A layout optimization method for a four-way shuttle high-density automated warehouse

Abstract

This invention discloses a layout optimization method for a four-way shuttle high-density automated warehouse, comprising the following steps: determining the layout encoding method of the four-way shuttle high-density automated warehouse; initializing genetic algorithm parameters; generating an initial layout solution for the four-way shuttle high-density automated warehouse using heuristic rules based on the layout encoding method; calculating the fitness function of the initial layout solution and determining whether it is in a convergent state; if so, the initial layout solution is the optimal layout solution; if not, a cosine adaptive genetic layout optimization algorithm or a dynamic genetic layout optimization algorithm combined with simulated annealing mechanism is used to dynamically adjust the crossover rate and mutation rate, and selection, crossover, and mutation operations are performed on the initial layout solution until the optimal layout solution is obtained. This invention solves the problem that the current layout design of four-way shuttle high-density automated warehouses mainly relies on empirical judgment, resulting in low design efficiency of layout schemes.

Description

Technical Field

[0001] This invention relates to the field of four-way shuttle high-density automated warehouse layout technology, specifically a layout optimization method for four-way shuttle high-density automated warehouses. Background Technology

[0002] Four-way shuttle high-density automated storage and retrieval systems (AS / RS) are highly integrated automated storage systems characterized by densely arranged storage units, multi-layer racking structures, and the ability for four-way shuttles to move freely within the warehouse, enabling efficient goods storage and retrieval operations. However, current layout design for AS / RS relies heavily on experience-based judgment, lacking scientific and systematic optimization methods. This results in lengthy design cycles and low efficiency. Existing layout optimization methods mostly generate initial solutions based on binary, integer, or permutation encoding. While these methods can meet basic requirements to some extent, they fail to adequately consider the coordinated optimization of key layout elements such as main aisle blocks, sub-main aisle blocks, elevator aisle blocks, inbound driveways, and outbound driveways. This often leads to insufficient throughput in certain areas, creating logistical bottlenecks and ultimately impacting the overall operational efficiency of the warehouse. Summary of the Invention

[0003] To address the aforementioned shortcomings, this invention proposes a layout optimization method for a four-way shuttle high-density automated warehouse. The aim is to solve the problems that the current layout design of four-way shuttle high-density automated warehouses mainly relies on experience-based judgment, resulting in low efficiency in layout design. Furthermore, most existing layout optimization methods generate initial layout solutions based on binary encoding and other methods, failing to fully consider the collaborative optimization of key layout elements in the warehouse, leading to insufficient throughput capacity in certain areas and forming logistics bottlenecks.

[0004] To achieve this objective, the present invention adopts the following technical solution:

[0005] A layout optimization method for a four-way shuttle high-density automated warehouse includes the following steps: Step S1: Determine the layout coding method of the four-way shuttle high-density automated warehouse, wherein the layout coding method is based on a hierarchical spatial block set, the spatial block set including defect blocks, main road blocks, sub-main road blocks, elevator main road blocks, inbound lane blocks, outbound lane blocks, and pallet blocks; Step S2: Initialize the genetic algorithm parameters, wherein the genetic algorithm parameters include crossover rate and mutation rate; Step S3: Based on the layout coding method of the four-way shuttle high-density automated warehouse, generate an initial layout solution for the four-way shuttle high-density automated warehouse using heuristic rules; Step S4: Calculate the fitness function of the initial layout solution of the four-way shuttle high-density automated warehouse; Step S5: Determine whether the fitness function of the initial layout solution of the four-way shuttle high-density automated warehouse is in a convergent state. If yes, the initial layout solution of the four-way shuttle high-density automated warehouse is the optimal layout solution of the four-way shuttle high-density automated warehouse; if not, proceed to step S6; Step S6: Use the cosine adaptive genetic layout optimization algorithm or the dynamic genetic layout optimization algorithm combined with simulated annealing mechanism to dynamically adjust the crossover rate and mutation rate, and perform selection, crossover and mutation operations on the initial layout solution of the four-way shuttle high-density automated warehouse until the optimal layout solution of the four-way shuttle high-density automated warehouse is obtained.

[0006] Preferably, step S3 specifically includes the following sub-steps: Step S31: Determine the defect block set; Step S32: Generate a main road block set based on the defect block set; Step S33: Generate a sub-main road block set, a hoist main road block set, an inbound lane block set, and an outbound lane block set sequentially based on the main road block set; Step S34: Generate a pallet block set based on the main road block set, sub-main road block set, hoist main road block set, inbound lane block set, and outbound lane block set; Step S35: Determine whether the number of pallet blocks is greater than the preset pallet storage value. If not, generate an initial layout solution for the four-way shuttle high-density automated warehouse based on the main road block set, sub-main road block set, hoist main road block set, inbound lane block set, outbound lane block set, and pallet block set; if yes, then... Execute steps S36-S39; Step S36: Generate a new set of main road blocks based on the defect block set and the main road block set; Step S37: Generate a new set of sub-main road blocks based on the new set of main road blocks, the defect block set, and the pallet block set; Step S38: Generate a new set of pallet blocks based on the new set of main road blocks, the new set of sub-main road blocks, the hoist main road block set, the inbound lane block set, and the outbound lane block set; Step S39: Determine whether the new set of pallet blocks is greater than the preset pallet storage value. If not, generate an initial layout solution for the four-way shuttle high-density automated warehouse based on the new set of main road blocks, the new set of sub-main road blocks, the hoist main road block set, the inbound lane block set, the outbound lane block set, and the new set of pallet blocks; otherwise, continue executing steps S36-S39.

[0007] Preferably, step S32 specifically includes the following sub-steps: Step S321: Sort all defective blocks in the defective block set and traverse them one by one; during the traversal, determine whether the x-coordinate of the starting point of the current defective block is greater than the x-coordinate of the ending point of the previous defective block. If so, randomly insert a main road block between two adjacent defective blocks; otherwise, do not perform the main road block insertion operation; Step S322: Calculate the main road block density MRDR of the current layout. The specific calculation formula is as follows:

[0008]

[0009] Where, N n This represents the number of existing trunk blocks between the nth defective block and the (n+1)th defective block. The x-coordinate represents the starting point of the nth defect block. The x-coordinate represents the endpoint of the (n+1)th defect block. This represents the width of the nth defect block.

[0010] Preferably, in step S33, the generation of the sub-carrier block set specifically includes the following sub-steps: sorting all the main carrier blocks in the main carrier block set and traversing them one by one; during the traversal, sorting the defective blocks between each pair of adjacent main carrier blocks and traversing them one by one; during the traversal, determining whether the longitudinal distance between two adjacent defective blocks is greater than the width of the sub-carrier block in the longitudinal direction; if not, then no sub-carrier block insertion operation is performed; if so, then calculating the total number of sub-carrier blocks that need to be inserted between the current two main carrier blocks, and calculating the sub-carrier block density SRDR between the current two main carrier blocks accordingly, and randomly inserting sub-carrier blocks in the region with the highest sub-carrier block density;

[0011] The generation of the hoist trunk block set specifically includes the following sub-steps: sort all the trunk blocks in the trunk block set and traverse them one by one. During the traversal, for each pair of adjacent trunk blocks, calculate the coordinates of the end point of the current trunk block and the coordinates of the start point of the next trunk block, and determine whether there is a hoist between the two trunk blocks. If not, calculate the end point coordinates of the first trunk block in the next pair of adjacent trunk blocks and the start point coordinates of the second trunk block. If there is, obtain the coordinates of the hoist and generate the hoist trunk block based on the coordinates of the hoist.

[0012] The generation of the inbound lane block set includes the following sub-steps: calculating the required number of inbound lane blocks and determining the warehouse starting boundary, sorting all the main lane blocks in the main lane block set, obtaining the starting coordinates of the first main lane block in the sorted main lane block set, and generating inbound lane blocks between the warehouse starting boundary and the first main lane block according to the required number of inbound lane blocks.

[0013] The generation of the outbound lane block set includes the following sub-steps: calculating the required number of outbound lane blocks and determining the warehouse termination boundary, sorting all the main lane blocks in the main lane block set, obtaining the endpoint coordinates of the last main lane block in the sorted main lane block set, and generating outbound lane blocks between the warehouse termination boundary and the last main lane block according to the required number of outbound lane blocks.

[0014] Preferably, step S34 specifically includes the following sub-steps: Step S341: Traverse the types of pallets that need to be stored; Step S342: Construct a planar coordinate system with the lower left corner of the warehouse as the origin O, the horizontal direction to the right as the positive X-axis, and the vertical direction upward as the positive Y-axis. Using the planar coordinate system as a reference system, arrange the pallets that need to be stored in the order of filling them from left to right and then filling them from top to bottom. During the arrangement process, determine whether the pallets that need to be stored overlap with the main road block, sub-main road block, elevator main road block, inbound lane block, and outbound lane block. If not, generate a pallet block; if so, do not generate a pallet block.

[0015] Preferably, step S36 specifically includes the following sub-steps: Step S361: Determine the set of defective blocks and the density of the main road blocks in the initial layout; Step S362: Sort the density of the main road blocks in the initial layout in ascending order, and traverse the region corresponding to the density of the main road blocks in the initial layout; During the traversal, the defective blocks in the region are sorted and traversed one by one. During the traversal, for two adjacent defective blocks, it is determined whether the value of the starting horizontal coordinate of the current defective block minus the ending horizontal coordinate of the previous defective block is less than the width of the main road block. If so, the two defective blocks are filtered out; otherwise, the width is calculated. Calculate the number of main road blocks already inserted in the area between the two defective blocks, and determine whether the initial layout density of the main road blocks in this area is the lowest. If not, insert the existing number of main road blocks in this area. If yes, determine whether the area needs to add more main road blocks. If yes, add one more main road block in this area based on the existing number of main road blocks. If not, determine whether this area is the last area to be traversed. If yes, insert the existing number of main road blocks in this area. If not, continue traversing the next area to be traversed. Step S363: Calculate the main road block density of the new set of main road blocks.

[0016] Preferably, step S37 specifically includes the following sub-steps: Step S371: Generate a set of sub-trunk blocks for the current layout among the new trunk blocks according to the method of initially generating sub-trunk blocks; Step S372: Calculate the sub-trunk block density of the current layout set of sub-trunk blocks; Step S373: Filter out the set of sub-trunk blocks with the highest sub-trunk block density to obtain the filtered set of sub-trunk blocks; Step S378: Sort the sub-trunk block densities of the current layout set of sub-trunk blocks and traverse the regions corresponding to the sub-trunk block densities of the current layout set of sub-trunk blocks; during the traversal, determine whether there are defective blocks in the regions corresponding to the sub-trunk block densities of the current layout set of sub-trunk blocks. If so, return the generated set of sub-trunk blocks for the current layout; if not, traverse the sub-trunk blocks in the region corresponding to the highest sub-trunk block density and traverse the current... During the traversal of sub-trunk blocks within the sub-trunk block density region, it is determined whether the Y-axis of the sub-trunk blocks within the region corresponding to the highest sub-trunk block density is consistent with the Y-axis of the sub-trunk blocks within the current sub-trunk block density region. If so, the traversal of the sub-trunk blocks within the region corresponding to the highest sub-trunk block density continues. If not, a sub-trunk block with the same Y-axis as the sub-trunk block within the region corresponding to the sub-trunk block density of the current layout sub-trunk block set is inserted. It is then determined whether the current pallet quantity is greater than the preset pallet storage value. If not, the insertion of sub-trunk blocks continues until the number of sub-trunk blocks between the newly added trunk block and the next trunk block is equal to the number of the sub-trunk block set with the highest density in the current layout. If so, the inserted sub-trunk blocks from the last case where the current pallet quantity is less than the preset pallet storage value are retained.

