Distributed conveying control method and device, storage control system and medium

Abstract

The invention discloses a distributed conveying control method and device, a storage control system and a medium, and the method comprises the steps that topological information corresponding to a plurality of conveying units and cargo information corresponding to a plurality of to-be-conveyed cargoes are obtained, and the cargo information comprises cargo priorities; inputting the topological information and the cargo information into a preset graph path planning algorithm, determining a first conveying cost of each to-be-conveyed cargo, and determining an initial conveying path of each to-be-conveyed cargo among the conveying units based on the first conveying cost; the initial conveying path is adjusted according to the cargo priorities, and target conveying paths of all the to-be-conveyed cargos among all the conveying units are obtained; and goods are conveyed among the conveying units based on the target conveying path. The large-scale high-elasticity cargo conveying requirement can be met, and the cargo conveying efficiency and the intelligent level are improved.

Description

Technical Field

[0001] The present application relates to the field of logistics warehousing technology, and in particular to a distributed transportation control method, device, warehousing control system and medium. Background Art

[0002] With the rapid development of e-commerce and global logistics, the operational efficiency and intelligence of warehousing systems have become increasingly important. This trend not only requires warehousing systems to be able to handle the growing cargo throughput efficiently and accurately, but also requires them to have a high degree of flexibility and intelligence to cope with complex and changing logistics needs.

[0003] Traditional transportation control systems often adopt a centralized control mode, that is, they rely on a central controller - a programmable logic controller (PLC) to be responsible for the decision-making and task allocation of the entire system. Although this mode ensures the unified management and control of the system to a certain extent, it also brings many challenges. On the one hand, since the PLC control program needs to be customized for each specific control object, this not only increases the difficulty of technical implementation, but also may lead to an increase in system upgrade and maintenance costs. Whenever a new control object or demand appears, the PLC control program needs to be adjusted and optimized accordingly, which undoubtedly increases the complexity and uncertainty of system operation. On the other hand, as the core controller of the entire system, once a fault or problem occurs, the PLC will directly affect the normal operation of the entire transportation system. In this case, the system is often difficult to respond quickly to emergencies on site, and it is even more difficult to make reasonable decision adjustments based on real-time changes. That is, the centralized control mode not only limits the system's ability to handle complex tasks, but also may lead to a decrease in the efficiency of cargo transportation, thereby affecting the smooth operation of the entire logistics chain.

[0004] Application Contents

[0005] The present application provides a distributed transportation control method, device, warehouse control system and medium to meet the needs of large-scale and highly flexible cargo transportation and improve the efficiency and intelligence level of cargo transportation.

[0006] In a first aspect, the present application provides a distributed transport control method, comprising:

[0007] Acquire topology information corresponding to a plurality of transport units and cargo information corresponding to a plurality of cargoes to be transported, wherein the cargo information includes cargo priority;

[0008] Input the topology information and the cargo information into a preset graph path planning algorithm to determine a first transportation cost of each cargo to be transported, and determine an initial transmission path of each cargo to be transported between each transport unit based on the first transportation cost;

[0009] The initial transmission path is adjusted according to the cargo priority to obtain a target transmission path between the transport units for each cargo to be transported;

[0010] Cargo is transferred between the transport units based on the target transfer path.

[0011] The embodiment of the present application can accurately obtain the topological information of each conveying unit and the cargo information corresponding to each cargo to be transported by obtaining the topological information corresponding to several conveying units and the cargo information corresponding to several cargoes to be transported, so as to facilitate the subsequent path planning based on the topological information and the cargo information; by inputting the topological information and the cargo information into the preset graph path planning algorithm, the first transportation cost of each cargo to be transported can be accurately determined, so as to facilitate the subsequent automatic planning of the initial transmission path of each cargo to be transported in each conveying unit, thereby improving the efficiency of cargo transportation; by adjusting the initial transmission path according to the cargo priority, the preliminary transmission path can be adjusted on the basis of considering the cargo priority, so as to ensure that high-priority cargo is processed and transmitted first, thereby improving the flexibility and response speed of cargo transportation, and being able to effectively meet the urgent needs of cargo under the large-scale and high-elastic cargo transportation needs; based on the target transmission path, cargo is transmitted between each conveying unit, and cargo transportation can be automatically carried out according to the target transmission path without receiving control instructions from other places, thereby reducing waiting time and realizing intelligent and efficient transportation of cargo. Compared with the prior art, the present application can meet the large-scale and high-elastic cargo transportation needs and improve the efficiency and intelligence level of cargo transportation.

[0012] Furthermore, before obtaining the topology information corresponding to the plurality of transport units, the method further includes:

[0013] Acquire the position relationship and connection relationship of each of the transport units, and determine initial topology information based on the position relationship and the connection relationship;

[0014] A simulation is performed based on the initial topology information to obtain a simulation result, and the initial topology information is adjusted based on the simulation result to obtain topology information corresponding to a plurality of transport units.

[0015] In this way, by constructing the topology information corresponding to several transport units, subsequent path planning based on the topology information can be facilitated.

[0016] Furthermore, the topology information and the cargo information are input into a preset graph path planning algorithm to determine the first transportation cost of each cargo to be transported, specifically:

[0017] Determine the starting conveying unit and the target conveying unit corresponding to each of the goods to be conveyed based on the goods information;

[0018] Determine the first transport unit where each of the goods to be transported is located, and estimate a number of first time costs of transporting each of the goods to be transported from the first transport unit to the target transport unit according to the goods priority;

[0019] Obtaining a second time cost for transporting each of the goods to be transported from the starting transport unit to the first transport unit;

[0020] A first transportation cost of each of the to-be-transported goods from the first transport unit to the target transport unit is determined based on the first time cost and the second time cost.

