Scheduling control method, device and equipment for multiple annularly-penetrating RGVs and storage medium

Abstract

The invention discloses a dispatching control method, device and equipment for multiple annularly-penetrating RGVs and a storage medium, and relates to the technical field of annularly-penetrating RGV dispatching.The dispatching control method for the multiple annularly-penetrating RGVs is applied to an annularly-penetrating track, the annularly-penetrating track is provided with a first straight line and a second straight line, and a transition transverse moving track is arranged in the middle of the annularly-penetrating track; the transition transverse moving track is perpendicular to the first straight line and the second straight line, the RGV trolley reaches the second straight line from the first straight line through the transition transverse moving track, the transition transverse moving track is provided with a plurality of ferry vehicles which are arranged in sequence, and the method comprises the steps that the current dispatching requirement and the current position of the current RGV trolley are obtained; determining a target position where the current RGV car arrives according to the current scheduling demand; and when the current position and the target position are not on the same straight line, the current RGV trolley is controlled to move to the transition transverse moving rail, the current RGV trolley is transported to the target position through the multiple ferry vehicles, rail changing is achieved, the walking direction is changed, and the rail path stroke is shortened.

Description

Technical Field

[0001] The present application relates to the technical field of circular RGV trolley dispatching, and in particular to a dispatching control method, device, equipment and storage medium for multiple circular RGV trolleys. Background Art

[0002] In traditional RGV (Rail Guided Vehicle) trolley loop threading, the RGV trolley must run a large loop each time it performs a task. This cannot effectively shorten the RGV trolley's path, resulting in low equipment efficiency and insufficient flexibility, and unnecessary energy waste.

[0003] In order to solve the problem that the traditional RGV trolley loop threading cannot change the RGV trolley path travel, some projects have adopted track change technology to successfully shorten the RGV trolley path travel. However, combined with the actual application on site, it was found that this method has the following problems: 1. The track change switching of the RGV trolley at the three-way intersection is too complicated, the precision requirements are high, and the manufacturing cost is too high; 2. To ensure uninterrupted power supply for the RGV trolley when going straight and changing lanes, the RGV trolley must have two sets of conductive brushes, and one set of conductive brushes is always exposed and on standby, which poses a safety hazard. Summary of the Invention

[0004] The main purpose of this application is to provide a scheduling control method, device, equipment and storage medium for multiple circular RGV trolleys, aiming to solve the current technical problems of high track change cost and complex control process of circular track RGV trolleys.

[0005] To achieve the above-mentioned purpose, the present application proposes a dispatching control method for multiple circular RGV trolleys, which is applied to a circular track. A first straight line and a second straight line are provided on the circular track. The first straight line and the second straight line are arranged in parallel. A transition transverse track is provided in the middle of the circular track. The transition transverse track is perpendicular to the first straight line and the second straight line. The RGV trolley passes through the transition transverse track from the first straight line to the second straight line. A plurality of shuttle buses are provided on the transition transverse track. The plurality of shuttle buses are arranged in sequence on the transition transverse track. The multiple loop-through RGV trolley dispatching control method includes: Get the current scheduling requirements and the current position of the RGV; Determine the target location that the current RGV vehicle reaches according to the current scheduling requirements; When the current position and the target position are not on the same straight line, the current RGV trolley is controlled to move to the transition transverse track, and the current RGV trolley is transported to the target position by multiple shuttle buses.

[0006] In one embodiment, the plurality of shuttle buses include a first shuttle bus, a second shuttle bus, and a third shuttle bus, wherein the first shuttle bus is located on the transition transverse track near the first straight line, the third shuttle bus is located on the transition transverse track near the second straight line, and the second shuttle bus is located between the first shuttle bus and the third shuttle bus; When the current position and the target position are not on the same straight line, the step of controlling the current RGV trolley to move to the transition transverse track and transporting the current RGV trolley to the target position by multiple shuttle buses includes: When the current position and the target position are not on the same straight line, determining whether the current position is located in front of a first straight line; When the current position is located in front of the first straight line, detecting whether there are other RGV trolleys on the first transverse track between the transition transverse track and the first straight line; When there is no other RGV on the first transverse track, the first shuttle bus is controlled to move transversely to a first avoidance position, where the first avoidance position is a position outside the first straight line away from the transition transverse track; Control the second shuttle bus to move horizontally to the first transverse track and dock with the first straight line, and control the current RGV car to move from the front section of the first straight line to the first transverse track and walk into the second shuttle bus; The current RGV trolley is transported to the target location by the second shuttle bus.

[0007] In one embodiment, the step of transporting the current RGV to the target location by the second shuttle bus includes: Controlling the second shuttle bus to move in the direction of the second straight line, and when the second shuttle bus moves laterally beyond the first horizontal line position, controlling the second shuttle bus to rotate at a first rotation angle; After the second shuttle bus completes its rotation, it detects whether there are other RGVs in the front section of the second straight line requesting to pass the third shuttle bus; When there is no other RGV car requesting to pass the third shuttle bus in the front section of the second straight line, the third shuttle bus is controlled to move laterally to the second avoidance position, which is a position outside the second straight line away from the transition transverse track; Control the second shuttle vehicle to move transversely to the second transverse track between the second straight line and the transition transverse track and dock with the second straight line; The current RGV is controlled to leave the second shuttle bus and enter the second straight rear section to reach the target position.

[0008] In one embodiment, after the step of controlling the current RGV to leave the second shuttle bus and enter the second straight rear section to reach the target position, the step further includes: Controlling the second shuttle bus to move horizontally to a second horizontal line position; The second shuttle bus is controlled to rotate at a second rotation angle to restore the initial angle.

[0009] In one embodiment, when the current position and the target position are not on the same straight line, the step of controlling the current RGV trolley to move to the transition transverse track and transporting the current RGV trolley to the target position by multiple shuttle buses includes: When the current position and the target position are not on the same straight line, determining whether the current position is located in front of a second straight line; When the current position is located in front of the second straight line, detecting whether there are other RGV trolleys on the second transverse track between the transition transverse track and the second straight line; When there is no other RGV car on the second transverse track, the second shuttle car is controlled to rotate at a first rotation angle, and the third shuttle car is controlled to move transversely to a second avoidance position; After the second shuttle car rotates, the second shuttle car is controlled to move horizontally to the second transverse track and dock with the second straight line, and the current RGV car is controlled to move from the front section of the second straight line to the second transverse track and walk into the second shuttle car; The current RGV trolley is transported to the target location by the second shuttle bus.