[0017] Preferably, in step S4, the fitness function of the initial solution for the layout of the four-way shuttle high-density automated warehouse is specifically calculated using the following formula:

[0018] F = max(αF1 + βF2);

[0019]

[0020] Where F represents the fitness function; F1 represents the comprehensive value of multiple evaluation indicators; F2 represents the single four-way vehicle entry and exit efficiency value; α represents the weighting coefficient of the comprehensive value of multiple evaluation indicators; β represents the weighting coefficient of the single four-way vehicle entry and exit efficiency value; U i Indicates area utilization rate; A i Indicates pallet accessibility; T i Indicates path smoothness; R i Indicates the service rate of the sub-road; ω U The weighting coefficient representing area utilization rate; ω A The weighting coefficient representing the accessibility of the pallet; ω T The weighting coefficient representing path smoothness; ωR The weighting coefficient represents the service rate of the sub-road; L represents the current warehouse level. E represents the loss factor; vehicle This indicates the efficiency of a single four-way vehicle entering and exiting the warehouse;

[0021] The area utilization rate U i The specific calculation steps are as follows:

[0022] Step S41: Calculate the total area A of all spatial blocks. occupy,i The specific calculation formula is as follows:

[0023]

[0024] Among them, A main,i A represents the sum of the areas of all main road blocks on the i-th layer; sub,i A represents the sum of the areas of all sub-road blocks in the i-th layer; eva,i A represents the sum of the areas of all hoist main road blocks on the i-th floor; pallet,i A represents the sum of the areas of all pallet blocks in the i-th layer; defect,i A represents the sum of the areas of all defective blocks in the i-th layer; in,i A represents the sum of the areas of all entry lane blocks on the i-th level; out,i M represents the sum of the areas of all exit lane blocks on the i-th level; i,j M represents the j-th main road block in the i-th layer; layer,i Represents the set of main road blocks in the i-th layer; This represents the width of the j-th main road block in the i-th layer; S represents the height of the j-th main road block in the i-th layer; i,k S represents the k-th sub-trunk block of the i-th layer; layer,i Represents the set of sub-main road blocks in the i-th layer; This represents the width of the k-th sub-road block in the i-th layer; E represents the height of the k-th sub-block in the i-th layer; i,l E represents the main block of the l-th hoist on the i-th floor; layer,i Represents the set of main road blocks for the i-th level hoist; This represents the width of the l-th hoist block in the i-th layer; P represents the height of the l-th hoist block on the i-th floor; i,m P represents the m-th tray block in the i-th layer; layer,i Represents the set of tray blocks in the i-th layer; This represents the width of the m-th pallet block in the i-th layer; D represents the height of the m-th pallet block in the i-th layer; i,n D represents the nth defect block in the i-th layer; layer,i Represents the set of defect blocks in the i-th layer; This represents the width of the nth defect block in the i-th layer; In represents the height of the nth defective block in the i-th layer; i,o In represents the o-th entry lane block in the i-th layer; layer,i Represents the set of lane blocks for the i-th layer of the parking garage; This represents the width of the o-th entry lane block in the i-th layer; This represents the height of the o-th entry lane block in the i-th layer; O i,p This represents the p-th exit lane block in the i-th layer; O layer,i Represents the set of lane blocks for the i-th layer of the outbound lanes; This represents the width of the p-th exit lane block in the i-th layer; This represents the height of the p-th exit lane block in the i-th layer;

[0025] Step S42: Calculate the total area A of the current layer boundary. border,i The specific calculation formula is as follows:

[0026] A border,i =h border,i ·w border,i ;

[0027] Among them, h border,i w represents the range of boundary height values ​​for the i-th level warehouse. border,i This represents the range of boundary width values ​​for the i-th layer of the warehouse;

[0028] Step S43: Based on the total area A of all space blocks occupy,i and the total area A of the current layer boundary border,i Calculate the area utilization rate U i The specific calculation formula is as follows:

[0029]

[0030] The pallet accessibility A i The specific calculation steps are as follows:

[0031] Step S44: For the set M of the i-th layer main road blocks layer,i According to the x-coordinate of the starting point of the j-th main road block in the i-th layer Sort in ascending order, and for each pair of adjacent main road blocks, define the interval as follows:

[0032] Step S45: For each pair of adjacent main road blocks, select the corresponding defect block set D. betweeen (M i,j M i,j+1 The specific mathematical expression is as follows:

[0033]

[0034] in, Represents the x-coordinate of the starting point of the nth defect block in the i-th layer;

[0035] Step S46: For each defective block D i,n Select the set of pallets P that meet the conditions. within (M i,j M i,j+1 D i,n The specific mathematical expression is as follows:

[0036]

[0037] in, The ordinate represents the starting point of the nth defect block in the i-th layer; Represents the ordinate of the starting point of the m-th pallet block in the i-th layer; Represents the x-coordinate of the starting point of the m-th pallet block in the i-th layer;

[0038] Step S47: Accumulate the number P of trays in the row containing the defect area between all main roads in the i-th layer. allDefect And calculate the total number T of trays on the i-th layer. pallet,i and P allDefect and T pallet,i The ratio is normalized to obtain the tray reachability A of the current layer. i Pallet accessibility A i The specific calculation formula is as follows:

[0039]

[0040]

[0041] Among them, t i Let n represent the number of tray types in the i-th layer. i,k This represents the number of trays of type k in the i-th layer;

[0042] The path smoothness T i The specific calculation steps are as follows:

[0043] Step S48: Calculate the theoretical minimum number of inflection points I based on the difference in the number of sub-carrier blocks between main road blocks. min The specific calculation formula is as follows:

[0044]

[0045] Among them, S(M i,j M i,j+1 ) represents the number of sub-main road blocks between the j-th and j+1-th main road blocks in the i-th layer layout; n” represents the total number of main road blocks in the i-th layer layout;

[0046] Step S49: Calculate the actual number of turning points I based on the actual location and connection status of the current layout sub-carriage blocks. actual The specific calculation formula is as follows:

[0047]

[0048] Where, N sub,i This represents the total number of sub-architecture blocks in the i-th layer layout; Represents the ordinate of the starting point of the k-th sub-road block in the i-th layer; Let δ(i,j) represent the x-coordinate of the starting point of the (k+1)th sub-road block in the i-th layer; δ(i,j) represents a binary function.

[0049] Step S410: Based on the theoretical minimum number of inflection points I min And the actual inflection point number I actual Calculate the path smoothness T i The specific calculation formula is as follows:

[0050]

[0051] The sub-road service rate R i The specific calculation steps are as follows:

[0052] Step S411: Calculate the number S(M) of sub-carrier blocks between the j-th and j+1-th main road blocks in the i-th layer layout. i,j M i,j+1 The specific calculation formula is as follows:

[0053]

[0054] in, Represents the x-coordinate of the starting point of the k-th sub-road block in the i-th layer;

[0055] And calculate the total number T of trays on the i-th layer. pallet,i ;

[0056] Step S412: Calculate the number of pallets between the k-th sub-block of the i-th layer and the previous sub-block or boundary. The specific calculation formula is as follows:

[0057]

[0058] Among them, y border,i h represents the ordinate of the boundary point of the i-th level warehouse; border,i This represents the range of boundary height values ​​for the i-th layer of the warehouse; Indicates an indicator function, The specific mathematical expression is as follows:

[0059]

[0060] Step S413: Calculate the number of pallets between the k-th sub-carrier block in the i-th layer and the next sub-carrier block or boundary. The specific calculation formula is as follows:

[0061]

[0062] Step S414: According to and T pallet,i Calculate the service rate R of the sub-artery i The specific calculation formula is as follows:

[0063]

[0064] The single four-way vehicle entry and exit efficiency E vehicle The specific calculation steps are as follows:

[0065] Step S415: Calculate the single four-way vehicle entry efficiency E in The specific calculation formula is as follows:

[0066]

[0067]

[0068] Where L represents the current warehouse level; T pallet,i T represents the total number of trays on the i-th layer; in N represents the average total time taken for the four-way vehicle to traverse all inbound points to all warehouse locations; in Indicates the number of entry points; This represents the number of path segments from the k-th entry point to the j-th storage location on the i-th floor; This represents the number of path segments from the k-th inbound point to the j-th storage location on the i-th floor; t l This represents the travel time of the four-way vehicle on the l-th path. This indicates the total time taken for a four-way vehicle to complete a single parking maneuver, including turning. top This represents the total time (t) for the four-way vehicle to perform a single task of picking up and placing a pallet; eva This represents the travel time of the hoist from the (i-1)th floor to the ith floor; v max d represents the maximum operating speed of the four-way vehicle; 'a' represents the acceleration of the four-way vehicle during operation; d represents the acceleration of the four-way vehicle during operation. l Represents two path points (x j ,y j ) and (x j+1 ,y j+1 The Euclidean distance between T and T turn This indicates the time required for a four-way vehicle to make each turn; T represents the number of path segments from the k-th inbound point to the j-th storage location on the i-th floor; top Indicates the time required for placing the four-way roof or pallet; This indicates the maximum speed at which the hoist operates; a eva d represents the acceleration of the hoist during operation; i-1,i This represents the distance between the (i-1)th layer and the ith layer;

[0069] Step S416: Calculate the single four-way vehicle outbound efficiency E out The specific calculation formula is as follows:

[0070]

[0071] Among them, T out N represents the total time taken for the four-way vehicle to traverse all outbound points to all warehouse locations; out Indicates the number of outbound points; This represents the path travel time of a four-way vehicle from the 0th exit point to the jth storage location on the ith level; This represents the number of path segments from the 0th outbound point to the jth storage location on the ith level; This indicates the total time taken for a four-way vehicle to complete a single outbound task and make turns. This represents the number of path segments from the 0th outbound point to the jth storage location on the ith level;

[0072] Step S417: Based on the single four-way vehicle entry efficiency E in Efficiency of single four-way vehicle outbound out Calculate the efficiency E of a single four-way vehicle entry and exit from the warehouse. vehicle The specific calculation formula is as follows:

[0073] E vehicle =max(E in +E out ).

