the area 300 it manages according to the following formula:

[0145] N 补 ={N 需搬 / [1-(r 目 -D)]}-N 当 ;

[0146] Where, N 补For the demand-side TCS-managed area 300, an additional 200 transport vehicles are needed; N 需搬 r represents the number of 200 transport vehicles currently in operation among the 200 transport vehicles managed by the demand-side TCS. 目 Let D be the target idle rate of the transport vehicles managed by the demand-side TCS, and N be the idle rate error. 当 This represents the real-time number of 200 transport vehicles currently managed by the demand-side TCS.

[0147] When the demand-side TCS determines that it needs to replenish 1 transport vehicle 200 and has multiple supply-side TCSs, the demand-side TCS can select the supply-side TCS according to different selection principles. For example, the demand-side TCS can select the supply-side TCS based on the number of transport vehicles 200 that each supply-side TCS can schedule, that is, select the supply-side TCS with the largest number of dispatchable transport vehicles 200 to schedule the transport vehicles 200 to the demand-side TCS.

[0148] Alternatively, the demand-side TCS can select the supply-side TCS based on the path or distance from the idle transport vehicles managed by each supply-side TCS to the area 300 managed by the demand-side TCS, that is, select the supply-side TCS to which the idle transport vehicle with the shortest path or distance to the area 300 managed by the demand-side TCS belongs, and dispatch the transport vehicle 200 to the demand-side TCS.

[0149] Of course, the demand-side TCS can also select the supply-side TCS of the region 300 adjacent to the region it manages to dispatch the transport vehicle 200 to the demand-side TCS.

[0150] The specific selection principles can be determined according to actual needs, and are not limited here.

[0151] Furthermore, when the demand-side TCS determines that the number of transport vehicles 200 that need to be replenished in the area it manages exceeds 1 and there are multiple supply-side TCSs, the demand-side TCS can communicate with the multiple supply-side TCSs respectively so that the multiple supply-side TCSs can dispatch transport vehicles 200 to the demand-side TCS respectively.

[0152] Of course, the same selection principle can be followed when only one additional 200 transport vehicles are needed to select the supply-side TCS.

[0153] Each supply-side TCS determines the number of dispatchable transport vehicles 200 among the transport vehicles 200 it manages according to the following formula:

[0154] N 供 =N 供搬 / [1-(r 目 +D)];

[0155] Where, N 供 N is the number of 200 transport vehicles that can be supplied from the 200 transport vehicles managed on the supply side. 供搬 r represents the number of 200 transport vehicles currently in operation among the 200 transport vehicles managed by the supply-side TCS. 目 D represents the target idle rate for region 300 managed by the supply-side TCS, and D is the idle rate error.

[0156] Example 5

[0157] The method for balancing the number of transport vehicles disclosed in this embodiment is a material handling system based on the first implementation method in Embodiment 1. The difference from the first implementation method is that in this embodiment, multiple TCS400s are no longer set up to manage different areas 300 respectively. Instead, one TCS400 manages multiple areas and achieves the balance of the number of transport vehicles 200 in the multiple areas 300 it manages.

[0158] Correspondingly, each area 300 is configured with a target idle rate, minimum guarantee quantity, and operating rate threshold for the corresponding handling vehicles 200.

[0159] At this time, as attached Figure 5 As shown, the method for balancing the number of transport vehicles includes the following steps:

[0160] Determine the real-time number, real-time idle rate, and real-time operating rate of the 300 transport vehicles and 200 transport vehicles in each area it manages;

[0161] The real-time number, real-time idle rate, and real-time operating rate of the transport vehicles 200 in each region 300 are used to determine which regions 300 are supply-side regions and which regions are demand-side regions. The specific judgment principle is the same as that in Implementation Example 1 above, and will not be repeated here.

[0162] Idle transport vehicles from the identified supply-side regions will be relocated to the identified demand-side regions to achieve a balance of 300 transport vehicles per region.

[0163] Example 6

[0164] This embodiment discloses a trolley quantity balancing system, including:

[0165] The parameter determination unit is used to determine the real-time number, real-time idle rate, and real-time operating rate of the 200 transport vehicles in each of the 300 areas it manages;

[0166] The zoning determination unit is used to determine which areas 300 are supply-side areas and which zones are demand-side areas based on the real-time number, real-time idle rate, and real-time operating rate of the transport vehicles 200 in each zone 300.

[0167] The scheduling and balancing unit is used to schedule idle transport vehicles from the identified supply-side areas to the identified demand-side areas in order to achieve a balance of the number of transport vehicles in each area.

[0168] Example 7

[0169] This embodiment discloses a TCS, including a memory and a processor. The memory stores a program that can be executed by the processor. When the program is executed, it implements the trolley quantity balancing method as described in Embodiment 6.