[0010] In one embodiment, the step of transporting the current RGV to the target location by the second shuttle bus includes: Controlling the second shuttle bus to move in the direction of the first straight line, and when the second shuttle bus exceeds the second horizontal line, controlling the second shuttle bus to rotate at a second rotation angle; After the second shuttle bus completes its rotation, it detects whether there are other RGVs in the first straight line ahead requesting to pass the first shuttle bus; When there is no other RGV vehicle requesting to pass the first shuttle vehicle in the first straight line, the first shuttle vehicle is controlled to move laterally to the first avoidance position; Control the second shuttle vehicle to move transversely to the first transverse track between the first straight line and the transition transverse track and dock with the first straight line; The current RGV is controlled to leave the second shuttle bus and enter the rear section of the first straight line to reach the target position.

[0011] In one embodiment, the step of transporting the current RGV to the target location by the second shuttle bus includes: Controlling the second shuttle bus to move in the direction of the first straight line, and when the second shuttle bus exceeds the second horizontal line, controlling the second shuttle bus to rotate at a second rotation angle; After the second shuttle bus completes its rotation, it detects whether there are other RGVs in the first straight line ahead requesting to pass the first shuttle bus; When there is no other RGV vehicle requesting to pass the first shuttle vehicle in the first straight line, the first shuttle vehicle is controlled to move laterally to the first avoidance position; Control the second shuttle vehicle to move transversely to the first transverse track between the first straight line and the transition transverse track and dock with the first straight line; The current RGV is controlled to leave the second shuttle bus and enter the rear section of the first straight line to reach the target position.

[0012] In addition, to achieve the above purpose, the present application also proposes a multiple loop-through RGV trolley dispatching control device, the multiple loop-through RGV trolley dispatching control device comprising: The acquisition module is used to obtain the current scheduling requirements and the current position of the current RGV car; A determination module is used to determine the target position to be reached by the current RGV vehicle according to the current scheduling requirements; The control module is used to control the current RGV trolley to move to the transition transverse track when the current position and the target position are not on the same straight line, and transport the current RGV trolley to the target position through multiple shuttle buses.

[0013] In addition, to achieve the above-mentioned purpose, the present application also proposes a dispatching and control device for multiple circular RGV trolleys, which includes: a memory, a processor, and a computer program stored on the memory and runnable on the processor, and the computer program is configured to implement the steps of the dispatching and control method for multiple circular RGV trolleys as described above.

[0014] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by the processor, the steps of the scheduling control method for multiple circular RGV trolleys as described above are implemented.

[0015] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, it implements the steps of the multiple circular RGV trolley scheduling control method as described above.

[0016] One or more technical solutions proposed in this application have at least the following technical effects: 1) By introducing a transitional transverse track and shuttle system, the RGV can quickly switch between the first and second straight lines. This method avoids the limitation of traditional RGVs that they must run a large loop, greatly shortens the path required for the RGV to perform its tasks, and thus improves overall work efficiency; 2) The RGV's route can be dynamically adjusted based on current mission requirements, allowing it to flexibly move from one straight line to another as needed without the need for fixed track change points. This increases the system's adaptability and flexibility, significantly reducing energy consumption by eliminating unnecessary long-distance travel, ultimately achieving energy conservation and emission reduction goals. Furthermore, compared to traditional complex track change structures, this solution utilizes a relatively simple mechanical design (such as transition rails and shuttles), reducing manufacturing and maintenance costs. 3) Through precise scheduling algorithms and real-time monitoring mechanisms, each RGV is ensured to operate safely and orderly on its scheduled route, reducing fault alarms caused by mechanical vibration or position loss, further ensuring the safety of equipment operation; 4) By determining the specific position of the current RGV car and performing shuttle bus operations in a targeted manner, spatial conflicts caused by multiple RGV cars using the transition transverse track at the same time can be effectively avoided. In particular, the first shuttle bus will move to the first avoidance position when necessary to make way for other RGV cars, thereby improving the space utilization efficiency of the entire system and flexibly adjusting the position and transportation strategy of the shuttle bus based on the relationship between the current position and the target position of the RGV car. For example, only when it is detected that there are no other RGV cars on the first transverse track will the corresponding shuttle bus be started for docking and transportation operations, ensuring that each step is efficient and conflict-free. By clarifying the area of ​​action of each shuttle bus and its corresponding movement logic (such as the first shuttle bus is responsible for the first avoidance position, the second shuttle bus is responsible for the actual transportation task, etc.), the entire scheduling process is more orderly, concise, and easy to monitor and manage. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0018] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0019] Figure 1 A flowchart of the first embodiment of the method for controlling the dispatching of multiple RGV vehicles is provided in this application; Figure 2 A schematic diagram of a loop track provided in accordance with an embodiment of the present invention's method for controlling the dispatching of multiple looping RGVs; Figure 3 A flow chart illustrating a second embodiment of the method for controlling the dispatching of multiple RGV vehicles according to the present application; Figure 4 A schematic diagram of the movement of the first shuttle bus and the second shuttle bus provided in an embodiment of the multiple loop-through RGV trolley dispatching control method of this application; Figure 5 A flow chart illustrating a third embodiment of the method for controlling the dispatching of multiple RGV vehicles according to the present application; Figure 6 A schematic diagram of the movement of the second and third shuttle buses provided in an embodiment of the multiple loop-through RGV trolley dispatching control method of this application; Figure 7 This is a schematic diagram of the module structure of the multiple loop-through RGV trolley dispatching control device according to an embodiment of the present application; Figure 8 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the scheduling control method for multiple circular RGV trolleys in the embodiment of this application.

[0020] Description of Figure Numbers: The first straight line 101, the second straight line 202, the transition transverse track A, the first shuttle bus B1, the second shuttle bus B2, the third shuttle bus B3, the first transverse track C1, the second transverse track C2, the first avoidance position D1 and the second avoidance position D2.

[0021] The purpose, features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0022] It should be understood that the specific embodiments described herein are merely used to explain the technical solutions of the present application and are not intended to limit the present application.

[0023] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0024] The main solution of the embodiment of the present application is: a scheduling control method for multiple circular RGV trolleys is applied to a circular track, wherein a first straight line and a second straight line are provided on the circular track, the first straight line and the second straight line are arranged in parallel, a transition transverse track is provided in the middle of the circular track, the transition transverse track is arranged perpendicular to the first straight line and the second straight line, the RGV trolley passes through the transition transverse track from the first straight line to the second straight line, a plurality of shuttle buses are provided on the transition transverse track, and the plurality of shuttle buses are arranged in sequence on the transition transverse track; the scheduling control method for multiple circular RGV trolleys includes obtaining the current scheduling demand and the current position of the current RGV trolley; determining the target position to be reached by the current RGV trolley according to the current scheduling demand; when the current position and the target position are not on the same straight line, controlling the current RGV trolley to move to the transition transverse track, and transporting the current RGV trolley to the target position by a plurality of shuttle buses.