[0074] Preferably, in step S6, when the cosine adaptive genetic layout optimization algorithm is used to dynamically adjust the crossover rate and mutation rate, the calculation formulas for the crossover rate and mutation rate are as follows:

[0075]

[0076] Among them, P c P represents the crossover rate under the cosine adaptive genetic layout optimization algorithm; c0 ΔP represents the initial value of the crossover rate. c f represents the magnitude of the change in crossover rate. 1,2 f represents the average fitness of parent individuals 1 and 2. avg f min and f maxThese represent the mean, minimum, and maximum fitness of the population, respectively.

[0077]

[0078] Among them, P m P represents the mutation rate under the cosine adaptive genetic layout optimization algorithm; m0 ΔP represents the initial value of the mutation rate. m The value represents the magnitude of the change in the mutation rate, and f represents the fitness of the parent individual. avg f min and f max These represent the mean, minimum, and maximum fitness of the population, respectively.

[0079] When using a dynamic genetic layout optimization algorithm that incorporates simulated annealing to dynamically adjust the crossover and mutation rates, the formulas for calculating the crossover and mutation rates are as follows:

[0080]

[0081] T(b) = T0·δ b ;

[0082] Among them, P c (b) represents the crossover rate under the dynamic genetic layout optimization algorithm combined with simulated annealing; P m (b) represents the mutation rate under the dynamic genetic layout optimization algorithm combined with simulated annealing mechanism; T(b) represents the temperature function that changes with the number of iterations; T0 represents the initial temperature; δ represents the cooling coefficient, and 0 < δ < 1; b represents the current iteration number.

[0083] Preferably, in step S6, the initial layout solution of the four-way shuttle high-density automated warehouse is subjected to cross-operation, specifically including the following sub-steps: Step S61: Randomly select some main road blocks from the first parent generation and the second parent generation respectively, and retain them in the corresponding positions in the first child generation; Step S62: Fill the corresponding positions in the second child generation with the main road blocks that were not selected in the first parent generation in sequence, and fill the corresponding positions in the first child generation with the main road blocks that were not selected in the second parent generation in sequence, so as to obtain the main road block layout after cross-reorganization; Step S63: Based on the main road block layout after cross-reorganization, regenerate the sub-main road blocks, elevator main road blocks, inbound lane blocks, outbound lane blocks, pallet blocks and defect blocks;

[0084] The initial layout solution of the four-way shuttle high-density automated warehouse is mutated, specifically including the following sub-steps: Step S64: Randomly select a main road block and calculate the distance between the selected main road block and the nearest defective block. Define the minimum base number and minimum pallet unit according to the material receiving and dispatching requirements; Step S65: Determine whether the distance between the selected main road block and the nearest defective block is greater than or equal to the minimum base number. If yes, move the main road block one minimum base number in the feasible direction. If no, determine whether the distance between the selected main road block and the nearest defective block is greater than or equal to the minimum pallet unit. If yes, move the main road block one minimum pallet unit in the feasible direction. If no, abandon the movement to obtain the mutated main road block layout; Step S66: Based on the mutated main road block layout, regenerate sub-main road blocks, elevator main road blocks, inbound lane blocks, outbound lane blocks, pallet blocks, and defective blocks.

[0085] The technical solutions provided in this application embodiment may include the following beneficial effects:

[0086] This solution employs a layout coding method based on hierarchical spatial block sets, combined with heuristic rules to generate initial layout solutions for a four-way shuttle high-density automated warehouse. A genetic algorithm is then introduced, utilizing either a cosine adaptive genetic layout optimization algorithm or a dynamic genetic layout optimization algorithm combined with simulated annealing to iteratively optimize the initial layout solution and find the optimal layout for the four-way shuttle high-density automated warehouse. Compared to traditional layout design methods that rely on experience-based judgment, this solution rapidly generates high-quality initial layout solutions through heuristic rules, significantly reducing design time and improving efficiency. Furthermore, the hierarchical spatial block set-based layout coding method fully considers the collaborative optimization of key layout elements such as main road blocks, sub-road blocks, elevator road blocks, inbound lane blocks, and outbound lane blocks, effectively avoiding logistics bottlenecks that may occur in traditional methods and thus improving the overall operational efficiency of the warehouse. Attached Figure Description

[0087] Figure 1 This is a flowchart illustrating the steps involved in optimizing the layout of a four-way shuttle high-density automated warehouse. Detailed Implementation

[0088] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0089] A layout optimization method for a four-way shuttle high-density automated warehouse includes the following steps: Step S1: Determine the layout coding method of the four-way shuttle high-density automated warehouse, wherein the layout coding method is based on a hierarchical spatial block set, the spatial block set including defect blocks, main road blocks, sub-main road blocks, elevator main road blocks, inbound lane blocks, outbound lane blocks, and pallet blocks; Step S2: Initialize the genetic algorithm parameters, wherein the genetic algorithm parameters include crossover rate and mutation rate; Step S3: Based on the layout coding method of the four-way shuttle high-density automated warehouse, generate an initial layout solution for the four-way shuttle high-density automated warehouse using heuristic rules; Step S4: Calculate the fitness function of the initial layout solution of the four-way shuttle high-density automated warehouse; Step S5: Determine whether the fitness function of the initial layout solution of the four-way shuttle high-density automated warehouse is in a convergent state. If yes, the initial layout solution of the four-way shuttle high-density automated warehouse is the optimal layout solution of the four-way shuttle high-density automated warehouse; if not, proceed to step S6; Step S6: Use the cosine adaptive genetic layout optimization algorithm or the dynamic genetic layout optimization algorithm combined with simulated annealing mechanism to dynamically adjust the crossover rate and mutation rate, and perform selection, crossover and mutation operations on the initial layout solution of the four-way shuttle high-density automated warehouse until the optimal layout solution of the four-way shuttle high-density automated warehouse is obtained.

[0090] This solution presents a layout optimization method for a four-way shuttle-type high-density automated warehouse, such as... Figure 1As shown, the first step is to determine the layout coding method for the four-way shuttle high-density automated warehouse. This layout coding method is based on a hierarchical spatial block set. The spatial block set includes defect blocks, main road blocks, sub-main road blocks, elevator main road blocks, inbound driveway blocks, outbound driveway blocks, and pallet blocks. In this embodiment, the layout coding method for the four-way shuttle high-density automated warehouse is based on a hierarchical spatial block set. Specifically, this method uses layered coding based on the type and location information of the spatial blocks. The location information of the spatial blocks includes the sequence number, the starting horizontal coordinate, the starting vertical coordinate, the width value (X direction), the height value (Y direction), and the layer where the current element is located. This hierarchical spatial block set-based layout coding method not only directly maps the geometric position and topological relationship of warehouse layout elements but also introduces a vertical dimension, greatly enriching the hierarchy and depth of the search space, thus effectively adapting to complex multi-layered and multi-dimensional warehouse environments. The second step is to initialize the genetic algorithm parameters, including the crossover rate and mutation rate. In this embodiment, the global search capability of the genetic algorithm can effectively search for the optimal layout solution of the four-way shuttle high-density automated warehouse. Since the setting of genetic algorithm parameters such as the crossover rate and mutation rate directly affects the convergence speed of the genetic algorithm, initializing the genetic algorithm parameters can accelerate the convergence of the algorithm, enabling the algorithm to find a better solution in a shorter time. The third step is to generate an initial layout solution for the four-way shuttle high-density automated warehouse using heuristic rules based on the layout coding method of the warehouse. In this embodiment, the heuristic rules are based on the actual layout requirements and optimization objectives of the warehouse, which can generate a high-quality initial solution, laying a good foundation for the subsequent optimization process, reducing the number of iterations, and improving optimization efficiency. The fourth step is to calculate the fitness function of the initial solution for the layout of the four-way shuttle high-density automated warehouse. In this embodiment, the fitness function consists of two parts: a comprehensive value of multiple evaluation indicators and a single four-way vehicle entry / exit efficiency value. The comprehensive value of multiple evaluation indicators considers several evaluation indicators, including area utilization, pallet accessibility, path smoothness, and sub-road service rate. Calculating the fitness function of the initial solution for the layout of the four-way shuttle high-density automated warehouse helps to evaluate the quality of the layout and thus optimize the layout design of the four-way shuttle high-density automated warehouse.The fifth step is to determine whether the fitness function of the initial layout solution of the four-way shuttle high-density automated warehouse is in a convergent state. If so, the initial layout solution of the four-way shuttle high-density automated warehouse is the optimal layout solution; otherwise, step S6 is executed. In this embodiment, by judging the convergence of the fitness function of the initial layout solution of the four-way shuttle high-density automated warehouse, invalid iterations can be terminated in time, avoiding the genetic algorithm from continuously searching in the region close to the optimal layout solution of the four-way shuttle high-density automated warehouse, thereby reducing the consumption of computational resources. The sixth step is to use a cosine adaptive genetic layout optimization algorithm or a dynamic genetic layout optimization algorithm combined with simulated annealing mechanism to dynamically adjust the crossover rate and mutation rate, and to perform selection, crossover, and mutation operations on the initial layout solution of the four-way shuttle high-density automated warehouse until the optimal layout solution of the four-way shuttle high-density automated warehouse is obtained. In this embodiment, the cosine adaptive genetic layout optimization algorithm dynamically adjusts the crossover rate and mutation rate through the smoothness of the cosine function to balance global search and local development capabilities. The dynamic genetic layout optimization algorithm, combined with simulated annealing, dynamically adjusts the crossover and mutation rates by introducing a temperature decay strategy and a suboptimal solution acceptance mechanism, thereby achieving more efficient global exploration and local development during the optimization process. By selecting, crossing over, and mutating the initial layout solution of a four-way shuttle high-density automated warehouse, an iterative layout solution system with self-optimization capabilities can be effectively constructed.

[0091] This solution employs a layout coding method based on hierarchical spatial block sets, combined with heuristic rules to generate initial layout solutions for a four-way shuttle high-density automated warehouse. A genetic algorithm is then introduced, utilizing either a cosine adaptive genetic layout optimization algorithm or a dynamic genetic layout optimization algorithm combined with simulated annealing to iteratively optimize the initial layout solution and find the optimal layout for the four-way shuttle high-density automated warehouse. Compared to traditional layout design methods that rely on experience-based judgment, this solution rapidly generates high-quality initial layout solutions through heuristic rules, significantly reducing design time and improving efficiency. Furthermore, the hierarchical spatial block set-based layout coding method fully considers the collaborative optimization of key layout elements such as main road blocks, sub-road blocks, elevator road blocks, inbound lane blocks, and outbound lane blocks, effectively avoiding logistics bottlenecks that may occur in traditional methods and thus improving the overall operational efficiency of the warehouse.