[0170] This invention has many other embodiments, and all technical solutions formed by equivalent transformations or equivalent transformations fall within the protection scope of this invention.

Claims

1. A method of balancing the number of trolleys, characterised in that, The method comprises the following steps: The MCS determines whether there is a demand-side TCS in each TCS according to the real-time number, real-time idle rate and real-time operation rate of the forklifts currently managed by each TCS, wherein the area managed by the demand-side TCS needs to be supplemented with forklifts; the TCS is a forklift control system, and the MCS is a material management system; When it is determined that the real-time number of forklifts currently managed by a TCS is less than or equal to the minimum guaranteed number of forklifts managed by the TCS, it is determined that the TCS is a demand-side TCS; When it is determined that the real-time number of forklifts currently managed by a TCS is greater than the minimum guaranteed number of forklifts managed by the TCS, and the real-time idle rate of the forklifts managed by the TCS is not greater than the target idle rate of the forklifts managed by the TCS and the real-time operation rate of the forklifts managed by the TCS is not less than the operation rate threshold of the forklifts managed by the TCS, it is determined that the TCS is a demand-side TCS; the operation rate refers to the average forklift time of all forklifts currently managed by the TCS in a period of time and the ratio of the period of time; The MCS determines the number of forklifts that need to be supplemented in the area managed by a demand-side TCS according to the following formula: N 补 ={N 需搬 / [1-(r 目 -D)]}-N 当 ; N 补 the number of carts needed to supplement the area managed by the demand-side TCS; N 需搬 the number of carts being moved among the carts currently managed by the demand-side TCS, r 目 a target idle rate for the carts managed by the demand-side TCS, D an idle rate error, N 当 the real-time number of carts currently managed by the demand-side TCS; when a demand-side TCS is determined to exist, dispatch carts to each area managed by the demand-side TCS according to the following process; The MCS determines a supply-side TCS that dispatches forklifts to a demand-side TCS; When it is determined that the real-time number of forklifts currently managed by a TCS is greater than the minimum guaranteed number of forklifts managed by the TCS, and the real-time idle rate of the forklifts currently managed by the TCS is greater than the target idle rate of the forklifts managed by the TCS, it is determined that the TCS is a supply-side TCS; The number of forklifts that can be dispatched by the supply-side TCS is determined according to the following formula: N 供 =N 供搬 / [1-(r 目 +D)] where N 供 is the number of forklifts that can be dispatched in the supply-side TCS-managed forklifts, N 供搬 is the number of forklifts that are in transit in the supply-side TCS-managed forklifts, r 目 is the target idle rate of the supply-side TCS-managed forklifts, and D is the idle rate error; The MCS sends a dispatching instruction to the determined supply-side TCS to make at least one idle forklift managed by the supply-side TCS be dispatched to the area managed by the demand-side TCS and be managed by the demand-side TCS.

2. The method of balancing the number of carts of claim 1, wherein: When it is determined that the number of forklifts that need to be supplemented by a demand-side TCS is more than one and there are multiple supply-side TCSs, dispatching instructions are sent to the multiple supply-side TCSs to make the multiple supply-side TCSs dispatch idle forklifts to the area managed by the demand-side TCS.

3. The method of balancing the number of carts of any of claims 1-2, wherein: The supply-side TCS preferentially selects one of the idle forklifts managed thereby with the longest idle time to be dispatched to the area managed by the demand-side TCS.

4. The method of balancing the number of carts of any of claims 1-2, wherein: Part or all of the areas managed by the TCSs are divided into multiple sub-areas, and the TCSs make forklifts be dispatched among the sub-areas according to the determined real-time idle rate, number and operation rate of the forklifts in each sub-area to balance the number of forklifts in each sub-area.