[0025] To address the issue of traditional RGV loops being unable to change the RGV's path, some projects have successfully implemented track-switching technology to shorten the RGV's path. However, based on actual field applications, this approach has been found to have the following issues: 1. The RGV's track switching at three-way intersections is complex, requires high precision, and is therefore expensive to manufacture. 2. To ensure uninterrupted power for both straight and lateral travel, the RGV must have two sets of conductive brushes, one of which must always be exposed and on standby, posing a safety hazard. 3. During the path change process, the barcode scanner switches from straight scanning to side scanning, a complex mechanism that can easily interfere with the track and barcode frame. This lack of space is particularly evident in small loops. Mechanical vibration during the rotational lane change process can easily cause unstable laser scanning data, leading to fault alarms such as position loss. 4. A maintenance platform cannot be directly located on the track-switching traverse; a separate shuttle bus or a track-switching interface must be added to the maintenance platform, increasing equipment manufacturing costs.

[0026] This application provides a solution that utilizes three shuttle buses and a transverse track to cooperate with scheduling to effectively shorten the RGV trolley's task path, successfully solving the problem that the traditional RGV trolley's loop threading cannot change the RGV trolley's path. The equipment manufacturing process is simple, reducing manufacturing and operation and maintenance costs, improving equipment work efficiency, and successfully achieving energy conservation and emission reduction.

[0027] It should be noted that the execution subject of this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, mobile phone, etc., or an electronic device capable of realizing the above functions, a multiple-circular RGV trolley dispatching and control device, etc. The following uses the multiple-circular RGV trolley dispatching and control device as an example to illustrate this embodiment and the following embodiments.

[0028] Based on this, the embodiment of the present application provides a method for dispatching and controlling multiple RGV trolleys, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the scheduling control method for multiple circular RGV vehicles of this application.

[0029] In this embodiment, the multiple loop-through RGV trolley scheduling control method is applied to the loop-through track, such as Figure 2 As shown, Figure 2 This is a schematic diagram of a circular track, wherein a first straight line 101 and a second straight line 202 are provided on the circular track, and the first straight line 101 and the second straight line 202 are arranged in parallel. A transition transverse track A is provided in the middle of the circular track, and the transition transverse track A is arranged perpendicular to the first straight line 101 and the second straight line 202. The RGV trolley passes through the transition transverse track A from the first straight line 101 to the second straight line 202. A plurality of shuttle buses are provided on the transition transverse track A, and the plurality of shuttle buses are arranged in sequence on the transition transverse track.

[0030] It should be noted that there are multiple RGV trolleys on the circular track, 1 maintenance station, 4 entrances, 6 exits, and 6 sets of warehouse stacker entrances and exits. In the automatic operation mode, the RGV trolley on the circular track can only run in one direction and cannot reverse. Reversal will collide with the RGV trolley behind. Therefore, the RGV trolley can only move from the front section of the first straight line 101 to the back section of the first straight line 101 on the first straight line 101. If it continues to run, it will bypass the loop to the front section of the second straight line 202 and move to the back section of the second straight line 202. Similarly, the RGV trolley can only move from the front section of the second straight line 202 to the back section of the second straight line 202 on the second straight line 202. If it continues to run, it will bypass the loop to the front section of the first straight line 101 and move to the back section of the first straight line 101.

[0031] The multiple loop-through RGV trolley dispatching control method includes steps S10 to S30: Step S10: Obtain the current scheduling demand and the current position of the current RGV vehicle.

[0032] It should be noted that the current scheduling demand may include the current RGV trolley that needs to be controlled and the target position that the current RGV trolley is about to reach. For example, the current scheduling demand is to control the RGV trolley 1 to go from the exit of the stacker 1 to the material exit 4.

[0033] The current position of the current RGV trolley can be detected by a position sensor provided on the current RGV trolley. For example, the current position of the current RGV trolley is the front section of the first straight line 101 or the rear section of the first straight line 101 .

[0034] Step S20: Determine the target location to be reached by the current RGV according to the current scheduling requirements.

[0035] In practice, current dispatch requirements can be analyzed to determine the target location the RGV needs to reach. This determination is accomplished by a master PLC (Programmable Logic Controller) controlling the dispatch system. Each RGV is independently controlled by a PLC, and the master and RGV PLCs communicate using a wireless network module.

[0036] Step S30: When the current position and the target position are not on the same straight line, the current RGV trolley is controlled to move to the transition transverse track, and the current RGV trolley is transported to the target position by multiple shuttle buses.

[0037] In a specific implementation, the current position of the current RGV trolley and the target position can be compared to see whether they are on the same straight line, for example, whether they are both on the first straight line 101 or whether they are both on the second straight line 202. If the current position and the target position are on the same straight line, the current RGV trolley can be directly controlled to move from the current position to the target position without having to control the current RGV trolley to move to the transition transverse track A. If the current position of the current RGV trolley and the target position are not on the same straight line, a large cycle is required to move from the current position to the target position. The path of the current RGV trolley is relatively long, resulting in low equipment efficiency. Therefore, the current RGV trolley can be controlled to move from the current position to the transition transverse track A first, so that the current RGV trolley can be transported by multiple shuttle buses on the transition transverse track A. The current RGV trolley can be directly transported from the current straight line to another straight line to reach the target position, effectively shortening the path of the RGV trolley to perform the task.

[0038] This embodiment provides a scheduling and control method for multiple circular RGV trolleys. By introducing a transition transverse track and a shuttle bus system, the RGV trolley can be quickly switched between the first straight line and the second straight line. This method avoids the limitation that traditional RGV trolleys must run a large cycle, greatly shortens the path required for the RGV trolley to perform tasks, and thus improves overall work efficiency; it can dynamically adjust the RGV trolley's route according to current task requirements, so that the RGV trolley can flexibly move from one straight line to another according to actual needs without the need for fixed track change points, which increases the adaptability and flexibility of the system. By reducing unnecessary long-distance operations, it helps to significantly reduce energy consumption and achieve the goal of energy conservation and emission reduction. In addition, compared with the traditional complex track change structure, this solution adopts a relatively simple mechanical design (such as transition transverse tracks and shuttle buses), which reduces manufacturing and maintenance costs; through precise scheduling algorithms and real-time monitoring mechanisms, it ensures that each RGV trolley runs safely and orderly on its predetermined route, reduces fault alarms caused by mechanical jitter or position loss, and further ensures the safety of equipment operation; Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above embodiment 1 can be referred to the above introduction and will not be described in detail later. Figure 3 , step S30 includes steps S301 to S305: In this embodiment, continue to refer to Figure 2 The multiple shuttle buses include a first shuttle bus B1, a second shuttle bus B2 and a third shuttle bus B3. The first shuttle bus B1 is located on the transition transverse track A close to the first straight line 101, the third shuttle bus B3 is located on the transition transverse track A close to the second straight line 202, and the second shuttle bus B2 is located between the first shuttle bus B1 and the third shuttle bus B3.