[0092] Preferably, step S3 specifically includes the following sub-steps: Step S31: Determine the defect block set; Step S32: Generate a main road block set based on the defect block set; Step S33: Generate a sub-main road block set, a hoist main road block set, an inbound lane block set, and an outbound lane block set sequentially based on the main road block set; Step S34: Generate a pallet block set based on the main road block set, sub-main road block set, hoist main road block set, inbound lane block set, and outbound lane block set; Step S35: Determine whether the number of pallet blocks is greater than the preset pallet storage value. If not, generate an initial layout solution for the four-way shuttle high-density automated warehouse based on the main road block set, sub-main road block set, hoist main road block set, inbound lane block set, outbound lane block set, and pallet block set; if yes, then... Execute steps S36-S39; Step S36: Generate a new set of main road blocks based on the defect block set and the main road block set; Step S37: Generate a new set of sub-main road blocks based on the new set of main road blocks, the defect block set, and the pallet block set; Step S38: Generate a new set of pallet blocks based on the new set of main road blocks, the new set of sub-main road blocks, the hoist main road block set, the inbound lane block set, and the outbound lane block set; Step S39: Determine whether the new set of pallet blocks is greater than the preset pallet storage value. If not, generate an initial layout solution for the four-way shuttle high-density automated warehouse based on the new set of main road blocks, the new set of sub-main road blocks, the hoist main road block set, the inbound lane block set, the outbound lane block set, and the new set of pallet blocks; otherwise, continue executing steps S36-S39.

[0093] In this embodiment, the preset pallet storage value in step S35 is 3500. Due to the hierarchical nature of the four-way shuttle high-density automated warehouse layout, in the actual implementation of the layout scheme, it is often required that the layout of the main roads on each floor be consistent in space, that is, the projection of the main roads on other floors must completely overlap with the first floor. To achieve this goal, firstly, all defective blocks in each floor of the warehouse space are projected onto the first floor to form a unified set of defective blocks. Subsequently, the main road block set, sub-main road block set, elevator main road block set, inbound lane block set, outbound lane block set, and pallet block set are generated sequentially, thereby forming the initial solution for the layout of the four-way shuttle high-density automated warehouse.

[0094] Preferably, step S32 specifically includes the following sub-steps: Step S321: Sort all defective blocks in the defective block set and traverse them one by one; during the traversal, determine whether the x-coordinate of the starting point of the current defective block is greater than the x-coordinate of the ending point of the previous defective block. If so, randomly insert a main road block between two adjacent defective blocks; otherwise, do not perform the main road block insertion operation; Step S322: Calculate the main road block density MRDR of the current layout. The specific calculation formula is as follows:

[0095]

[0096] Where, N n This represents the number of existing trunk blocks between the nth defective block and the (n+1)th defective block. The x-coordinate represents the starting point of the nth defect block. The x-coordinate represents the endpoint of the (n+1)th defect block. This represents the width of the nth defect block.

[0097] In this embodiment, all defective blocks in the defective block set are sorted and traversed one by one. When the x-coordinate of the starting point of the current defective block is greater than the x-coordinate of the ending point of the previous defective block, a main road must be randomly inserted between the two defective blocks. Otherwise, the storage locations in the common row between the two defective blocks will not be accessible by the four-way shuttle, resulting in an unreasonable warehouse design. Furthermore, the inserted main road should run through the entire automated warehouse layout and must not overlap with any defective blocks. During the random generation of main roads, the rationality of the inserted main roads needs to be ensured according to predefined material receiving and dispatching requirements. The material receiving and dispatching methods of the four-way shuttle high-density automated warehouse mainly include batch receiving and dispatching, base quantity receiving and dispatching, picking receiving and dispatching, and set receiving and dispatching.

[0098] Calculating the density of the main road blocks in the current layout can provide a reference for the subsequent addition of main roads. The main road density ratio is the ratio of the number of existing main roads between two defective blocks to the distance difference between them, and is used to measure the rationality of adding a new main road between two defective blocks.

[0099] Preferably, in step S33, the generation of the sub-carrier block set specifically includes the following sub-steps: sorting all the main carrier blocks in the main carrier block set and traversing them one by one; during the traversal, sorting the defective blocks between each pair of adjacent main carrier blocks and traversing them one by one; during the traversal, determining whether the longitudinal distance between two adjacent defective blocks is greater than the width of the sub-carrier block in the longitudinal direction; if not, then no sub-carrier block insertion operation is performed; if so, then calculating the total number of sub-carrier blocks that need to be inserted between the current two main carrier blocks, and calculating the sub-carrier block density SRDR between the current two main carrier blocks accordingly, and randomly inserting sub-carrier blocks in the region with the highest sub-carrier block density;

[0100] The generation of the hoist trunk block set specifically includes the following sub-steps: sort all the trunk blocks in the trunk block set and traverse them one by one. During the traversal, for each pair of adjacent trunk blocks, calculate the coordinates of the end point of the current trunk block and the coordinates of the start point of the next trunk block, and determine whether there is a hoist between the two trunk blocks. If not, calculate the end point coordinates of the first trunk block in the next pair of adjacent trunk blocks and the start point coordinates of the second trunk block. If there is, obtain the coordinates of the hoist and generate the hoist trunk block based on the coordinates of the hoist.

[0101] The generation of the inbound lane block set includes the following sub-steps: calculating the required number of inbound lane blocks and determining the warehouse starting boundary, sorting all the main lane blocks in the main lane block set, obtaining the starting coordinates of the first main lane block in the sorted main lane block set, and generating inbound lane blocks between the warehouse starting boundary and the first main lane block according to the required number of inbound lane blocks.

[0102] The generation of the outbound lane block set includes the following sub-steps: calculating the required number of outbound lane blocks and determining the warehouse termination boundary, sorting all the main lane blocks in the main lane block set, obtaining the endpoint coordinates of the last main lane block in the sorted main lane block set, and generating outbound lane blocks between the warehouse termination boundary and the last main lane block according to the required number of outbound lane blocks.

[0103] In this embodiment, during the generation of sub-trunk blocks, sub-trunk blocks need to be inserted between two main trunk blocks to ensure that each sub-trunk block is connected to the preceding and following main trunk blocks, and that there are at least two sub-trunk blocks between two main trunk blocks to form a loop. Furthermore, the main trunk block area with the highest sub-trunk block density ratio is preferentially selected for random insertion. This helps reduce the number of inflection points in the initial layout, thereby accelerating the convergence speed of the subsequent genetic algorithm. To further explain, the sub-trunk density ratio is defined as the number of sub-trunks between two main trunks, used to evaluate the rationality of adding sub-trunks between two main trunks. When generating sub-trunks, it is also necessary to ensure that the sub-trunk blocks are in the same row as the storage lanes and do not overlap with defect blocks. A storage lane refers to a row of storage locations between two main trunk blocks.

[0104] During the generation of hoist trunk blocks, the layout of the trunk blocks must be fully considered to ensure efficient connection between the hoist trunk blocks and other areas of the warehouse.

[0105] The design of the number of inbound and outbound lanes is a crucial aspect of warehouse layout optimization. The number of inbound and outbound lanes needs to comprehensively consider various factors, including warehouse size, cargo flow, operating modes, equipment performance, spatial layout, and the overall coordination of the logistics system, to ensure the efficient operation of the outbound system and avoid logistics bottlenecks. A scientifically and rationally designed number and distribution of inbound and outbound lanes can significantly improve warehouse inbound and outbound efficiency and reduce logistics costs. This solution, considering the characteristic of the warehouse connecting to multiple automated production lines at the front end, proposes an inbound lane generation strategy based on the number of automated production lines. Specifically, the number of inbound lanes is directly related to the number of automated production lines connected to the warehouse, ensuring that each production line has an independent inbound lane, avoiding logistics congestion, meeting actual engineering needs, and optimizing logistics efficiency. Considering the characteristic of the warehouse having a fixed number of elevators and a symmetrical arrangement, an outbound lane generation strategy based on elevator connection requirements is proposed. Specifically, the number of outbound lanes is directly related to the number of elevators connected to the rear end of the warehouse, ensuring that each elevator has an independent outbound lane, avoiding logistics congestion and resource waste.

[0106] Preferably, step S34 specifically includes the following sub-steps: Step S341: Traverse the types of pallets that need to be stored; Step S342: Construct a planar coordinate system with the lower left corner of the warehouse as the origin O, the horizontal direction to the right as the positive X-axis, and the vertical direction upward as the positive Y-axis. Using the planar coordinate system as a reference system, arrange the pallets that need to be stored in the order of filling them from left to right and then filling them from top to bottom. During the arrangement process, determine whether the pallets that need to be stored overlap with the main road block, sub-main road block, elevator main road block, inbound lane block, and outbound lane block. If not, generate a pallet block; if so, do not generate a pallet block.

[0107] In this embodiment, based on the characteristics of the warehouse racking structure, pallet blocks are sequentially generated between the two main aisle blocks, and a zoned storage strategy is adopted to ensure that pallets of the same type are prioritized for centralized storage, thereby improving storage and retrieval efficiency and the convenience of inventory management. In both horizontal and vertical directions, pallets must be stored with a certain spacing to meet industry standards and ensure safe passage for four-way vehicles. Simultaneously, pallet arrangement must avoid overlapping with other layout elements such as main aisles, sub-aisles, and defective blocks to ensure the rationality and feasibility of the layout. At the same storage aisle depth, the number of pallet types stored should ideally be one, and at most not more than two, to simplify storage operations, avoid relocation operations, and improve system storage efficiency.

[0108] Preferably, step S36 specifically includes the following sub-steps: Step S361: Determine the set of defective blocks and the density of the main road blocks in the initial layout; Step S362: Sort the density of the main road blocks in the initial layout in ascending order, and traverse the region corresponding to the density of the main road blocks in the initial layout; During the traversal, the defective blocks in the region are sorted and traversed one by one. During the traversal, for two adjacent defective blocks, it is determined whether the value of the starting horizontal coordinate of the current defective block minus the ending horizontal coordinate of the previous defective block is less than the width of the main road block. If so, the two defective blocks are filtered out; otherwise, the width is calculated. Calculate the number of main road blocks already inserted in the area between the two defective blocks, and determine whether the initial layout density of the main road blocks in this area is the lowest. If not, insert the existing number of main road blocks in this area. If yes, determine whether the area needs to add more main road blocks. If yes, add one more main road block in this area based on the existing number of main road blocks. If not, determine whether this area is the last area to be traversed. If yes, insert the existing number of main road blocks in this area. If not, continue traversing the next area to be traversed. Step S363: Calculate the main road block density of the new set of main road blocks.

[0109] In this embodiment, when the pallet storage volume exceeds the preset pallet storage value, a main road regeneration mechanism is triggered. This solution proposes a dynamic main road generation strategy based on the main road density ratio, aiming to maximize warehouse inbound and outbound efficiency while meeting customer storage capacity requirements. The rationality of the main road distribution is quantified by the main road block density index, prioritizing the addition of main roads in areas with the lowest main road block density. Only one main road block is added in each iteration, and the newly added main road block must maintain a reasonable distance from existing main road blocks and avoid defective blocks and other layout elements. After adding a new main road block, the main road block density index needs to be updated again until the preset layout optimization target is met. This closed-loop feedback mechanism ensures the dynamism and adaptability of main road block generation, while achieving a balance between storage capacity, logistics efficiency, and space utilization.