[0021] In this way, by inputting the topology information and the cargo information into a preset graph path planning algorithm, the first transportation cost of each cargo to be transported can be accurately determined, which facilitates the subsequent automatic planning of the initial transmission path of each cargo to be transported in each transport unit, thereby improving the efficiency of cargo transportation.

[0022] Furthermore, the determining of the initial transmission path of each of the goods to be transported between the transport units based on the first transport cost is specifically:

[0023] Determine that the transport unit corresponding to the minimum first transport cost is the second transport unit;

[0024] If the second transport unit is not the target transport unit, then obtaining a plurality of safety intervals for each of the goods to be transported to reach the second transport unit;

[0025] If the safety intervals do not conflict with each other, several second transportation costs of transporting each of the goods to be transported from the second transportation unit to the target transportation unit are calculated, and a third transportation unit is determined based on the second transportation costs until the third transportation unit is the target transportation unit, and the initial transmission path is determined.

[0026] In this way, by managing the safety zone, the collision of goods can be effectively avoided in a complex dynamic environment, and the transportation time of goods can be minimized while ensuring safety.

[0027] Furthermore, the initial transmission path is adjusted according to the cargo priority to obtain a target transmission path of each cargo to be transported between each transport unit, specifically:

[0028] Determining whether there is a conflict among the initial transmission paths by using a conflict detection algorithm;

[0029] If there is a conflict, the cargo priorities corresponding to the conflicting cargoes to be transported will be compared, and the initial transmission path with a higher cargo priority will be retained, while the initial transmission path with a lower cargo priority will be adjusted until there is no conflict among the initial transmission paths, thereby obtaining the target transmission path for each cargo to be transported between the transport units.

[0030] In this way, by adjusting the initial transmission path according to the priority of the goods, the preliminary transmission path can be adjusted based on the priority of the goods to ensure that high-priority goods are processed and transmitted first, thereby improving the flexibility and response speed of cargo transportation, and being able to effectively meet the urgent needs of goods under large-scale and highly elastic cargo transportation needs.

[0031] Furthermore, the cargo information also includes an identification code, and the cargo transmission between the transport units based on the target transmission path is specifically:

[0032] Determine the task queue to be transmitted in each of the transmission units based on each of the target transmission paths;

[0033] Identify the identification code of each of the goods to be transported, determine the transport priority of each of the goods to be transported in the task queue based on the identification code, and transmit the goods to be transported with the highest transport priority in the task queue.

[0034] In this way, goods are transported between the conveying units based on the target transmission path, and goods can be automatically transported according to the target transmission path without receiving control instructions from other places, thereby reducing waiting time and realizing intelligent and efficient transportation of goods.

[0035] Furthermore, the distributed transport control method further includes:

[0036] Acquire the conveying parameters corresponding to each of the conveying units;

[0037] The transmission parameters are input into a preset anomaly detection model for detection, and if an anomaly exists, the target transmission path is adjusted.

[0038] In this way, by performing abnormal detection on the conveying parameter information of each conveying unit, the operating status of each conveying unit can be accurately monitored, and abnormal situations can be identified and handled in a timely manner.

[0039] In a second aspect, the present application further provides a distributed transport control device, comprising: an acquisition module, a first planning module, a second planning module and a transmission module;

[0040] The acquisition module is used to acquire topology information corresponding to a plurality of transport units and cargo information corresponding to a plurality of cargoes to be transported, wherein the cargo information includes cargo priority;

[0041] The first planning module is used to input the topology information and the cargo information into a preset graph path planning algorithm to determine a first transportation cost of each cargo to be transported, and determine an initial transmission path of each cargo to be transported between each transport unit based on the first transportation cost;

[0042] The second planning module is used to adjust the initial transmission path according to the cargo priority to obtain a target transmission path between the transport units for each cargo to be transported;

[0043] The transmission module is used to transmit goods between the conveying units based on the target transmission path.

[0044] The embodiment of the present application can accurately obtain the topological information of each conveying unit and the cargo information corresponding to each cargo to be transported by obtaining the topological information corresponding to several conveying units and the cargo information corresponding to several cargoes to be transported, so as to facilitate the subsequent path planning based on the topological information and the cargo information; by inputting the topological information and the cargo information into the preset graph path planning algorithm, the first transportation cost of each cargo to be transported can be accurately determined, so as to facilitate the subsequent automatic planning of the initial transmission path of each cargo to be transported in each conveying unit, thereby improving the efficiency of cargo transportation; by adjusting the initial transmission path according to the cargo priority, the preliminary transmission path can be adjusted on the basis of considering the cargo priority, so as to ensure that high-priority cargo is processed and transmitted first, thereby improving the flexibility and response speed of cargo transportation, and being able to effectively meet the urgent needs of cargo under the large-scale and high-elastic cargo transportation needs; based on the target transmission path, cargo is transmitted between each conveying unit, and cargo transportation can be automatically carried out according to the target transmission path without receiving control instructions from other places, thereby reducing waiting time and realizing intelligent and efficient transportation of cargo. Compared with the prior art, the present application can meet the large-scale and high-elastic cargo transportation needs and improve the efficiency and intelligence level of cargo transportation.

[0045] In a third aspect, the present application also provides a warehouse control system comprising at least two multi-agent planning controllers, wherein any one of the multi-agent planning controllers comprises at least two distributed conveying control devices.