[0039] It should be noted that the first shuttle bus B1, the second shuttle bus B2 and the third shuttle bus B3 can be moved horizontally to the first straight line 101 and the second straight line 202 via the horizontal track. The second shuttle bus B2 is provided with a rotating mechanism, which can rotate on the spot to save walking time.

[0040] Step S301: When the current position and the target position are not on the same straight line, determine whether the current position is located in the front section of a first straight line.

[0041] In this embodiment, if the current position and the target position are not on the same straight line, it is possible to first determine whether the current position is located in the front section of the first straight line. If the current position is located in the rear section of the first straight line, the current RGV trolley can be directly controlled to move from the rear section of the first straight line through the loop to the front section of the second straight line without controlling the current RGV trolley to move to the transition transverse track.

[0042] Step S302: When the current position is located in the front section of the first straight line, detect whether there are other RGV vehicles on the first transverse track between the transition transverse track and the first straight line.

[0043] In a specific implementation, if the current position is located in the front section of the first straight line, the current RGV trolley can be directly controlled to cross to the second straight line through the transition transverse track. In order to avoid collision with other RGV trolleys when crossing, it is possible to first detect whether there are other RGV trolleys on the first transverse track between the transition transverse track and the first straight line. The first transverse track between the transition transverse track and the first straight line is the intersection position of the transition transverse track and the first straight line. Figure 2 At position C1 on the top.

[0044] In a feasible implementation, when there are other RGVs on the first transverse track C1, the current RGV may be controlled to wait until there are no other RGVs on the first transverse track C1 before executing step S303.

[0045] Step S303: When there is no other RGV vehicle on the first transverse track, the first shuttle vehicle is controlled to move transversely to a first avoidance position, where the first avoidance position is a position outside the first straight line and away from the transition transverse track.

[0046] It should be noted that if there is no other RGV car on the first transverse track C1, the first shuttle car B1 can be controlled to move transversely to the first avoidance position D1. Figure 2 As shown, it is set outside the first straight line 101 and away from the transition transverse track A. After the first shuttle bus B1 moves transversely to the first avoidance position D1, it can make room for the operation of the second shuttle bus B2, thereby facilitating the second shuttle bus B2 to transport the current RGV trolley to another straight line.

[0047] Step S304: Control the second shuttle bus to move horizontally to the first transverse track and dock with the first straight line, and control the current RGV car to move from the front section of the first straight line to the first transverse track and walk into the second shuttle bus.

[0048] In a specific implementation, after the first shuttle bus B1 moves to the first avoidance position D1, the second shuttle bus B2 can be controlled to move horizontally to the first transverse track C1 and dock with the first straight line 101. At the same time, the current RGV trolley is controlled to move from the front section of the first straight line to the first transverse track C1, thereby walking into the second shuttle bus B2 and reaching the set position of the second shuttle bus B2. Each RGV trolley is equipped with a laser barcode rangefinder, and a barcode tape is installed on the side of the shuttle bus to read the position data in real time. It can be determined whether the set position has been reached based on the relationship between the actual position of the current RGV trolley and the set position value, that is: |Actual position - set position value|<= positioning accuracy The positioning accuracy value can be adjusted according to needs. When |actual position - set position value| <= positioning accuracy, it means that the current RGV car has reached the set position of the second shuttle bus B2.

[0049] like Figure 4 As shown, Figure 4 This is a schematic diagram of the movement of the first shuttle bus and the second shuttle bus. At this time, the first shuttle bus B1 moves to the first avoidance position D1, and the second shuttle bus B2 moves horizontally to the first horizontal track C1, so that the current RGV car enters the second shuttle bus B2.

[0050] Step S305: transporting the current RGV to the target location via the second shuttle bus.

[0051] After the current RGV trolley arrives at the set position, the second shuttle bus B2 can be controlled to start moving horizontally, thereby transporting the current RGV trolley to the target position.

[0052] In a feasible implementation, step S305 may include steps A11 to A15: Step A11: Control the second shuttle bus to move in the direction of the second straight line, and when the second shuttle bus moves laterally beyond the first horizontal line, control the second shuttle bus to rotate at a first rotation angle; In practice, the second shuttle bus B2 can monitor its position in real time during its lateral movement to ensure it remains on track. When the second shuttle bus B2 moves beyond the first horizontal line, it can be controlled to rotate to adjust its direction so that it can smoothly connect with the target straight line. The first horizontal line is the initial parking position of the first shuttle bus B1.

[0053] The first rotation angle can be preset according to actual needs to ensure that the second shuttle bus B2 can accurately dock with the second straight line. In this embodiment, the first rotation angle is set to 180 degrees, thereby changing the direction of the second shuttle bus.

[0054] In practice, the second shuttle bus features a rotating mechanism equipped with four slot-type photoelectric switches, which control 0-degree deceleration, 0-degree end position, 180-degree deceleration, and 180-degree end position. A frequency converter controls the motor speed. The process begins at high speed at the 0-degree position, then decelerates and ends at 0 degrees for a settable 2 seconds, then operates at medium speed. Upon hitting the 180-degree deceleration switch, the system operates at low speed. Upon hitting the 180-degree end position, the frequency converter decelerates to its minimum output frequency and shuts down. Simultaneously, DC braking is initiated, releasing the brake coil to achieve ultra-low-speed, high-precision positioning.

[0055] Step A12: After the second shuttle bus completes its rotation, detecting whether there are other RGVs in the front section of the second straight line requesting to pass the third shuttle bus; After the second shuttle bus B2 completes its rotation, in order to avoid collision with other RGVs, it may be detected whether there are other RGVs in the front section of the second straight line 202 requesting to pass the third shuttle bus B3.