[0110] Preferably, step S37 specifically includes the following sub-steps: Step S371: Generate a set of sub-trunk blocks for the current layout among the new trunk blocks according to the method of initially generating sub-trunk blocks; Step S372: Calculate the sub-trunk block density of the current layout set of sub-trunk blocks; Step S373: Filter out the set of sub-trunk blocks with the highest sub-trunk block density to obtain the filtered set of sub-trunk blocks; Step S378: Sort the sub-trunk block densities of the current layout set of sub-trunk blocks and traverse the regions corresponding to the sub-trunk block densities of the current layout set of sub-trunk blocks; during the traversal, determine whether there are defective blocks in the regions corresponding to the sub-trunk block densities of the current layout set of sub-trunk blocks. If so, return the generated set of sub-trunk blocks for the current layout; if not, traverse the sub-trunk blocks in the region corresponding to the highest sub-trunk block density and traverse the current... During the traversal of sub-trunk blocks within the sub-trunk block density region, it is determined whether the Y-axis of the sub-trunk blocks within the region corresponding to the highest sub-trunk block density is consistent with the Y-axis of the sub-trunk blocks within the current sub-trunk block density region. If so, the traversal of the sub-trunk blocks within the region corresponding to the highest sub-trunk block density continues. If not, a sub-trunk block with the same Y-axis as the sub-trunk block within the region corresponding to the sub-trunk block density of the current layout sub-trunk block set is inserted. It is then determined whether the current pallet quantity is greater than the preset pallet storage value. If not, the insertion of sub-trunk blocks continues until the number of sub-trunk blocks between the newly added trunk block and the next trunk block is equal to the number of the sub-trunk block set with the highest density in the current layout. If so, the inserted sub-trunk blocks from the last case where the current pallet quantity is less than the preset pallet storage value are retained.

[0111] In this embodiment, by dynamically reconstructing the layout of sub-main road blocks, the efficiency of inbound and outbound operations is systematically improved while accurately matching the customer's warehousing capacity requirements.

[0112] Preferably, in step S4, the specific calculation formula for the fitness function of the initial solution of the four-way shuttle high-density automated warehouse layout is as follows:

[0113] F = max(αF1 + βF2);

[0114]

[0115] Where F represents the fitness function; F1 represents the comprehensive value of multiple evaluation indicators; F2 represents the single four-way vehicle entry and exit efficiency value; α represents the weighting coefficient of the comprehensive value of multiple evaluation indicators; β represents the weighting coefficient of the single four-way vehicle entry and exit efficiency value; U i Indicates area utilization rate; A i Indicates pallet accessibility; T i Indicates path smoothness; R i Indicates the service rate of the sub-road; ωU The weighting coefficient representing area utilization rate; ω A The weighting coefficient representing pallet accessibility; ω T The weighting coefficient representing path smoothness; ω R The weighting coefficient represents the service rate of the sub-road; L represents the current warehouse level. E represents the loss factor; vehicle This indicates the efficiency of a single four-way vehicle entering and exiting the warehouse;

[0116] The area utilization rate U i The specific calculation steps are as follows:

[0117] Step S41: Calculate the total area A of all spatial blocks. occupy,i The specific calculation formula is as follows:

[0118]

[0119] Among them, A main,i A represents the sum of the areas of all main road blocks on the i-th layer; sub,i A represents the sum of the areas of all sub-road blocks in the i-th layer; eva,i A represents the sum of the areas of all hoist main road blocks on the i-th floor; pallet,i A represents the sum of the areas of all pallet blocks in the i-th layer; defect,i A represents the sum of the areas of all defective blocks in the i-th layer; in,i A represents the sum of the areas of all entry lane blocks on the i-th level; out,i M represents the sum of the areas of all exit lane blocks on the i-th level; i,j M represents the j-th main road block in the i-th layer; layer,i Represents the set of main road blocks in the i-th layer; This represents the width of the j-th main road block in the i-th layer; S represents the height of the j-th main road block in the i-th layer; i,k S represents the k-th sub-trunk block of the i-th layer; layer,i Represents the set of sub-main road blocks in the i-th layer; This represents the width of the k-th sub-road block in the i-th layer; E represents the height of the k-th sub-block in the i-th layer; i,l E represents the main block of the l-th hoist on the i-th floor; layer,i Represents the set of main road blocks for the i-th level hoist; This represents the width of the l-th hoist block in the i-th layer; P represents the height of the l-th hoist block on the i-th floor; i,m P represents the m-th tray block in the i-th layer; layer,i Represents the set of tray blocks in the i-th layer; This represents the width of the m-th pallet block in the i-th layer; D represents the height of the m-th pallet block in the i-th layer; i,n D represents the nth defect block in the i-th layer; layer,i Represents the set of defect blocks in the i-th layer; This represents the width of the nth defect block in the i-th layer; In represents the height of the nth defective block in the i-th layer; i,o In represents the o-th entry lane block in the i-th layer; layer,i Represents the set of lane blocks for the i-th layer of the parking system; This represents the width of the o-th entry lane block in the i-th layer; This represents the height of the o-th entry lane block in the i-th layer; O i,p This represents the p-th exit lane block in the i-th layer; O layer,i Represents the set of lane blocks for the i-th layer of the outbound lanes; This represents the width of the p-th exit lane block in the i-th layer; This represents the height of the p-th exit lane block in the i-th layer;

[0120] Step S42: Calculate the total area A of the current layer boundary. border,i The specific calculation formula is as follows:

[0121] A border, i = h border,i ·w border,i ;

[0122] Among them, h border,i w represents the range of boundary height values ​​for the i-th level warehouse. border,i This represents the range of boundary width values ​​for the i-th layer of the warehouse;

[0123] Step S43: Based on the total area A of all space blocks occupy,i and the total area A of the current layer boundary border,i Calculate the area utilization rate U i The specific calculation formula is as follows:

[0124]

[0125] The pallet accessibility A i The specific calculation steps are as follows:

[0126] Step S44: For the set M of the i-th layer main road blocks layer,i According to the x-coordinate of the starting point of the j-th main road block in the i-th layer Sort in ascending order, and for each pair of adjacent main road blocks, define the interval as follows:

[0127] Step S45: For each pair of adjacent main road blocks, select the corresponding defect block set D. betweeen (Mi,j M i,j+1 The specific mathematical expression is as follows:

[0128]

[0129] in, Represents the x-coordinate of the starting point of the nth defect block in the i-th layer;

[0130] Step S46: For each defective block D i,n Select the set of pallets P that meet the conditions. within (M i,j M i,j+1 D i,n The specific mathematical expression is as follows:

[0131]

[0132] in, The ordinate represents the starting point of the nth defect block in the i-th layer; Represents the ordinate of the starting point of the m-th pallet block in the i-th layer; Represents the x-coordinate of the starting point of the m-th pallet block in the i-th layer;

[0133] Step S47: Accumulate the number P of trays in the row containing the defect area between all main roads in the i-th layer. allDefect And calculate the total number T of trays on the i-th layer. pallet,i and P allDefect and T pallet,i The ratio is normalized to obtain the tray reachability A of the current layer. i Pallet accessibility A i The specific calculation formula is as follows:

[0134]

[0135]

[0136] Among them, t i Let n represent the number of tray types in the i-th layer. i,k This represents the number of trays of type k in the i-th layer;

[0137] The path smoothness T i The specific calculation steps are as follows:

[0138] Step S48: Calculate the theoretical minimum number of inflection points I based on the difference in the number of sub-carrier blocks between main road blocks. min The specific calculation formula is as follows:

[0139]

[0140] Among them, S(Mi,j M i,j+1 ) represents the number of sub-main road blocks between the j-th and j+1-th main road blocks in the i-th layer layout; n” represents the total number of main road blocks in the i-th layer layout;

[0141] Step S49: Calculate the actual number of turning points I based on the actual location and connection status of the current layout sub-carriage blocks. actual The specific calculation formula is as follows:

[0142]

[0143] Where, N sub,i This represents the total number of sub-architecture blocks in the i-th layer layout; Represents the ordinate of the starting point of the k-th sub-road block in the i-th layer; Let δ(i,j) represent the x-coordinate of the starting point of the (k+1)th sub-road block in the i-th layer; δ(i,j) represents a binary function.

[0144] Step S410: Based on the theoretical minimum number of inflection points I min And the actual inflection point number I actual Calculate the path smoothness T i The specific calculation formula is as follows:

[0145]

[0146] The sub-road service rate R i The specific calculation steps are as follows:

[0147] Step S411: Calculate the number S(M) of sub-carrier blocks between the j-th and j+1-th main road blocks in the i-th layer layout. i,j M i,j+1 The specific calculation formula is as follows:

[0148]

[0149] in, Represents the x-coordinate of the starting point of the k-th sub-road block in the i-th layer;

[0150] And calculate the total number T of trays on the i-th layer. pallet,i ;

[0151] Step S412: Calculate the number of pallets between the k-th sub-block of the i-th layer and the previous sub-block or boundary. The specific calculation formula is as follows:

[0152]

[0153] Among them, y border,i h represents the ordinate of the boundary point of the i-th level warehouse; border,iThis represents the range of boundary height values ​​for the i-th layer of the warehouse; Indicates an indicator function, The specific mathematical expression is as follows:

[0154]

[0155] Step S413: Calculate the number of pallets between the k-th sub-carrier block in the i-th layer and the next sub-carrier block or boundary. The specific calculation formula is as follows:

[0156]

[0157] Step S414: According to and T pallet,i Calculate the service rate R of the sub-artery i The specific calculation formula is as follows:

[0158]

[0159] The single four-way vehicle entry and exit efficiency E vehicle The specific calculation steps are as follows:

[0160] Step S415: Calculate the single four-way vehicle entry efficiency E in The specific calculation formula is as follows:

[0161]

[0162]

[0163] Where L represents the current warehouse level; T pallet,i T represents the total number of trays on the i-th layer; in N represents the average total time taken for the four-way vehicle to traverse all inbound points to all warehouse locations; in Indicates the number of entry points; This represents the number of path segments from the k-th entry point to the j-th storage location on the i-th floor; This represents the number of path segments from the k-th inbound point to the j-th storage location on the i-th floor; t l This represents the travel time of the four-way vehicle on the l-th path. This indicates the total time taken for a four-way vehicle to complete a single parking maneuver, including turning. top This represents the total time (t) for the four-way vehicle to perform a single task of picking up and placing a pallet; eva This represents the travel time of the hoist from the (i-1)th floor to the ith floor; v max d represents the maximum operating speed of the four-way vehicle; 'a' represents the acceleration of the four-way vehicle during operation; d represents the acceleration of the four-way vehicle during operation. l Represents two path points (x j ,y j ) and (xj+1 ,y j+1 The Euclidean distance between T and T turn This indicates the time required for a four-way vehicle to make each turn; T represents the number of path segments from the k-th inbound point to the j-th storage location on the i-th floor; top Indicates the time required for placing the four-way roof or pallet; This indicates the maximum speed at which the hoist operates; a eva d represents the acceleration of the hoist during operation; i-1,i This represents the distance between the (i-1)th layer and the ith layer;

[0164] Step S416: Calculate the single four-way vehicle outbound efficiency E out The specific calculation formula is as follows:

[0165]

[0166] Among them, T out N represents the total time taken for the four-way vehicle to traverse all outbound points to all warehouse locations; out Indicates the number of outbound points; This represents the path travel time of a four-way vehicle from the 0th exit point to the jth storage location on the ith level; This represents the number of path segments from the 0th outbound point to the jth storage location on the ith level; This indicates the total time taken for a four-way vehicle to complete a single outbound task and make turns. This represents the number of path segments from the 0th outbound point to the jth storage location on the ith level;

[0167] Step S417: Based on the single four-way vehicle entry efficiency E in Efficiency of single four-way vehicle outbound out Calculate the efficiency E of a single four-way vehicle entry and exit from the warehouse. vehicle The specific calculation formula is as follows:

[0168] E vehicle =max(E in +E out ).