[0046] In a fourth aspect, the present application also provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the distributed conveying control method as described in the present application is implemented. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 It is a flow chart of an embodiment of a distributed transport control method provided by the present application;

[0048] Figure 2 It is a schematic diagram of the process of determining the topology information of the transport unit of the present application;

[0049] Figure 3 It is a virtual assembly diagram of the conveying unit of the present application;

[0050] Figure 4 It is a schematic diagram of the overall layout adjustment of the conveying unit of the present application;

[0051] Figure 5 It is a schematic diagram of the transmission format of the delivery task of this application;

[0052] Figure 6 yes Figure 1 Schematic diagram of the process of step S102;

[0053] Figure 7 yes Figure 6 Schematic diagram of the process of step S601;

[0054] Figure 8 yes Figure 6 Schematic diagram of the process of step S602;

[0055] Fig. 9 It is a structural schematic diagram of an embodiment of a distributed conveying control device provided by the present application;

[0056] Fig.10 It is a structural schematic diagram of an embodiment of a warehouse control system of the present application. DETAILED DESCRIPTION

[0057] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0058] It should be understood that the step numbers used in this article are only for the convenience of description and are not intended to limit the order in which the steps are executed.

[0059] It should be understood that the terms used in the present specification are only for the purpose of describing specific embodiments and are not intended to limit the present invention. As used in the present specification and the appended claims, the singular forms "a", "an" and "the" are intended to include plural forms unless the context clearly indicates otherwise.

[0060] The terms “include” and “comprising” indicate the presence of described features, integers, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or combinations thereof.

[0061] The term "and / or" means and includes any and all possible combinations of one or more of the associated listed items.

[0062] With the rapid development of e-commerce and the global logistics industry, the operational efficiency and intelligence of warehousing systems are becoming increasingly important.

[0063] Traditional transportation control systems use centralized control and rely on PLC to make decisions and assign tasks. Although this model provides unified management, it has many challenges: on the one hand, relying on PLC for control requires customizing the PLC control program for each control object, which is difficult to implement. When new control objects or requirements appear, adaptive adjustments must be made, which increases the complexity and uncertainty of system operation. On the other hand, once a PLC fails, the entire system will be paralyzed, making it difficult to respond to sudden situations on site in a timely manner, and even more difficult to make reasonable decisions and adjustments. The intelligence level is low, which in turn affects the efficiency of cargo transportation.

[0064] Next, the nouns involved in this application are analyzed:

[0065] The SIPP algorithm (Safe Interval Path Planning), whose Chinese name is dynamic environment safe interval path planning, is a path planning algorithm specially designed for dynamic environments. Its core is to use the concept of "safe interval" to reduce the state space and thus improve planning efficiency.

[0066] The WG-SIPP algorithm is a variant or extension of the SIPP (Safe Interval Path Planning) algorithm based on a directed graph. In a directed graph, both nodes and edges are directional, which allows the algorithm to consider more constraints and conditions when planning a path. The WG-SIPP algorithm constructs a directed graph to represent the obstacle trajectories and possible paths of the robot in a dynamic environment, and uses the principles of the SIPP algorithm to search for a safe path from the starting point to the end point.

[0067] Based on this, the embodiments of the present application provide a distributed transportation control method, device, warehouse control system and medium, which can meet the needs of large-scale and highly flexible cargo transportation and improve the efficiency and intelligence level of cargo transportation.

[0068] A distributed transportation control method, device, warehouse control system and medium provided in the embodiments of the present application are specifically illustrated through the following embodiments. First, a distributed transportation control method in the embodiments of the present application is described.

[0069] A distributed conveying control method provided in an embodiment of the present application relates to the field of logistics warehousing technology. A distributed conveying control method provided in an embodiment of the present application can be applied to a terminal, can be applied to a server side, or can be software running in a terminal or a server side. In some embodiments, the terminal can be a smart phone, a tablet computer, a laptop computer, a desktop computer, etc.; the server side can be configured as an independent physical server, or can be configured as a server cluster or a distributed system composed of multiple physical servers, or can be configured as a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, CDN, and big data and artificial intelligence platforms; the software can be an application that implements a distributed conveying control method, etc., but is not limited to the above forms.

[0070] The present application can also be used in numerous general or special computer system environments or configurations. For example: personal computers, server computers, handheld or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, set-top boxes, programmable consumer electronics, network PCs, minicomputers, mainframe computers, distributed computing environments including any of the above systems or devices, etc. The present application can be described in the general context of computer executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform specific tasks or implement specific abstract data types. The present application can also be practiced in distributed computing environments, in which tasks are performed by remote processing devices connected through a communication network. In a distributed computing environment, program modules can be located in local and remote computer storage media including storage devices.

[0071] Embodiment 1

[0072] Please refer to Figure 1 , Figure 1 It is a flow chart of an embodiment of a distributed transportation control method provided by the present application, including steps S101 to S104;

[0073] Step S101, obtaining topology information corresponding to a plurality of transport units and cargo information corresponding to a plurality of cargoes to be transported, wherein the cargo information includes cargo priority;

[0074] In some embodiments, before obtaining the topological information corresponding to several transport units, it also includes: obtaining the positional relationship and connection relationship of each of the transport units, and determining the initial topological information based on the positional relationship and the connection relationship; performing simulation based on the initial topological information to obtain simulation results, and adjusting the initial topological information based on the simulation results to obtain the topological information corresponding to several transport units. Specifically, first, the positional information of each transport unit and the connection information between them are obtained by on-site measurement, design drawings or database query; secondly, each transport unit is regarded as a node in the topological graph, and the connection relationship between them is regarded as an edge, and the initial topological information is determined based on the nodes and edges, and the corresponding parameters are set in the simulation model according to the actual operating parameters of the transport unit (such as speed, capacity, etc.); then, the initial topological information and simulation parameters are input into the simulation model to simulate the operation of the transport unit in the topological graph, obtain simulation results (such as performance indicator data and operation logs), and adjust the initial topological information based on the simulation results to obtain the topological information corresponding to several transport units.