[0056] In a specific implementation, when there are other RGV vehicles requesting to pass the third shuttle bus in front of the second straight line, the second shuttle bus is controlled to move sideways to the second horizontal line position and wait until the other RGV vehicles pass the third shuttle bus, and the step of controlling the third shuttle bus to move sideways to the second avoidance position is executed.

[0057] It should be noted that if there are other RGV car requests, you need to wait for them to pass before continuing to the subsequent steps.

[0058] Step A13: When no other RGVs request to pass the third shuttle bus in the front section of the second straight line, the third shuttle bus is controlled to move laterally to a second avoidance position, where the second avoidance position is a position outside the second straight line away from the transitional transverse track; If there is no other RGV request, the third shuttle bus B3 can be controlled to move horizontally to the second avoidance position D2 to make room for the second shuttle bus B2. Figure 2 As shown, the second avoidance position D2 is a position outside the second straight line 202 and away from the transition transverse track A.

[0059] Step A14: controlling the second shuttle vehicle to move laterally to the second transverse track between the second straight line and the transition transverse track and dock with the second straight line; After the third shuttle bus B3 moves to the second avoidance position D2, the second shuttle bus B2 can be controlled to move laterally to the second transverse track C2 and dock with the second straight line 202 to ensure that the current RGV trolley can smoothly enter the second straight line 202.

[0060] It can be understood that the second transverse track C2 is the location where the second straight line 202 and the transition transverse track A intersect.

[0061] Step A15: Control the current RGV to leave the second shuttle bus and enter the rear section of the second straight line to reach the target position.

[0062] When the current RGV car leaves the second shuttle bus and enters the second straight line, its position information can be monitored in real time through the position sensor to ensure that it reaches the target position.

[0063] Since each shuttle bus is equipped with a laser barcode rangefinder and a barcode tape is installed on the side of the transverse track to read the position data in real time, the positioning method is as follows: when the target distance is greater than 1500mm, it runs at high speed; when the target distance is less than 1500mm and greater than 600mm, it runs at medium speed; when the target distance is less than 600mm, it runs at low speed. When it reaches the set position, the inverter decelerates to the lowest output frequency and stops, and simultaneously starts DC braking and releases the brake coil to achieve ultra-low speed and high-precision positioning. After the current RGV trolley reaches the second transverse track C2 position, the positioning pin extends out and docks with the second straight line 202. After the positioning pin is extended and locked, the RGV trolley will not deviate when entering or exiting the shuttle bus.

[0064] In specific implementation, the operating positions of each shuttle bus are as follows: the first shuttle bus B1 operates in the C1-D1 horizontal line position interval, the second shuttle bus operates in the C1-C2 horizontal line position interval, and the third shuttle bus operates in the C2-D2 horizontal line position interval. The first shuttle bus is initially at the C1 horizontal line position and docked with the first straight line, and is responsible for the RGV trolley's straight transition to the first straight line. When it needs to avoid the second shuttle bus, it moves horizontally to the D1 horizontal line position to avoid it. The second shuttle bus is initially on standby at the first shuttle bus's initial parking position or the third shuttle bus's initial parking position horizontal line position, and is responsible for the RGV trolley's transfer and line switching task. During the line switching process, it needs to rotate 180 degrees to change the RGV trolley's travel direction. The third shuttle bus is initially at the C2 horizontal line position and docked with the second straight line, and is responsible for the RGV trolley's straight transition to the second straight line. When it needs to avoid the second shuttle bus or transfer the RGV trolley for maintenance, it moves horizontally to the D2 position to avoid or transfer the RGV trolley for maintenance.

[0065] Furthermore, to ensure the accuracy and safety of the entire dispatching process, multiple monitoring and alarm mechanisms can be set up. For example, if an anomaly or malfunction occurs during the operation of a shuttle bus or RGV trolley, an alarm signal can be immediately triggered, alerting the operator to handle it promptly. At the same time, a real-time monitoring interface can be set up to display the real-time position and status information of each shuttle bus and RGV trolley, allowing operators to keep abreast of the operation of the entire system at all times. By introducing a transitional transverse track and shuttle bus system, rapid switching and flexible dispatching of RGV trolleys between different straight lines are achieved. This method not only improves overall work efficiency and reduces manufacturing and maintenance costs, but also helps achieve the goals of energy conservation and emission reduction. At the same time, precise scheduling algorithms and real-time monitoring mechanisms ensure the safety and reliability of the entire system.

[0066] In a feasible implementation manner, after step S305, the method further includes: controlling the second shuttle bus to move laterally to a second horizontal position; and controlling the second shuttle bus to rotate at a second rotation angle to restore the initial angle.

[0067] It should be noted that after the current RGV car leaves the second shuttle bus B2, the second shuttle bus B2 can be controlled to move horizontally to the second horizontal line position. The second horizontal line position is the initial parking position of the third shuttle bus B3, which is close to the second straight line 202. At the same time, the second shuttle bus B2 is controlled to rotate at a second rotation angle to restore the initial angle. The second rotation angle is 0 degrees. The rotation mechanism of the second shuttle bus B2 can be controlled to rotate to the 0 degree position and wait for the next control.

[0068] This application can effectively avoid space conflicts caused by multiple RGV trolleys using the transition transverse track at the same time by determining the specific position of the current RGV trolley and performing shuttle bus operations in a targeted manner. In particular, the first shuttle bus will move to the first avoidance position when necessary to make room for other RGV trolleys, thereby improving the space utilization efficiency of the entire system and flexibly adjusting the position and transportation strategy of the shuttle bus based on the relationship between the current position and the target position of the RGV trolley. For example, when it is detected that there are no other RGV trolleys on the first transverse track, the corresponding shuttle bus will be started for docking and transportation operations to ensure that each step is efficient and conflict-free. By clarifying the action area of ​​each shuttle bus and its corresponding movement logic (such as the first shuttle bus is responsible for the first avoidance position, the second shuttle bus is responsible for the actual transportation task, etc.), the entire scheduling process is more orderly, concise, and easy to monitor and manage.

[0069] Based on the first embodiment of the present application, in the third embodiment of the present application, the same or similar contents as those in the above embodiment 1 can be referred to the above introduction and will not be described in detail later. Figure 5 , step S30 includes steps S306 to S310: Step S306: When the current position and the target position are not on the same straight line, determine whether the current position is located in the front section of a second straight line.

[0070] It should be noted that if the current position and the target position are not on the same straight line, it can be determined whether the current position is located in the front section of the second straight line. If the current position is located in the rear section of the second straight line, the current RGV trolley can be directly controlled to move from the rear section of the second straight line through the loop to the front section of the first straight line without controlling the current RGV trolley to move to the transition transverse track.