5. A cart quantity balancing system characterized by, The method comprises the following steps: The demand-side TCS determination unit is configured to determine whether there is a demand-side TCS in each TCS according to the real-time number, real-time idle rate and real-time operation rate of the forklifts currently managed by each TCS, wherein the area managed by the demand-side TCS needs to be supplemented with forklifts; When it is determined that the real-time number of forklifts currently managed by a TCS is less than or equal to the minimum guaranteed number of forklifts managed by the TCS, it is determined that the TCS is a demand-side TCS; when it is determined that the real-time number of trolleys currently managed by a TCS is greater than the minimum guaranteed number of trolleys managed by the TCS, and the real-time idle rate of the trolleys currently managed by the TCS is not greater than the target idle rate of the trolleys managed by the TCS and the real-time operation rate of the trolleys currently managed by the TCS is not less than the operation rate threshold of the trolleys managed by the TCS, then the TCS is determined to be a demand-side TCS; the operation rate refers to the ratio of the average trolley handling time of all trolleys currently managed by a TCS in a period of time to the period of time; and the number of trolleys needed to be supplemented by the area managed by the demand-side TCS is determined according to the following formula: N 补 ={N 需搬 / [1-(r 目 -D)]}-N 当 ; where N 补 is the number of carts needed to supplement the area managed by the demand- side TCS; N 需搬 is the number of carts being moved among the carts currently managed by the demand- side TCS, r 目 is the target idle rate of the carts managed by the demand-side TCS, D is the idle rate error, N 当 is the real-time number of carts currently managed by the demand-side TCS; a balancing unit for scheduling trolleys to each area managed by a demand-side TCS when it is determined that there is a demand-side TCS, which comprises: a supply-side TCS determination module for determining a supply-side TCS that schedules trolleys to a demand-side TCS; when it is determined that the real-time number of trolleys currently managed by a TCS is greater than the minimum guaranteed number of trolleys managed by the TCS, and the real-time idle rate of the trolleys currently managed by the TCS is greater than the target idle rate of the trolleys managed by the TCS, then the TCS is determined to be a supply-side TCS; the number of trolleys that can be scheduled by the supply-side TCS is determined according to the following formula: N 供 =N 供搬 / [1-(r 目 +D)]; where N 供 is the number of forklifts that can be dispatched in the supply-side TCS-managed forklifts, N 供搬 is the number of forklifts that are in transit in the supply-side TCS-managed forklifts, r 目 is the target idle rate of the supply-side TCS-managed forklifts, and D is the idle rate error; a scheduling module for sending a scheduling instruction to the determined supply-side TCS to make at least one idle trolley managed by the supply-side TCS be scheduled to the area managed by the demand-side TCS and be managed by the demand-side TCS.

6. A material management system comprising a memory and a processor, the memory having stored therein a program executable by the processor, characterized in that: When the program is executed, the trolley number balancing method of any one of claims 1-4 is implemented.

7. A method of balancing the number of trolleys, characterised in that, comprising the following steps: each TCS determines the real-time number, real-time idle rate and real-time operation rate of the trolleys currently managed by it and determines which of the TCSs are demand-side TCSs and which are supply-side TCSs according to the above; the TCS is a trolley control system; when a TCS determines that the real-time number of trolleys currently managed by it is less than or equal to the minimum guaranteed number of trolleys managed by the TCS, then the TCS is determined to be a demand-side TCS; when a TCS determines that the real-time number of trolleys currently managed by it is greater than the minimum guaranteed number of trolleys managed by the TCS, and the real-time idle rate of the trolleys currently managed by the TCS is not greater than the target idle rate of the trolleys managed by the TCS and the real-time operation rate of the trolleys currently managed by the TCS is not less than the operation rate threshold of the trolleys managed by the TCS, then the TCS is determined to be a demand-side TCS; the operation rate refers to the ratio of the average trolley handling time of all trolleys currently managed by a TCS in a period of time to the period of time; when a TCS determines that the real-time number of trolleys currently managed by it is greater than the minimum guaranteed number of trolleys managed by the TCS, and the real-time idle rate of the trolleys currently managed by the TCS is greater than the target idle rate of the trolleys managed by the TCS, then the TCS is determined to be a supply-side TCS; When a TCS determines that it is a demand-side TCS, the number of carts that need to be replenished in the area managed by the demand-side TCS is determined according to the following formula: N 补 ={N 需搬 / [1-(r 目 -D)]}-N 当 ; where N 补 is the number of carts needed to supplement the area managed by the demand- side TCS; N 需搬 is the number of carts being moved among the carts currently managed by the demand- side TCS, r 目 is the target idle rate of the carts managed by the demand-side TCS, D is the idle rate error, N 当 is the real-time number of carts currently managed by the demand-side TCS; When a TCS determines that it is a supply-side TCS, the number of carts that can be dispatched by the supply-side TCS is determined according to the following formula: N 供 =N 供搬 / [1-(r 目 +D)]; where N 供 is the number of forklifts that can be dispatched in the supply-side TCS-managed forklifts, N 供搬 is the number of forklifts that are in transit in the supply-side TCS-managed forklifts, r 目 is the target idle rate of the supply-side TCS-managed forklifts, and D is the idle rate error; The demand-side TCS communicates with the determined supply-side TCS to dispatch idle carts managed by the supply-side TCS to the area managed by the demand-side TCS; and / or when a TCS determines that it is a supply-side TCS, it communicates with the determined demand-side TCS to dispatch idle carts managed by the supply-side TCS to the area managed by the demand-side TCS.

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