[0075] In this way, by constructing the topology information corresponding to several transport units, subsequent path planning based on the topology information can be facilitated.

[0076] In some embodiments, the schematic diagram of the process of determining the topology information of the transport unit of the present application is as follows: Figure 2 As shown in the figure, standardized conveying units (such as straight rollers, lifting transfer machines, rotating tables, elevators, etc.) can be selected and placed by dragging in the virtual assembly interface to realize the assembly of conveying units. The schematic diagram of the virtual assembly of conveying units is shown in Figure 3 As shown, the length and width of the conveyor line between each conveyor unit can be adjusted, but in order to avoid the goods from falling, each conveyor unit must be closely connected. After assembly, the connection relationship between each conveyor unit will be identified based on the assembled conveyor unit, and the topological structure of the conveyor line will be generated, which includes the starting point, end point, intermediate node and connection path between nodes of the conveyor line. Then, the parameters of each conveyor unit, such as length, width, conveying speed, etc., can be further configured, and these topological information will be stored in the database; then the current model is simulated to simulate the running speed of the conveyor unit, and the throughput and speed of this layout mode are output through simulation. After the simulation is completed, the topological structure is adjusted based on the simulation results such as throughput and speed, and the topological structure is written into each of the conveyor units, and a unique identification code is assigned to each of the conveyor units. Among them, the topological information includes the overall layout of the conveyor line, the location and parameters of the modules, etc.

[0077] It should be noted that when the length and width of the conveying line between the conveying units are adjusted, the time cost of conveying goods between the conveying units will change accordingly.

[0078] In some embodiments, each of the conveying units may include but is not limited to a mobile platform, a sensor group, an intelligent control unit and a communication system, wherein the mobile platform is equipped with a power device to achieve flexible movement, and the sensor group includes multiple position sensors to sense the operating position of the conveying unit in real time.

[0079] It should be noted that the topology information between each conveying unit is not static, but will be adjusted accordingly according to actual business needs. When the business scale is not large, that is, there are not many goods to be transported, only some conveying units can be enabled to use these conveying units for cargo transportation. When the business scale is large, that is, there are many goods to be transported, all conveying units need to be started, and the conveying units need to be flexibly assembled and configured according to the requirements of the transportation performance of each cargo to be transported, that is, the topology information of each conveying unit needs to be adjusted.

[0080] In some embodiments, a variety of possible topology information solutions may be adaptively designed in advance according to different business scenario requirements to provide sufficient flexibility and scalability.

[0081] In some embodiments, the overall layout adjustment diagram of the conveying unit is as follows: Figure 4 As shown, when the overall layout of each conveying unit changes, since each conveying unit only stores the information of the adjacent conveying units connected to this unit, when the conveyor line layout structure needs to be modified, it is only necessary to update the corresponding unit through a distributed publish-subscribe communication protocol to update the changed part, thereby realizing incremental update.

[0082] In some embodiments, when each conveying unit receives a conveying task, it can, but is not limited to, enter the cargo information and import a large amount of cargo information in batches, and then send the cargo information to each conveying unit, wherein the cargo information can be, but is not limited to, a unique identification code, a starting conveying unit, a target conveying unit, and a cargo priority.

[0083] In some embodiments, the transmission format diagram of the delivery task is as follows: Figure 5 As shown, in addition to the necessary header and tail and checksum of the message, the specific content includes Command, Source, Payload, etc. Each transport unit subscribes to the message with the corresponding name. When it needs to transmit task information to other transport units, it needs to match the cargo task status information of its adjacent transport unit.

[0084] Step S102, inputting the topology information and the cargo information into a preset graph path planning algorithm, determining a first transportation cost of each cargo to be transported, and determining an initial transmission path of each cargo to be transported between each transport unit based on the first transportation cost;

[0085] Please refer to Figure 6 , in some embodiments, step S102 includes step S601 to step S602;

[0086] Step S601, inputting the topology information and the cargo information into a preset graph path planning algorithm to determine a first transportation cost of each cargo to be transported;

[0087] Please refer to Figure 7 , in some embodiments, step S601 includes steps S701 to S704;

[0088] Step S701, determining a starting transport unit and a target transport unit corresponding to each of the goods to be transported based on the goods information;

[0089] In some embodiments, when each transport unit receives a transport task, a starting transport unit and a target transport unit for each cargo to be transported are determined based on the transport task.

[0090] Step S702, determining the first transport unit where each of the goods to be transported is located, and estimating a number of first time costs of transporting each of the goods to be transported from the first transport unit to the target transport unit according to the priority of the goods;

[0091] In some embodiments, the first conveying unit N (the current conveying unit, that is, the location of a certain cargo to be transported is not the target conveying unit) where each cargo to be transported is located is determined by a sensor group, and the cargo priority attribute is taken into consideration, and path planning is performed preferentially for cargo to be transported with a high priority. According to the cargo priority, multiple path plans that each cargo to be transported needs to take from the first conveying unit to the target conveying unit and the first time costs h(N,t) corresponding to these path plans are estimated, thereby ensuring that cargo to be transported with a higher priority will not collide with cargo to be transported with a lower priority.