[0169] Specifically, after obtaining the initial layout solution for the four-way shuttle high-density automated warehouse, its fitness function needs to be calculated. In this scheme, the fitness function consists of two parts: the comprehensive value of multiple evaluation indicators F1 and the single four-way vehicle entry and exit efficiency value F2. F1 has been normalized, and F2, based on the actual situation of the specific problem, typically ranges from 40 to 50. In this embodiment, α = 0.99 and β = 0.01 are chosen to ensure reasonable weighting of F1 and F2 in the final fitness calculation, so that the values ​​of F1 and F2 are both in the range of [0, 1], avoiding excessive influence from a single objective.

[0170] F1 considers multiple evaluation indicators, including area utilization rate U i Pallet Accessibility A i Path smoothness T i Service rate R of Hezi Main Road i ω U ω A ω T and ω R These are the weight coefficients of the corresponding indicators, and ω is... U +ω A +ω T +ω R =1.

[0171] Area utilization rate U i This reflects the efficiency of warehouse space utilization. In this embodiment, during the initial population generation, heuristic constraints and a reasonable layout of main road blocks are used to minimize space waste. Therefore, the weighting coefficient ω for area utilization rate... U A value of 0.2 is used to reasonably reflect the importance of space optimization. Pallet Accessibility A i This measurement, used to evaluate the access efficiency of a four-way vehicle to a pallet, primarily describes whether the vehicle can retrieve goods from both sides of the pallet's track. If the vehicle can retrieve goods in both directions, the pallet has bidirectional accessibility, significantly improving warehouse operational flexibility and retrieval efficiency. Conversely, if the vehicle cannot retrieve goods in one direction, unidirectional accessibility limits retrieval efficiency, especially in multi-vehicle scheduling scenarios, potentially impacting overall operational performance. Therefore, optimizing the pallet and track layout to enhance bidirectional accessibility is a key strategy for improving warehouse operational efficiency in warehouse layout design. In this embodiment, the weighting coefficient ω for pallet accessibility... A We set it to 0.4 to highlight its crucial role in layout optimization. Path smoothness T i The key metric for measuring the continuity between sub-road blocks and main road blocks is the number of inflection points. The number of inflection points is defined as the number of turns in four-way vehicle path planning. Fewer inflection points result in a smoother path and higher efficiency. In this embodiment, the number of inflection points is effectively controlled through the sub-road block alignment strategy during initial population generation. Therefore, the weighting coefficient ω for path smoothness is... T The value is relatively low, so we take 0.1. Sub-road service rate R i The sub-arcade service rate is used to quantify the service efficiency of sub-arcade blocks to pallet blocks, reflecting the total time required for a four-way vehicle to retrieve goods from a storage point and travel to both ends of the sub-arcade. By optimizing the sub-arcade layout and pallet allocation, the travel time of four-way vehicles can be reduced, thereby improving warehouse operation efficiency. The sub-arcade service rate can be measured by calculating the difference in the number of pallets between each sub-arcade block and the preceding and following sub-arcade blocks or boundaries, thus assessing the uniformity of pallet distribution and flow efficiency within the warehouse. In this embodiment, the weighting coefficient ω of the sub-arcade service rate... RIt is set to 0.3 to reflect its contribution to the efficiency of four-way vehicle operation. F2 is determined by the loss factor. To correct the deviation of single-vehicle efficiency in multi-vehicle scheduling, this embodiment, based on enterprise industry standards, takes... This is used to compensate for time losses caused by path conflicts and obstacle avoidance waiting in multi-vehicle scheduling. Further explanation: the efficiency E of a single four-way vehicle entry / exit is... vehicle Four-way vehicle (4WD) inbound / outbound efficiency is a key indicator for measuring warehouse operational efficiency, directly impacting throughput and overall operational efficiency. Optimizing 4WD inbound / outbound efficiency requires comprehensive consideration of multiple factors, such as the layout of main and sub-main roads, elevator configuration, cargo storage location, and 4WD vehicle travel routes. By rationally configuring these factors, 4WD vehicle travel time can be reduced, thereby improving cargo retrieval speed and overall warehouse operational efficiency. 4WD inbound / outbound efficiency consists of two parts: inbound efficiency and outbound efficiency. Inbound efficiency refers to the number of inbound tasks completed by the 4WD vehicle per unit time, while outbound efficiency refers to the number of outbound tasks completed by the 4WD vehicle per unit time.

[0172] Preferably, in step S6, when the cosine adaptive genetic layout optimization algorithm is used to dynamically adjust the crossover rate and mutation rate, the calculation formulas for the crossover rate and mutation rate are as follows:

[0173]

[0174] Among them, P c P represents the crossover rate under the cosine adaptive genetic layout optimization algorithm; c0 ΔP represents the initial value of the crossover rate. c f represents the magnitude of the change in crossover rate. 1,2 f represents the average fitness of parent individuals 1 and 2. avg f min and f max These represent the mean, minimum, and maximum fitness of the population, respectively.

[0175]

[0176] Among them, P m P represents the mutation rate under the cosine adaptive genetic layout optimization algorithm; m0 ΔP represents the initial value of the mutation rate. m The value represents the magnitude of the change in the mutation rate, and f represents the fitness of the parent individual. avg f min and f max These represent the mean, minimum, and maximum fitness of the population, respectively.

[0177] When using a dynamic genetic layout optimization algorithm that incorporates simulated annealing to dynamically adjust the crossover and mutation rates, the formulas for calculating the crossover and mutation rates are as follows:

[0178]

[0179] T(b) = T0·δ b ;

[0180] Among them, P c (b) represents the crossover rate under the dynamic genetic layout optimization algorithm combined with simulated annealing; P m (b) represents the mutation rate under the dynamic genetic layout optimization algorithm combined with simulated annealing mechanism; T(b) represents the temperature function that changes with the number of iterations; T0 represents the initial temperature; δ represents the cooling coefficient, and 0 < δ < 1; b represents the current iteration number.

[0181] In this embodiment, when the cosine adaptive genetic layout optimization algorithm is used to dynamically adjust the crossover and mutation rates, the algorithm can dynamically adjust these rates according to the fitness distribution of the population. When the population fitness is low, the crossover and mutation rates are increased to promote gene recombination; when the population fitness is high, the crossover and mutation rates are decreased to protect superior genes. The characteristics of the cosine function cause the crossover and mutation rates to exhibit a trend of rapid change initially and then slowing down during the optimization process. This accelerates the global search speed in the early stages and strengthens the local search capability in the later stages. The dynamic adjustment mechanism enables the algorithm to quickly locate regions of superior genes, significantly shortening the convergence time.

[0182] When using a dynamic genetic layout optimization algorithm that combines simulated annealing to dynamically adjust the crossover rate and mutation rate, the crossover rate and mutation rate are dynamically adjusted according to the temperature change. The crossover rate and mutation rate are increased in the high temperature stage to enhance diversity, and the crossover rate and mutation rate are decreased in the low temperature stage to stabilize convergence.

[0183] Preferably, in step S6, the initial layout solution of the four-way shuttle high-density automated warehouse is subjected to cross-operation, specifically including the following sub-steps: Step S61: Randomly select some main road blocks from the first parent generation and the second parent generation respectively, and retain them in the corresponding positions in the first child generation; Step S62: Fill the corresponding positions in the second child generation with the main road blocks that were not selected in the first parent generation in sequence, and fill the corresponding positions in the first child generation with the main road blocks that were not selected in the second parent generation in sequence, so as to obtain the main road block layout after cross-reorganization; Step S63: Based on the main road block layout after cross-reorganization, regenerate the sub-main road blocks, elevator main road blocks, inbound lane blocks, outbound lane blocks, pallet blocks and defect blocks;

[0184] The initial layout solution of the four-way shuttle high-density automated warehouse is mutated, specifically including the following sub-steps: Step S64: Randomly select a main road block and calculate the distance between the selected main road block and the nearest defective block. Define the minimum base number and minimum pallet unit according to the material receiving and dispatching requirements; Step S65: Determine whether the distance between the selected main road block and the nearest defective block is greater than or equal to the minimum base number. If yes, move the main road block one minimum base number in the feasible direction. If no, determine whether the distance between the selected main road block and the nearest defective block is greater than or equal to the minimum pallet unit. If yes, move the main road block one minimum pallet unit in the feasible direction. If no, abandon the movement to obtain the mutated main road block layout; Step S66: Based on the mutated main road block layout, regenerate sub-main road blocks, elevator main road blocks, inbound lane blocks, outbound lane blocks, pallet blocks, and defective blocks.

[0185] In this embodiment, when performing cross-operations on the initial layout solution of the four-way shuttle high-density automated warehouse, a sequential cross-operation method based on the preservation of the main road block positions is adopted. The core idea is to maintain the topological stability of the layout by preserving the position and sequence information of the main road blocks, while introducing randomness to enhance population diversity. Further explanation: executing step S61 helps ensure that the sequence and spatial distribution of the main road blocks conform to the physical characteristics of the warehouse layout, such as defect block avoidance and projection consistency. Executing step S62 helps avoid the cross-operation from disrupting the global topological relationship of the layout, thereby ensuring the structural rationality of the offspring individuals.

[0186] When performing mutation operations on the initial solution of the layout of a four-way shuttle high-density automated warehouse, a distance-constrained heuristic mutation strategy is adopted. The aim is to improve pallet accessibility and warehouse area utilization by locally adjusting the layout of the main road blocks, while maintaining the feasibility of the solution.