[0071] Step S307: When the current position is located in the front section of the second straight line, detect whether there are other RGV vehicles on the second transverse track between the transition transverse track and the second straight line.

[0072] In a specific implementation, if the current position is located in the front section of the second straight line, the current RGV trolley can be directly controlled to cross to the first straight line through the transition transverse track. In order to avoid collision with other RGV trolleys when crossing, it is possible to first detect whether there are other RGV trolleys on the second transverse track between the transition transverse track and the second straight line. The second transverse track between the transition transverse track and the second straight line is the intersection position of the transition transverse track and the second straight line, as shown above. Figure 2 At C2 in .

[0073] In a feasible implementation, when there are other RGVs on the second transverse track C2, the current RGV may be controlled to wait until there are no other RGVs on the second transverse track C2 before executing step S308.

[0074] Step S308: When there is no other RGV vehicle on the second transverse track, the second shuttle vehicle is controlled to rotate at a first rotation angle, and the third shuttle vehicle is controlled to move transversely to a second avoidance position.

[0075] It should be noted that if there is no other RGV car on the second transverse track C2, the third shuttle car B3 can be controlled to move transversely to the second avoidance position D2. Figure 2 As shown, it is set outside the second straight line 202 and away from the transition transverse track A. After the third shuttle bus B3 moves transversely to the second avoidance position D2, it can make room for the operation of the second shuttle bus B2, thereby facilitating the second shuttle bus B2 to transport the current RGV trolley to another straight line.

[0076] At this time, it is also necessary to control the rotating mechanism on the second ferry vehicle B2 to rotate at a first rotation angle, which is 180 degrees, so that the second ferry vehicle B2 can be controlled to move laterally.

[0077] Step S309: After the second shuttle bus completes its rotation, the second shuttle bus is controlled to move horizontally to the second transverse track and dock with the second straight line, and the current RGV trolley is controlled to move from the front section of the second straight line to the second transverse track and walk into the second shuttle bus.

[0078] In the specific implementation, after the third shuttle bus B3 moves to the second avoidance position D2, the second shuttle bus B2 can be controlled to move horizontally to the second transverse track C2 and dock with the second straight line 202. At the same time, the current RGV trolley is controlled to move from the front section of the second straight line to the second transverse track C2, thereby walking into the second shuttle bus B2 and reaching the set position of the second shuttle bus B2.

[0079] like Figure 6 As shown, Figure 6 This is a schematic diagram of the movement of the second shuttle bus and the third shuttle bus. At this time, the third shuttle bus B3 moves to the second avoidance position D2, and the second shuttle bus B2 moves horizontally to the second horizontal movement track C2, so that the current RGV car enters the second shuttle bus B2.

[0080] Step S310: transporting the current RGV to the target location via the second shuttle bus.

[0081] After the current RGV trolley arrives at the set position, the second shuttle bus B2 can be controlled to start moving horizontally, thereby transporting the current RGV trolley to the target position.

[0082] In a feasible implementation, step S310 may include steps B11 to B15: Step B11: Control the second shuttle bus to move in the direction of the first straight line, and when the second shuttle bus exceeds the second horizontal line, control the second shuttle bus to rotate at a second rotation angle; In practice, the second shuttle bus B2 can monitor its position in real time during its lateral movement to ensure it remains on track. When the second shuttle bus B2 moves beyond the second horizontal line, it can be controlled to rotate to adjust its direction so that it can smoothly connect with the target straight line. The second horizontal line is where the third shuttle bus B3 is initially parked.

[0083] The second rotation angle can be preset according to actual needs to ensure that the second shuttle bus B2 can accurately dock with the first straight line. In this embodiment, the second rotation angle is set to 0 degrees, thereby changing the direction of the second shuttle bus.

[0084] Step B12: After the second shuttle bus completes its rotation, detecting whether there are other RGVs in the front section of the first straight line requesting to pass the first shuttle bus; After the second shuttle bus B2 completes its rotation, in order to avoid collision with other RGVs, it can detect whether there are other RGVs in the front section of the first straight line 101 requesting to pass the first shuttle bus B1.

[0085] In a specific implementation, when there are other RGV vehicles requesting to pass the first shuttle bus in front of the first straight line, the second shuttle bus is controlled to move sideways to the first horizontal line position and wait until the other RGV vehicles pass the second shuttle bus, and the step of controlling the second shuttle bus to move sideways to the first avoidance position is executed.

[0086] It should be noted that if there are other RGV car requests, you need to wait for them to pass before continuing to the subsequent steps.

[0087] Step B13: When no other RGVs request to pass the first shuttle bus in the front section of the first straight line, control the first shuttle bus to move laterally to a first avoidance position; If there is no other RGV request, the first shuttle bus B1 can be controlled to move horizontally to the first avoidance position D1 to make room for the second shuttle bus B2.

[0088] Step B14: controlling the second shuttle vehicle to move transversely to the first transverse track between the first straight line and the transition transverse track and dock with the first straight line; After the first shuttle bus B1 moves to the first avoidance position D1, the second shuttle bus B2 can be controlled to move horizontally to the first transverse track C1 and dock with the first straight line 101 to ensure that the current RGV car can smoothly enter the first straight line 101.

[0089] Step B15: Control the current RGV to leave the second shuttle bus and enter the rear section of the first straight line to reach the target position.

[0090] When the current RGV car leaves the second shuttle bus and enters the rear section of the first straight line, its position information can be monitored in real time through the position sensor to ensure that it reaches the target position.

[0091] Since each shuttle bus is equipped with a laser barcode rangefinder and a barcode tape is installed on the side of the transverse track to read the position data in real time, the positioning method is as follows: when the target distance is greater than 1500mm, it runs at high speed; when the target distance is less than 1500mm and greater than 600mm, it runs at medium speed; when the target distance is less than 600mm, it runs at low speed. When it reaches the set position, the inverter decelerates to the lowest output frequency and stops, and simultaneously starts DC braking and releases the brake coil to achieve ultra-low speed and high-precision positioning. After the current RGV trolley reaches the first transverse track C1 position, the positioning pin extends out and docks with the first straight line 101. After the positioning pin is extended and locked, the RGV trolley will not deviate when entering or exiting the shuttle bus.

[0092] In specific implementation, in order to improve the efficiency and safety of the RGV trolley operation, it is necessary to overhaul the RGV trolley at a certain period of time, or when the RGV trolley fails, it is considered that the RGV trolley is operated to enter the maintenance station for overhaul.