[0092] In some embodiments, it is necessary to initialize a successor node list and a successor transport unit list for storing reachable successor transport units, and traverse to obtain each adjacent transport unit, and estimate the first time cost required to reach the target transport unit.

[0093] In some embodiments, the shortest distance from the first transport unit N to the target transport node may be calculated by, but is not limited to, Manhattan distance, Euclidean distance, and Dijkstra algorithm to determine the first time cost h(N,t).

[0094] In some embodiments, when the goods to be transported arrive at the subsequent transport node from the current node, it is a straight path. At this time, the straight time cost is Among them, w direct is the straight travel time cost, d J is the path length, v J is the transport speed. When the goods to be transported have a turning path from the current node to the target transport stage, the equipment needs extra time to adjust due to the turning path, so an additional time cost w is required. lift , at this time, the first time cost is w Y =w direct +w lift .

[0095] In some embodiments, the graph path planning algorithm is a WG-SIPP algorithm.

[0096] Step S703, obtaining a second time cost of transporting each of the goods to be transported from the starting transport unit to the first transport unit;

[0097] In some embodiments, the actual transportation distance of the goods to be transported from the starting transport unit to the first transport unit is obtained through a sensor group, and the actually consumed second time cost g(N,t) is determined based on the transport speed and the actual transport distance. At this time, the time weight of each path from the starting transport unit to the first transport unit needs to be considered.

[0098] Step S704: determining a first transportation cost of each of the goods to be transported from the first transport unit to the target transport unit based on the first time cost and the second time cost.

[0099] In some embodiments, by adding the first time cost h(N, t) and the second time cost g(N, t), the first transportation cost f(N, t) of each cargo to be transported from the first transport unit to the target transport unit can be obtained, that is, f(N, t) = g(N, t) + h(N, t).

[0100] In this way, by inputting the topology information and the cargo information into a preset graph path planning algorithm, the first transportation cost of each cargo to be transported can be accurately determined, which facilitates the subsequent automatic planning of the initial transmission path of each cargo to be transported in each transport unit, thereby improving the efficiency of cargo transportation.

[0101] Step S602: determining an initial transmission path of each of the goods to be transported between each of the transport units based on the first transport cost.

[0102] Please refer to Figure 8 , in some embodiments, step S602 includes steps S801 to S803;

[0103] Step S801, determining that the transport unit corresponding to the minimum first transport cost is the second transport unit;

[0104] In some embodiments, after obtaining the first transport cost f(N, t) of each cargo to be transported from the first transport unit to the target transport unit, it is necessary to select the transport unit with the smallest first transport cost f(N, t) as the second transport unit (i.e., the next transport unit) to transport the cargo.

[0105] Step S802, if the second transport unit is not the target transport unit, obtaining a plurality of safety intervals for each of the goods to be transported to reach the second transport unit;

[0106] In some embodiments, it is determined whether the second transport unit is the target transport unit. If it is not the target transport unit, the earliest time start_t and the latest time end_t of each cargo to be transported from the first transport unit to the second transport unit are calculated according to the capacity of the transport line (such as capacity and speed), and then the safety interval is determined, where the safety interval is I N (t)=[t start ,t end ].

[0107] Step S803, if the safety intervals do not conflict with each other, calculate several second transportation costs of transporting each of the goods to be transported from the second transportation unit to the target transportation unit, and determine a third transportation unit based on the second transportation costs, until the third transportation unit is the target transportation unit, and determine the initial transmission path.

[0108] In some embodiments, after determining the safety interval of each cargo to be transported, it is necessary to traverse the safety time window of each cargo to be transported, that is, query each safety time window of each second transport unit. If the current time window has no intersection with the arrival time window, skip the time window, calculate the actual arrival time t, and take the larger value of the earliest arrival time and the start time of the time window; then, if the actual arrival time is exactly the start time of the time window, check whether there is an obstacle collision. If there is a collision, set the arrival time to infinity, indicating that the second transport unit cannot be reached. If the actual arrival time is within the time window and no edge collision occurs, add the second transport unit (position, time window index, arrival time) to the subsequent transport list, and calculate the second transport cost of each cargo to be transported from the third transport unit to the target transport unit in a similar way, and add the transport unit with the smallest second transport cost to the subsequent transport list. In this way, search each subsequent transport unit and add it to the subsequent transport list until the target transport unit is added to the subsequent transport list. Since the subsequent transport list records all transport units passing from the starting transport unit to the target transport unit, the initial transmission path from the first transport node to the target transport node can be obtained from the subsequent transport list. For example, the schematic diagram of the graph path planning algorithm provided by this application is as follows: Figure 5 As shown, taking the second conveying unit as Y001 as an example, the first conveying unit where the goods a to be conveyed is located is J001, and the first conveying unit where the goods b to be conveyed is located is Y002. The weight w1 of J001 reaching Y001 represents the time when the goods to be conveyed passes through J001, and the weight w5 of Y002 reaching Y001 represents the time when the goods to be conveyed passes through Y002. However, w1 and w5 are not the same, that is, the transportation time costs are different. In order to ensure that the goods a to be conveyed and the goods b to be conveyed do not conflict with each other, it is necessary to calculate the safety interval A for the goods a to be conveyed to reach Y001 from J001 and the safety interval B for the goods b to be conveyed to reach Y001 from Y002, respectively, and it is necessary to ensure that the safety interval A does not conflict with the safety interval B so that Y001 can safely receive the goods a to be conveyed and the goods b to be conveyed, and add the second conveying unit to the subsequent conveying list, and search for each subsequent conveying unit in a similar way and add it to the subsequent conveying list until the target conveying unit is added to the subsequent conveying list to determine the initial transmission path from the subsequent conveying list.