[0187] Furthermore, the functional units in the various embodiments of the present invention can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0188] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A layout optimization method for a four-way shuttle high-density automated warehouse, characterized in that: Includes the following steps: Step S1: Determine the layout coding method of the four-way shuttle high-density automated warehouse. The layout coding method of the four-way shuttle high-density automated warehouse is a layout coding method based on a hierarchical set of spatial blocks. The set of spatial blocks includes defect blocks, main road blocks, sub-main road blocks, hoist main road blocks, inbound lane blocks, outbound lane blocks, and pallet blocks. Step S2: Initialize the genetic algorithm parameters, which include crossover rate and mutation rate; Step S3: Based on the layout coding method of the four-way shuttle high-density automated warehouse, generate the initial layout solution of the four-way shuttle high-density automated warehouse using heuristic rules; Step S4: Calculate the fitness function of the initial solution for the layout of the four-way shuttle high-density automated warehouse; Step S5: Determine whether the fitness function of the initial solution of the four-way shuttle high-density automated warehouse layout is in a convergent state. If yes, the initial solution of the four-way shuttle high-density automated warehouse layout is the optimal solution of the four-way shuttle high-density automated warehouse layout; otherwise, proceed to step S6. Step S6: Use a cosine adaptive genetic layout optimization algorithm or a dynamic genetic layout optimization algorithm combined with simulated annealing mechanism to dynamically adjust the crossover rate and mutation rate, and perform selection, crossover and mutation operations on the initial layout solution of the four-way shuttle high-density automated warehouse until the optimal layout solution of the four-way shuttle high-density automated warehouse is obtained. Step S3 specifically includes the following sub-steps: Step S31: Determine the set of defective blocks; Step S32: Generate the main road block set based on the defect block set; Step S33: Based on the main road block set, generate the sub-main road block set, the hoist main road block set, the inbound lane block set, and the outbound lane block set in sequence; Step S34: Generate a pallet block set based on the main road block set, sub-main road block set, hoist main road block set, inbound lane block set, and outbound lane block set; Step S35: Determine whether the number of pallet blocks is greater than the preset value for pallet storage. If not, generate the initial layout solution for the four-way shuttle high-density automated warehouse based on the main road block set, sub-main road block set, elevator main road block set, inbound lane block set, outbound lane block set, and pallet block set. If yes, proceed to steps S36-S39. Step S36: Generate a new set of main road blocks based on the set of defective blocks and the set of main road blocks; Step S37: Generate a new set of sub-road blocks based on the new set of main road blocks, the set of defective blocks, and the set of pallet blocks; Step S38: Generate a new set of pallet blocks based on the new set of main road blocks, the new set of sub-main road blocks, the set of hoist main road blocks, the set of inbound lane blocks, and the set of outbound lane blocks; Step S39: Determine whether the new set of pallet blocks is greater than the preset value of pallet storage. If yes, generate the initial layout solution of the four-way shuttle high-density automated warehouse based on the new set of main road blocks, the new set of sub-main road blocks, the set of hoist main road blocks, the set of inbound lane blocks, the set of outbound lane blocks, and the new set of pallet blocks. If no, continue to execute steps S36-S39.

2. The layout optimization method for a four-way shuttle high-density automated warehouse according to claim 1, characterized in that: Step S32 specifically includes the following sub-steps: Step S321: Sort all defective blocks in the defective block set and traverse them one by one; During the traversal, it is determined whether the x-coordinate of the starting point of the current defect block is greater than the x-coordinate of the ending point of the previous defect block. If so, a main road block is randomly inserted between the two adjacent defect blocks. If not, the main road block insertion operation is not performed. Step S322: Calculate the main road block density MRDR of the current layout. The specific calculation formula is as follows: Where, N n This represents the number of existing trunk blocks between the nth defective block and the (n+1)th defective block. The x-coordinate represents the starting point of the nth defect block. The x-coordinate represents the endpoint of the (n+1)th defect block. This represents the width of the nth defect block.

3. The layout optimization method for a four-way shuttle high-density automated warehouse according to claim 1, characterized in that: In step S33, the generation of the sub-trunk block set specifically includes the following sub-steps: Sort all main road blocks in the main road block set and traverse them one by one. During the traversal, sort the defective blocks between each pair of adjacent main road blocks and traverse them one by one. During the traversal, determine whether the longitudinal distance between two adjacent defective blocks is greater than the width of the sub-road block in the longitudinal direction. If not, do not perform the sub-road block insertion operation; if so, calculate the total number of sub-road blocks that need to be inserted between the current two main road blocks, and calculate the sub-road block density SRDR between the current two main road blocks accordingly. Then, randomly insert sub-road blocks in the region with the highest sub-road block density. The generation of the hoist main block set includes the following sub-steps: Sort all main road blocks in the main road block set and traverse them one by one. During the traversal, for each pair of adjacent main road blocks, calculate the coordinates of the end point of the current main road block and the coordinates of the start point of the next main road block, and determine whether there is an elevator between the two main road blocks. If not, calculate the end point coordinates of the first main road block in the next pair of adjacent main road blocks and the start point coordinates of the second main road block. If there is an elevator, obtain the coordinates of the elevator and generate the elevator main road block based on the coordinates of the elevator. The generation of the inbound lane block set includes the following sub-steps: Calculate the required number of inbound lane blocks and determine the warehouse starting boundary. Sort all the main lane blocks in the main lane block set and obtain the starting coordinates of the first main lane block in the sorted main lane block set. Generate inbound lane blocks between the warehouse starting boundary and the first main lane block according to the required number of inbound lane blocks. The generation of the outbound lane block set includes the following sub-steps: Calculate the required number of outbound lane blocks and determine the warehouse termination boundary. Sort all main lane blocks in the main lane block set and obtain the endpoint coordinates of the last main lane block in the sorted main lane block set. Based on the required number of outbound lane blocks, generate outbound lane blocks between the warehouse termination boundary and the last main lane block.

4. The layout optimization method for a four-way shuttle high-density automated warehouse according to claim 1, characterized in that: Step S34 specifically includes the following sub-steps: Step S341: Iterate through the types of trays that need to be stored; Step S342: With the lower left corner of the warehouse as the origin O, the horizontal direction to the right as the positive X-axis, and the vertical direction upward as the positive Y-axis, construct a plane coordinate system. Using the plane coordinate system as a reference, arrange the pallets to be stored in the order of filling them from left to right and then filling them from top to bottom. During the arrangement process, it is determined whether the pallet to be stored overlaps with the main road block, sub-road block, elevator main road block, inbound lane block, and outbound lane block. If not, a pallet block is generated; if so, a pallet block is not generated.

5. The layout optimization method for a four-way shuttle high-density automated warehouse according to claim 1, characterized in that: Step S36 specifically includes the following sub-steps: Step S361: Determine the set of defective blocks and the density of main road blocks in the initial layout; Step S362: Sort the density of the main road blocks in the initial layout in ascending order, and traverse the regions corresponding to the density of the main road blocks in the initial layout. During the traversal, the defective blocks within the region are sorted and traversed one by one. During the traversal, for two adjacent defective blocks, it is determined whether the difference between the starting x-coordinate of the current defective block and the ending x-coordinate of the previous defective block is less than the width of the main road block. If so, the two defective blocks are filtered out. If not, the number of main road blocks already inserted in the region between the two defective blocks is calculated, and it is determined whether the initial layout density of the main road blocks in the region is the lowest. If not, the existing number of main road blocks are inserted in the region. If so, it is determined whether the region needs to add a main road block. If so, a main road block is added to the region based on the existing number of main road blocks. If not, it is determined whether the region is the last region to be traversed. If so, the existing number of main road blocks are inserted in the region. If not, the traversal continues to the next region to be traversed. Step S363: Calculate the main road block density of the new main road block set.

6. The layout optimization method for a four-way shuttle high-density automated warehouse according to claim 1, characterized in that: Step S37 specifically includes the following sub-steps: Step S371: Generate a set of sub-trunk blocks for the current layout among the new trunk blocks using the same method as the initial generation of sub-trunk blocks; Step S372: Calculate the sub-carrier block density of the current layout's sub-carrier block set; Step S373: Select the set of sub-trunk blocks with the highest sub-trunk block density to obtain the selected set of sub-trunk blocks; Step S378: Sort the density of the sub-carrier blocks in the current layout set and traverse the regions corresponding to the density of the sub-carrier blocks in the current layout set. During the traversal, it is determined whether there are defective blocks within the region corresponding to the density of the current sub-carrier block set. If so, the generated current layout sub-carrier block set is returned; otherwise, the sub-carrier blocks within the region corresponding to the highest sub-carrier block density are traversed, and the sub-carrier blocks within the region corresponding to the current sub-carrier block density are also traversed. During the traversal, it is determined whether the Y-axis of the sub-carrier blocks within the region corresponding to the highest sub-carrier block density is consistent with the Y-axis of the sub-carrier blocks within the region corresponding to the current sub-carrier block density. If so, the traversal continues within the region corresponding to the highest sub-carrier block density. If the traversal of the road blocks is not performed, then insert a sub-road block with the same Y-axis as the sub-road block in the region corresponding to the density of the highest sub-road block in the current layout's sub-road block set. Then determine whether the current pallet quantity is greater than the preset pallet storage value. If not, continue inserting sub-road blocks until the number of sub-road blocks between the newly added main road block and the next main road block is equal to the number of the sub-road block set with the highest density in the current layout. If so, retain the last inserted sub-road block when the current pallet quantity is less than the preset pallet storage value.