[0093] In this embodiment, the method further includes: Get the current RGV car's running time and number of tasks executed; When the running time reaches a preset time threshold or the number of task executions exceeds a preset number threshold, generating a maintenance control instruction; Controlling the current RGV trolley to move to the rear section of the second straight line according to the maintenance control instruction, and controlling the current RGV trolley to move into the third shuttle bus among the multiple shuttle buses; Control the third shuttle bus to move laterally to the second avoidance position, control the current RGV trolley to reverse and retreat into the maintenance station for maintenance, and control the third shuttle bus to move laterally to the second transverse track and dock with the second straight line. The maintenance station is located outside the second straight line and away from the transition transverse track.

[0094] It should be noted that the current running time and number of tasks executed by the RGV can be obtained. When the running time reaches a preset time threshold or the number of tasks executed is greater than a preset threshold, a maintenance control instruction will be generated.

[0095] The preset time threshold and the preset number threshold can be set in advance, for example, the preset time threshold is set to 1 hour, the preset number threshold is set to 10 times, etc. This embodiment does not impose any limitation on this.

[0096] Maintenance condition = (T current ≥T threshold ) or (N tasks >N threshold ) T current is the running time, T threshold is the preset time threshold, N tasks is the number of times the task is executed, N threshold The preset number of thresholds.

[0097] In practice, only the third shuttle bus B3 can enter the maintenance station. Therefore, according to this instruction, the system will control the current RGV to move to the rear of the second straight line and enter the third shuttle bus B3. Subsequently, the third shuttle bus B3 will move sideways to the second avoidance position D2, and the RGV will reverse and retreat into the maintenance station for maintenance.

[0098] The third shuttle bus B3 needs to move from its current position to the second avoidance position according to the predetermined trajectory. The speed and distance of the lateral movement can be planned by the control system. Assume: vhorizontal =D horizontal / T move Among them, D horizontal is the lateral movement distance of the third shuttle bus B3, T move is the time required for lateral movement, so that the lateral movement speed of the third shuttle bus B3 can be planned.

[0099] In specific implementations, the current RGV is controlled to reverse and enter the maintenance station for maintenance. After the current RGV arrives at the maintenance station, the third shuttle bus B3 is controlled to move laterally to the second transverse track C2 and dock with the second straight line 202. The maintenance station is located outside the second straight line 202, away from the transition transverse track A, and adjacent to the second avoidance position D2. The system uses a path planning algorithm to ensure that the current RGV can safely enter the maintenance station.

[0100] During the maintenance process, the maintenance equipment installed in the maintenance station conducts a comprehensive inspection of the RGV, including but not limited to the wear of mechanical components, the operating status of the electrical system, and the accuracy of sensors. If any problems are detected, the maintenance equipment will automatically record and generate a corresponding maintenance report. Maintenance personnel can use the information in the report to carry out targeted repairs or replace damaged parts on the RGV. Subsequently, the third shuttle bus B3 is controlled to move horizontally to the second transverse track C2 and dock with the second line 202, transporting the repaired RGV back to the system to resume its original transportation mission.

[0101] This application ensures the accuracy and safety of the dispatching and control method for multiple RGVs through precise scheduling algorithms and real-time monitoring mechanisms. Furthermore, by introducing a transitional transverse track and shuttle system, the RGVs can be quickly switched and flexibly dispatched between different lines, improving overall work efficiency and space utilization. Furthermore, the system's maintenance mechanism ensures timely maintenance and upkeep of the RGVs, thereby extending the equipment's service life and enhancing system reliability.

[0102] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the scheduling and control method of multiple circular RGV trolleys in the present application. More simple transformations based on this technical concept are all within the scope of protection of the present application.

[0103] This application also provides a multi-unit RGV trolley dispatching control device, please refer to Figure 7 The multiple loop-through RGV trolley dispatching control device includes: The acquisition module 10 is used to obtain the current scheduling requirements and the current position of the current RGV vehicle; A determination module 20 is used to determine the target position reached by the current RGV according to the current scheduling requirements; The control module 30 is used to control the current RGV trolley to move to the transition transverse track when the current position and the target position are not on the same straight line, and transport the current RGV trolley to the target position through multiple shuttle buses.

[0104] The multiple-circular RGV trolley dispatching and control device provided by this application adopts the multiple-circular RGV trolley dispatching and control method in the above-mentioned embodiment, which can solve the technical problems of the high cost of changing tracks and the complex control process of the current RGV trolleys that are circling the track. Compared with the existing technology, the beneficial effects of the multiple-circular RGV trolley dispatching and control device provided by this application are the same as the beneficial effects of the multiple-circular RGV trolley dispatching and control method provided by the above-mentioned embodiment, and the other technical features of the multiple-circular RGV trolley dispatching and control device are the same as the features disclosed in the above-mentioned embodiment method, which will not be repeated here.

[0105] The present application provides a dispatching and control device for multiple circular RGV trolleys, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the dispatching and control method for multiple circular RGV trolleys in the above-mentioned embodiment one.

[0106] Reference below Figure 8 , which shows a schematic structural diagram of a multiple-circular RGV trolley dispatching control device suitable for implementing an embodiment of the present application. The multiple-circular RGV trolley dispatching control device in the embodiment of the present application may include, but is not limited to, mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 8 The multiple RGV trolley dispatching control devices shown are merely examples and should not impose any limitations on the functions and scope of use of the embodiments of the present application.

[0107] like Figure 8As shown, the multiple-circular RGV trolley dispatching control device may include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes based on programs stored in ROM (Read Only Memory) 1002 or programs loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the multiple-circular RGV trolley dispatching control device. Processing device 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; an output device 1008 including, for example, an LCD (Liquid Crystal Display), speaker, vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, hard disk, etc.; and a communication device 1009. The communication device 1009 can allow multiple RGV trolley dispatching control devices to communicate wirelessly or wired with other devices to exchange data. Although the figure shows multiple RGV trolley dispatching control devices with various systems, it should be understood that it is not required to implement or have all of the systems shown. More or fewer systems may be implemented or have alternatively.

[0108] In particular, according to the embodiments disclosed in the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0109] The multiple RGV trolley dispatching and control device provided by this application adopts the multiple RGV trolley dispatching and control method in the above embodiment, which can solve the technical problems of the high cost of changing tracks and the complex control process of the current RGV trolleys that are traversing the track. Compared with the existing technology, the beneficial effects of the multiple RGV trolley dispatching and control device provided by this application are the same as the beneficial effects of the multiple RGV trolley dispatching and control method provided by the above embodiment, and the other technical features of the multiple RGV trolley dispatching and control device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0110] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0111] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0112] The present application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, and the computer-readable program instructions are used to execute the scheduling control method for multiple circular RGV trolleys in the above-mentioned embodiment.