[0109] In some embodiments, checking whether there is an obstacle collision is specifically as follows: when determining an initial transmission path for a certain cargo to be transported, the path can be stored in a dynamic obstacle safety interval list. At this time, the cargo to be transported is treated as a dynamic obstacle by cargo to be transported with a lower priority. During the cargo transportation process, it is necessary to dynamically adjust the information of the dynamic obstacles in the graph structure, and at the same time, it is necessary to query the transport units affected by the dynamic obstacles. For each transport unit affected by the obstacle, it is updated according to its initial safety time interval and the passing time point of the dynamic obstacle. When the passing time point of the dynamic obstacle is within the safety time interval, the interval is divided into multiple sub-intervals, excluding the time period where the dynamic obstacle is located, and the time period not affected by the dynamic obstacle is retained as a new safety time interval. Finally, the global state is updated, the calculated new safety time interval replaces the old time interval, and the safety interval of each transport unit in the graph is updated, so that the path planning algorithm can avoid dynamic obstacles.

[0110] In step S602 of the embodiment of the present application, by managing the safety zone, collision of goods can be effectively avoided in a complex dynamic environment, and the transportation time of goods can be minimized while ensuring safety.

[0111] Step S103, adjusting the initial transmission path according to the cargo priority to obtain a target transmission path between the transport units for each cargo to be transported;

[0112] In some embodiments, the initial transmission path is adjusted according to the cargo priority to obtain the target transmission path of each cargo to be transported between the transport units, specifically: a conflict detection algorithm is used to determine whether there is a conflict among the initial transmission paths; if there is a conflict, the cargo priorities corresponding to the conflicting cargo to be transported are compared, and the initial transmission path with a high cargo priority is retained and the initial transmission path with a lower cargo priority is adjusted until there is no conflict among the initial transmission paths, thereby obtaining the target transmission path of each cargo to be transported between the transport units. Specifically, first, when the initial transmission path of the goods to be transported is determined, since unforeseen conflicts or delays may occur during the transmission of the goods to be transported, and urgent transportation tasks may occur, it is necessary to perform conflict detection on each initial transmission path through a conflict detection algorithm to determine whether there is a time, space or other type of conflict. If a conflict is detected, the priorities of the conflicting goods to be transported are compared. If low-priority goods to be transported conflict with high-priority goods to be transported, adjustments will be made to the path of the low-priority goods to be transported to ensure that the transmission path of the high-priority goods to be transported is not affected. Repeat the detection and adjustment of the transmission path of the low-priority goods to be transported until there is no conflict on all initial transmission paths, and record the target transmission path of each goods to be transported, thereby ensuring that the high-priority goods to be transported can arrive at the target transportation node first.

[0113] In some embodiments, the conflict detection algorithm needs to traverse all paths, check the arrival and departure time of each cargo to be transported on each transport unit, that is, the safety interval, and check the matching of the cargo size with the transport unit capacity to determine whether there is a conflict.

[0114] In some embodiments, the initial transport path of the goods with lower priority is adjusted, which may include, but is not limited to, reselecting a transport unit for the goods to be transported, adjusting the transport speed, changing the transport order, etc.

[0115] In this way, by adjusting the initial transmission path according to the priority of the goods, the preliminary transmission path can be adjusted based on the priority of the goods to ensure that high-priority goods are processed and transmitted first, thereby improving the flexibility and response speed of cargo transportation, and being able to effectively meet the urgent needs of goods under large-scale and highly elastic cargo transportation needs.

[0116] Step S104: transporting goods between the transport units based on the target transport path.

[0117] In some embodiments, the cargo information also includes an identification code, and the cargo transmission between each of the conveying units based on the target transmission path is specifically as follows: determining the task queue to be transmitted in each of the conveying units based on each of the target transmission paths; identifying the identification code of each of the cargo to be transmitted, determining the transportation priority of each of the cargo to be transmitted in the task queue based on the identification code, and transmitting the cargo to be transmitted with the highest transportation priority in the task queue. Specifically, when the cargo to be transmitted arrives at the entrance of the conveying line, the identification code of the cargo to be transmitted can be identified by a barcode scanner, but is not limited to, and the transportation priority of each cargo to be transmitted in the task queue can be determined based on the identification code. The cargo to be transmitted can be autonomously contacted with adjacent conveying units according to the tasks in the task queue and a transportation control decision can be executed. The cargo to be transmitted with the highest transportation priority can be transmitted. During the transportation, the parameters of cargo transportation can be obtained in real time, including cargo running position, fault alarm information, etc. When the execution is completed, the cargo to be transmitted can be removed from the task queue.