7. The layout optimization method for a four-way shuttle high-density automated warehouse according to claim 1, characterized in that: In step S4, the specific calculation formula for the fitness function of the initial solution of the four-way shuttle high-density automated warehouse layout is as follows: F = max(αF1 + βF2); Where F represents the fitness function; F1 represents the comprehensive value of multiple evaluation indicators; F2 represents the single four-way vehicle entry and exit efficiency value; α represents the weighting coefficient of the comprehensive value of multiple evaluation indicators; β represents the weighting coefficient of the single four-way vehicle entry and exit efficiency value; U i Indicates area utilization rate; A i Indicates pallet accessibility; T i Indicates path smoothness; R i Indicates the service rate of the sub-road; ω U The weighting coefficient representing area utilization rate; ω A The weighting coefficient representing the accessibility of the pallet; ω T The weighting coefficient representing path smoothness; ω R The weighting coefficient represents the service rate of the sub-road; L represents the current warehouse level. E represents the loss factor; vehicle This indicates the efficiency of a single four-way vehicle entering and exiting the warehouse; The area utilization rate U i The specific calculation steps are as follows: Step S41: Calculate the total area A of all spatial blocks. occupy,i The specific calculation formula is as follows: Among them, A main,i A represents the sum of the areas of all main road blocks on the i-th layer; sub,i A represents the sum of the areas of all sub-road blocks in the i-th layer; eva,i A represents the sum of the areas of all hoist main road blocks on the i-th floor; pallet,i A represents the sum of the areas of all pallet blocks in the i-th layer; defect,i A represents the sum of the areas of all defective blocks in the i-th layer; in,i A represents the sum of the areas of all entry lane blocks on the i-th level; out,i M represents the sum of the areas of all exit lane blocks on the i-th level; i,j M represents the j-th main road block in the i-th layer; layer,i Represents the set of main road blocks in the i-th layer; This represents the width of the j-th main road block in the i-th layer; S represents the height of the j-th main road block in the i-th layer; i,k S represents the k-th sub-trunk block of the i-th layer; layer,i Represents the set of sub-main road blocks in the i-th layer; This represents the width of the k-th sub-road block in the i-th layer; E represents the height of the k-th sub-block in the i-th layer; i,l E represents the main block of the l-th hoist on the i-th floor; layer,i Represents the set of main road blocks for the i-th level hoist; This represents the width of the l-th hoist block in the i-th layer; P represents the height of the l-th hoist block on the i-th floor; i,m P represents the m-th tray block in the i-th layer; layer,i Represents the set of tray blocks in the i-th layer; This represents the width of the m-th pallet block in the i-th layer; D represents the height of the m-th pallet block in the i-th layer; i,n D represents the nth defect block in the i-th layer; layer,i Represents the set of defect blocks in the i-th layer; This represents the width of the nth defect block in the i-th layer; In represents the height of the nth defect block in the i-th layer; i,o In represents the o-th entry lane block in the i-th layer; layer,i Represents the set of lane blocks for the i-th layer of the parking garage; This represents the width of the o-th entry lane block in the i-th layer; This represents the height of the o-th entry lane block in the i-th layer; O i,p This represents the p-th exit lane block in the i-th layer; O layer,i Represents the set of lane blocks for the i-th layer of the outbound lanes; This represents the width of the p-th exit lane block in the i-th layer; This represents the height of the p-th exit lane block in the i-th layer; Step S42: Calculate the total area A of the current layer boundary. border,i The specific calculation formula is as follows: A border,i =h border,i ·w border,i ; Among them, h border,i w represents the range of boundary height values ​​for the i-th level warehouse. border,i This represents the range of boundary width values ​​for the i-th layer of the warehouse; Step S43: Based on the total area A of all space blocks occupy,i and the total area A of the current layer boundary border,i Calculate the area utilization rate U i The specific calculation formula is as follows: The pallet accessibility A i The specific calculation steps are as follows: Step S44: For the set M of the i-th layer main road blocks layer,i According to the x-coordinate of the starting point of the j-th main road block in the i-th layer Sort in ascending order, and for each pair of adjacent main road blocks, define the interval as follows: Step S45: For each pair of adjacent main road blocks, select the corresponding defect block set D. betweeen (M i,j M i,j+1 The specific mathematical expression is as follows: in, Represents the x-coordinate of the starting point of the nth defect block in the i-th layer; Step S46: For each defective block D i,n Select the set of pallets P that meet the conditions. within (M i,j M i,j+1 D i,n The specific mathematical expression is as follows: in, The ordinate represents the starting point of the nth defect block in the i-th layer; Represents the ordinate of the starting point of the m-th pallet block in the i-th layer; Represents the x-coordinate of the starting point of the m-th pallet block in the i-th layer; Step S47: Accumulate the number P of trays in the row containing the defect area between all main roads in the i-th layer. allDefect And calculate the total number T of trays on the i-th layer. pallet,i and P allDefect and T pallet,i The ratio is normalized to obtain the tray reachability A of the current layer. i Pallet accessibility A i The specific calculation formula is as follows: Among them, t i Let n represent the number of tray types in the i-th layer. i,k This represents the number of trays of type k in the i-th layer; The path smoothness T i The specific calculation steps are as follows: Step S48: Calculate the theoretical minimum number of inflection points I based on the difference in the number of sub-carrier blocks between main road blocks. min The specific calculation formula is as follows: Among them, S(M i,j M i,j+1 ) represents the number of sub-main road blocks between the j-th and j+1-th main road blocks in the i-th layer layout; n” represents the total number of main road blocks in the i-th layer layout; Step S49: Calculate the actual number of turning points I based on the actual location and connection status of the current layout sub-carriage blocks. actual The specific calculation formula is as follows: Where, N sub,i This represents the total number of sub-architecture blocks in the i-th layer layout; Represents the ordinate of the starting point of the k-th sub-road block in the i-th layer; Let δ(i,j) represent the x-coordinate of the starting point of the (k+1)th sub-road block in the i-th layer; δ(i,j) represents a binary function. Step S410: Based on the theoretical minimum number of inflection points I min And the actual inflection point number I actual Calculate the path smoothness T i The specific calculation formula is as follows: The sub-road service rate R i The specific calculation steps are as follows: Step S411: Calculate the number S(M) of sub-carrier blocks between the j-th and j+1-th main road blocks in the i-th layer layout. i,j M i,j+1 The specific calculation formula is as follows: in, Represents the x-coordinate of the starting point of the k-th sub-road block in the i-th layer; And calculate the total number T of trays on the i-th layer. pallet,i ; Step S412: Calculate the number of pallets between the k-th sub-architecture block in the i-th layer and the previous sub-architecture block or boundary. The specific calculation formula is as follows: Among them, y border,i h represents the ordinate of the boundary point of the i-th level warehouse; border,i This represents the range of boundary height values ​​for the i-th layer of the warehouse; Indicates an indicator function, The specific mathematical expression is as follows: Step S413: Calculate the number of pallets between the k-th sub-architecture block in the i-th layer and the next sub-architecture block or boundary. The specific calculation formula is as follows: Step S414: According to and T pallet,i Calculate the service rate R of the sub-artery i The specific calculation formula is as follows: The single four-way vehicle entry and exit efficiency E vehicle The specific calculation steps are as follows: Step S415: Calculate the single four-way vehicle entry efficiency E in The specific calculation formula is as follows: Where L represents the current warehouse level; T pallet,i T represents the total number of trays in the i-th layer; in N represents the average total time taken for the four-way vehicle to traverse all inbound points to all warehouse locations; in Indicates the number of entry points; This represents the number of path segments from the k-th entry point to the j-th storage location on the i-th floor; This represents the number of path segments from the k-th inbound point to the j-th storage location on the i-th floor; t l This represents the travel time of the four-way vehicle on the l-th path. This indicates the total time taken for a four-way vehicle to complete a single parking maneuver, including turning. top This represents the total time (t) for the four-way vehicle to perform a single task of picking up and placing a pallet; eva This represents the travel time of the hoist from the (i-1)th floor to the ith floor; v max d represents the maximum operating speed of the four-way vehicle; 'a' represents the acceleration of the four-way vehicle during operation; d represents the acceleration of the four-way vehicle during operation. l Represents two path points (x) j ,y j ) and (x j+1 ,y j+1 The Euclidean distance between T and T turn Indicates the time required for a four-way vehicle to make each turn; T top Indicates the time required for placing the four-way roof or pallet; This indicates the maximum speed at which the hoist operates; a eva d represents the acceleration of the hoist during operation; i-1,i This represents the distance between the (i-1)th layer and the ith layer; Step S416: Calculate the single four-way vehicle outbound efficiency E out The specific calculation formula is as follows: Among them, T out N represents the total time taken for the four-way vehicle to traverse all outbound points to all warehouse locations; out Indicates the number of outbound points; This represents the path travel time of a four-way vehicle from the 0th exit point to the jth storage location on the ith level; This represents the number of path segments from the 0th outbound point to the jth storage location on the ith level; This indicates the total time taken for a four-way vehicle to complete a single outbound task and make turns. This represents the number of path segments from the 0th outbound point to the jth storage location on the ith level; Step S417: Based on the single four-way vehicle entry efficiency E in Efficiency of single four-way vehicle outbound out Calculate the efficiency E of a single four-way vehicle entry and exit from the warehouse. vehicle The specific calculation formula is as follows: AND vehicle =max(E in +E out ) 8. The layout optimization method for a four-way shuttle high-density automated warehouse according to claim 1, characterized in that: In step S6, when the cosine adaptive genetic layout optimization algorithm is used to dynamically adjust the crossover rate and mutation rate, the formulas for calculating the crossover rate and mutation rate are as follows: Among them, P c P represents the crossover rate under the cosine adaptive genetic layout optimization algorithm; c0 ΔP represents the initial value of the crossover rate. c f represents the magnitude of the change in crossover rate. 1,2 f represents the average fitness of parent individuals 1 and 2. avg f min and f max These represent the mean, minimum, and maximum fitness of the population, respectively. Among them, P m P represents the mutation rate under the cosine adaptive genetic layout optimization algorithm; m0 ΔP represents the initial value of the mutation rate. m The value represents the magnitude of the change in the mutation rate, and f represents the fitness of the parent individual. avg f min and f max Let represent the mean, minimum, and maximum fitness of the population, respectively. When using a dynamic genetic layout optimization algorithm incorporating simulated annealing to dynamically adjust the crossover and mutation rates, the formulas for calculating the crossover and mutation rates are as follows: T(b)=T0·δ b ; Among them, P c (b) represents the crossover rate under the dynamic genetic layout optimization algorithm combined with simulated annealing; P m (b) represents the mutation rate under the dynamic genetic layout optimization algorithm combined with simulated annealing mechanism; T(b) represents the temperature function that changes with the number of iterations; T0 represents the initial temperature; δ represents the cooling coefficient, and 0 < δ < 1; b represents the current iteration number.

9. The layout optimization method for a four-way shuttle high-density automated warehouse according to claim 1, characterized in that: In step S6, the initial layout solution of the four-way shuttle high-density automated warehouse is subjected to cross-operation, which specifically includes the following sub-steps: Step S61: Randomly select some main road blocks from the first parent generation and the second parent generation respectively, and retain them in the corresponding positions in the first child generation; Step S62: Fill the corresponding positions in the second generation with the main road blocks that were not selected in the first parent generation in order, and fill the corresponding positions in the first generation with the main road blocks that were not selected in the second parent generation in order, so as to obtain the main road block layout after cross-recombination. Step S63: Based on the main road block layout after cross-reorganization, regenerate sub-main road blocks, hoist main road blocks, inbound lane blocks, outbound lane blocks, pallet blocks, and defect blocks; The initial solution for the layout of the four-way shuttle high-density automated warehouse is subjected to a mutation operation, which specifically includes the following sub-steps: Step S64: Randomly select a main road block, calculate the distance between the selected main road block and the nearest defective block, and define the minimum base number and minimum pallet unit according to the material receiving and dispatching method requirements; Step S65: Determine whether the distance between the selected main road block and the nearest defective block is greater than or equal to the minimum base number. If yes, move the main road block one minimum base number along the feasible direction. If no, determine whether the distance between the selected main road block and the nearest defective block is greater than or equal to the minimum pallet unit. If yes, move the main road block one minimum pallet unit along the feasible direction. If no, abandon the move to obtain the modified main road block layout. Step S66: Based on the modified main road block layout, regenerate the sub-main road blocks, elevator main road blocks, inbound lane blocks, outbound lane blocks, pallet blocks, and defect blocks.

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