[0118] In some embodiments, the system will autonomously contact adjacent conveying units and execute conveying control decisions based on the tasks in the task queue. Specifically, for a certain conveying unit, it will store a task queue. When the conveying unit receives several goods to be conveyed, it will scan the identification codes of these goods to be conveyed through the sensor group, match these identification codes with the task queue, and control the corresponding components to transmit the goods to be conveyed with high priority in the task queue. Since each unit to be conveyed has several tasks to be conveyed, the conveying unit needs to ask the next conveying unit whether it is its turn to transmit the goods to be conveyed before transmitting to the next conveying unit. If the front task of the next conveying unit is not completed, it will wait. When the front task is completed, that is, it is the turn of the goods to be conveyed to be transmitted, the conveying task of the goods to be conveyed will be started to convey it to the next conveying unit. When it reaches the next conveying unit, the conveying line of the previous conveying unit is controlled to stop running when there is no task or to prepare in advance when there is a task, so as to reduce energy consumption resources. Each conveying unit operates in this way until the goods to be conveyed are transmitted to the target conveying unit.

[0119] In this way, goods are transported between the conveying units based on the target transmission path, and goods can be automatically transported according to the target transmission path without receiving control instructions from other places, thereby reducing waiting time and realizing intelligent and efficient transportation of goods.

[0120] In some embodiments, the distributed transport control method further includes: obtaining the transport parameters corresponding to each of the transport units; inputting the transport parameters into a preset anomaly detection model for detection, and if an anomaly exists, adjusting the target transport path. Specifically, first, the transport parameters are collected from each transport unit in real time through sensors, instruments or other data acquisition devices, and the transport parameters are included in a preset anomaly detection model to detect whether there is an anomaly in the current transport operation. When the transport parameters exceed the corresponding threshold, it is considered an anomaly. At this time, it is necessary to adjust the target transport path according to the output result of the model, and transport the goods to be transported according to the adjusted path.

[0121] In some embodiments, the conveying parameters may include, but are not limited to, conveying speed, load weight, temperature, vibration level, and energy consumption.

[0122] It should be noted that the anomaly detection model is trained in advance based on historical transmission data, and its model training method is not the focus of this application, so it will not be expanded here.

[0123] In some embodiments, when a transport unit is abnormal, it will not affect other transport units, and other transport units can still transport goods according to the target transport path of each goods to be transported.

[0124] In this way, by performing abnormal detection on the conveying parameter information of each conveying unit, the operating status of each conveying unit can be accurately monitored, and abnormal situations can be identified and handled in a timely manner.

[0125] The embodiment of the present application can accurately obtain the topological information of each conveying unit and the cargo information corresponding to each cargo to be transported by obtaining the topological information corresponding to several conveying units and the cargo information corresponding to several cargoes to be transported, so as to facilitate the subsequent path planning based on the topological information and the cargo information; by inputting the topological information and the cargo information into the preset graph path planning algorithm, the first transportation cost of each cargo to be transported can be accurately determined, so as to facilitate the subsequent automatic planning of the initial transmission path of each cargo to be transported in each conveying unit, thereby improving the efficiency of cargo transportation; by adjusting the initial transmission path according to the cargo priority, the preliminary transmission path can be adjusted on the basis of considering the cargo priority, so as to ensure that high-priority cargo is processed and transmitted first, thereby improving the flexibility and response speed of cargo transportation, and being able to effectively meet the urgent needs of cargo under the large-scale and high-elastic cargo transportation needs; based on the target transmission path, cargo is transmitted between each conveying unit, and cargo transportation can be automatically carried out according to the target transmission path without receiving control instructions from other places, thereby reducing waiting time and realizing intelligent and efficient transportation of cargo. Compared with the prior art, the present application can meet the large-scale and high-elastic cargo transportation needs and improve the efficiency and intelligence level of cargo transportation.

[0126] Embodiment 2

[0127] Please refer to Fig. 9 , Fig. 9 It is a structural schematic diagram of an embodiment of a distributed transport control device provided by the present application, comprising: an acquisition module 100, a first planning module 200, a second planning module 300 and a transmission module 400;

[0128] The acquisition module 100 is used to acquire topology information corresponding to a plurality of transport units and cargo information corresponding to a plurality of cargoes to be transported, wherein the cargo information includes cargo priority;

[0129] The first planning module 200 is used to input the topology information and the cargo information into a preset graph path planning algorithm to determine a first transportation cost of each cargo to be transported, and determine an initial transmission path of each cargo to be transported between each transport unit based on the first transportation cost;

[0130] The second planning module 300 is used to adjust the initial transmission path according to the cargo priority to obtain a target transmission path between the transport units for each cargo to be transported;

[0131] The transmission module 400 is used to transmit goods between the conveying units based on the target transmission path.

[0132] The information interaction, execution process, etc. between the modules in the above-mentioned distributed conveying control device are based on the same concept as the embodiment of a distributed conveying control method in the first aspect of the present invention, and the technical effects achieved are basically the same. The specific contents can be found in the description of the first embodiment of the method of the present invention, and will not be repeated here.

[0133] Embodiment 3

[0134] Please refer to Fig.10 , Fig.10 It is a structural schematic diagram of an embodiment of a warehouse control system of the present application, including at least two multi-agent planning controllers, wherein any one of the multi-agent planning controllers includes at least two distributed conveying control devices.

[0135] In some embodiments, the multi-agent planning controller controls the distributed transportation control device in the area to perform path planning, and the multi-agent planning controllers can communicate with each other.

[0136] In some embodiments, asynchronous communication is used between the multi-agent planning controller and the distributed transportation control device, so no single point of failure occurs.

[0137] In some embodiments, the distributed transport control device is responsible for controlling the action logic execution of the transport unit and the mutual communication between individual transport units. It has multiple hardware communication interfaces, and embedded algorithms include transport action execution algorithm, dynamic path execution algorithm, self-developed wireless communication protocol and transport unit control algorithm. Through the collaborative work of these technologies, real-time dynamic planning of cargo routes and efficient and low-carbon transportation can be achieved.

[0138] The device embodiments described above are merely illustrative, wherein the modules described as separate components may or may not be physically separated, i.e., may be located in one place, or may be distributed to multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the method of this embodiment.

[0139] The present invention also provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, a distributed transportation control method as described in the above-mentioned embodiment 1 is implemented.

[0140] A person skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program, and the program can be stored in a computer-monitorable storage medium, and when the program is executed, it can include the processes of the embodiments of the above-mentioned methods. The storage medium can be a disk, an optical disk, a read-only memory (ROM) or a random access memory (RAM), etc.

[0141] The specific embodiments described above further illustrate the purpose, technical solutions and beneficial effects of the present application in detail. It should be understood that the above description is only a specific embodiment of the present application and is not intended to limit the scope of protection of the present application.

[0142] It is particularly pointed out that for those skilled in the art, any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of this application should be included in the protection scope of this application.

Claims

1. A distributed transportation control method, characterized in that: include: Acquire topology information corresponding to a plurality of transport units and cargo information corresponding to a plurality of cargoes to be transported, wherein the cargo information includes cargo priority; Input the topology information and the cargo information into a preset graph path planning algorithm to determine a first transportation cost of each cargo to be transported, and determine an initial transmission path of each cargo to be transported between each transport unit based on the first transportation cost; The initial transmission path is adjusted according to the cargo priority to obtain a target transmission path between the transport units for each cargo to be transported; Cargo is transferred between the transport units based on the target transfer path.

2. The distributed transportation control method according to claim 1, characterized in that: Before obtaining the topology information corresponding to the plurality of transport units, the following is also included: Acquire the position relationship and connection relationship of each of the transport units, and determine initial topology information based on the position relationship and the connection relationship; A simulation is performed based on the initial topology information to obtain a simulation result, and the initial topology information is adjusted based on the simulation result to obtain topology information corresponding to a plurality of transport units.

3. The distributed transportation control method according to claim 1, characterized in that: The topology information and the cargo information are input into a preset graph path planning algorithm to determine the first transportation cost of each cargo to be transported, specifically: Determine the starting conveying unit and the target conveying unit corresponding to each of the goods to be conveyed based on the goods information; Determine the first transport unit where each of the goods to be transported is located, and estimate a number of first time costs of transporting each of the goods to be transported from the first transport unit to the target transport unit according to the goods priority; Obtaining a second time cost for transporting each of the goods to be transported from the starting transport unit to the first transport unit; A first transportation cost of each of the to-be-transported goods from the first transport unit to the target transport unit is determined based on the first time cost and the second time cost.

4. The distributed transportation control method according to claim 3, characterized in that: The determining of the initial transmission path of each of the goods to be transported between the transport units based on the first transport cost is specifically: Determine that the transport unit corresponding to the minimum first transport cost is the second transport unit; If the second transport unit is not the target transport unit, obtaining a plurality of safety intervals for each of the goods to be transported to reach the second transport unit; If the safety intervals do not conflict with each other, several second transportation costs of transporting each of the goods to be transported from the second transportation unit to the target transportation unit are calculated, and a third transportation unit is determined based on the second transportation costs until the third transportation unit is the target transportation unit, and the initial transmission path is determined.

5. The distributed transportation control method according to claim 1, characterized in that: The initial transmission path is adjusted according to the cargo priority to obtain a target transmission path of each cargo to be transported between each transport unit, specifically: Determining whether there is a conflict among the initial transmission paths by using a conflict detection algorithm; If there is a conflict, the cargo priorities corresponding to the conflicting cargoes to be transported will be compared, and the initial transmission path with a higher cargo priority will be retained, while the initial transmission path with a lower cargo priority will be adjusted until there is no conflict among the initial transmission paths, thereby obtaining the target transmission path for each cargo to be transported between the transport units.

6. The distributed transportation control method according to claim 1, characterized in that: The cargo information also includes an identification code, and the cargo transmission between the transport units based on the target transmission path is specifically: Determine the task queue to be transmitted in each of the transmission units based on each of the target transmission paths; Identify the identification code of each of the goods to be transported, determine the transport priority of each of the goods to be transported in the task queue based on the identification code, and transmit the goods to be transported with the highest transport priority in the task queue.

7. The distributed transportation control method according to claim 1, characterized in that: Also includes: Acquire the conveying parameters corresponding to each of the conveying units; The transmission parameters are input into a preset anomaly detection model for detection, and if an anomaly exists, the target transmission path is adjusted.

8. A distributed conveying control device, characterized in that: include: An acquisition module, a first planning module, a second planning module and a transmission module; The acquisition module is used to acquire topology information corresponding to a plurality of transport units and cargo information corresponding to a plurality of cargoes to be transported, wherein the cargo information includes cargo priority; The first planning module is used to input the topology information and the cargo information into a preset graph path planning algorithm to determine a first transportation cost of each cargo to be transported, and determine an initial transmission path of each cargo to be transported between each transport unit based on the first transportation cost; The second planning module is used to adjust the initial transmission path according to the cargo priority to obtain a target transmission path between the transport units for each cargo to be transported; The transmission module is used to transmit goods between the conveying units based on the target transmission path.

9. A warehouse control system, characterized in that: It comprises at least two multi-agent planning controllers, wherein any one of the multi-agent planning controllers comprises at least two distributed transport control devices.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the distributed transportation control method according to any one of claims 1 to 7 is implemented.

Images