[0113] The computer-readable storage medium provided herein may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems, or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to, an electrical connection having one or more wires, a portable computer disk, a hard disk, RAM (Random Access Memory), ROM (Read Only Memory), EPROM (Erasable Programmable Read Only Memory or Flash memory), optical fiber, CD-ROM (CD-Read Only Memory), optical storage device, magnetic storage device, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including, but not limited to, wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0114] The computer-readable storage medium may be included in the dispatching control devices of multiple RGV vehicles; or it may exist independently without being assembled into the dispatching control devices of multiple RGV vehicles.

[0115] The above-mentioned computer-readable storage medium carries one or more programs. When the above-mentioned one or more programs are executed by multiple circular RGV trolley scheduling control devices, the multiple circular RGV trolley scheduling control devices enable the following: obtain the current scheduling requirements and the current position of the current RGV trolley; determine the target position to be reached by the current RGV trolley according to the current scheduling requirements; when the current position and the target position are not on the same straight line, control the current RGV trolley to move to the transition transverse track, and transport the current RGV trolley to the target position through multiple shuttle buses.

[0116] The computer program code for performing the operations of the present application may be written in one or more programming languages, or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer via any type of network, including a LAN (Local Area Network) or a WAN (Wide Area Network), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0117] The flow charts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, program segment or a part of code, and the module, program segment or a part of code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order than that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented by a dedicated hardware-based system that performs the specified function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0118] The modules described in the embodiments of the present application may be implemented in software or hardware, wherein the name of a module does not necessarily limit the unit itself.

[0119] The computer-readable storage medium provided in this application stores computer-readable program instructions (i.e., a computer program) for executing the aforementioned method for dispatching and controlling multiple RGVs. This method addresses the current technical issues of high track switching costs and complex control processes for RGVs. Compared to the prior art, the beneficial effects of the computer-readable storage medium provided in this application are similar to those of the method for dispatching and controlling multiple RGVs provided in the aforementioned embodiments, and are not further elaborated here.

[0120] The present application also provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of the above-mentioned multiple loop-through RGV trolley scheduling control method.

[0121] The computer program product provided in this application can address the current technical issues of high track change costs and complex control processes for RGVs. Compared to the prior art, the beneficial effects of the computer program product provided in this application are similar to those of the multiple RGV scheduling control method provided in the above-mentioned embodiment, and will not be elaborated here.

[0122] The above description is only part of the embodiments of the present application and does not limit the patent scope of the present application. All equivalent structural transformations made by using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect application in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A method for dispatching and controlling multiple RGV vehicles, characterized in that: The scheduling control method for multiple circular RGV trolleys is applied to a circular track, wherein a first straight line and a second straight line are provided on the circular track, the first straight line and the second straight line are arranged in parallel, a transition transverse track is provided in the middle of the circular track, the transition transverse track is arranged perpendicular to the first straight line and the second straight line, the RGV trolley passes through the transition transverse track from the first straight line to the second straight line, and a plurality of shuttle buses are provided on the transition transverse track, and the plurality of shuttle buses are sequentially arranged on the transition transverse track; The multiple loop-through RGV trolley dispatching control method includes: Get the current scheduling requirements and the current position of the RGV; Determine the target location that the current RGV vehicle reaches according to the current scheduling requirements; When the current position and the target position are not on the same straight line, the current RGV trolley is controlled to move to the transition transverse track, and the current RGV trolley is transported to the target position by multiple shuttle buses.

2. The method according to claim 1, wherein The plurality of shuttle buses include a first shuttle bus, a second shuttle bus, and a third shuttle bus, wherein the first shuttle bus is located on the transition transverse track near the first straight line, the third shuttle bus is located on the transition transverse track near the second straight line, and the second shuttle bus is located between the first shuttle bus and the third shuttle bus; When the current position and the target position are not on the same straight line, the step of controlling the current RGV trolley to move to the transition transverse track and transporting the current RGV trolley to the target position by multiple shuttle buses includes: When the current position and the target position are not on the same straight line, determining whether the current position is located in front of a first straight line; When the current position is located in front of the first straight line, detecting whether there are other RGV trolleys on the first transverse track between the transition transverse track and the first straight line; When there is no other RGV on the first transverse track, the first shuttle bus is controlled to move transversely to a first avoidance position, where the first avoidance position is a position outside the first straight line away from the transition transverse track; Control the second shuttle bus to move horizontally to the first transverse track and dock with the first straight line, and control the current RGV car to move from the front section of the first straight line to the first transverse track and walk into the second shuttle bus; The current RGV trolley is transported to the target location by the second shuttle bus.

3. The method according to claim 2, wherein The step of transporting the current RGV to the target location by the second shuttle bus includes: Controlling the second shuttle bus to move in the direction of the second straight line, and when the second shuttle bus moves laterally beyond the first horizontal line position, controlling the second shuttle bus to rotate at a first rotation angle; After the second shuttle bus completes its rotation, it detects whether there are other RGVs in the front section of the second straight line requesting to pass the third shuttle bus; When there is no other RGV car requesting to pass the third shuttle bus in the front section of the second straight line, the third shuttle bus is controlled to move laterally to the second avoidance position, which is a position outside the second straight line away from the transition transverse track; Control the second shuttle vehicle to move transversely to the second transverse track between the second straight line and the transition transverse track and dock with the second straight line; The current RGV is controlled to leave the second shuttle bus and enter the second straight rear section to reach the target position.

4. The method according to claim 3, wherein After the step of controlling the current RGV to leave the second shuttle bus and enter the second straight rear section to reach the target position, the method further includes: Controlling the second shuttle bus to move horizontally to a second horizontal line position; The second shuttle bus is controlled to rotate at a second rotation angle to restore the initial angle.

5. The method according to claim 2, wherein When the current position and the target position are not on the same straight line, the step of controlling the current RGV trolley to move to the transition transverse track and transporting the current RGV trolley to the target position by multiple shuttle buses includes: When the current position and the target position are not on the same straight line, determining whether the current position is located in front of a second straight line; When the current position is located in front of the second straight line, detecting whether there are other RGV trolleys on the second transverse track between the transition transverse track and the second straight line; When there is no other RGV car on the second transverse track, the second shuttle car is controlled to rotate at a first rotation angle, and the third shuttle car is controlled to move transversely to a second avoidance position; After the second shuttle car rotates, the second shuttle car is controlled to move horizontally to the second transverse track and dock with the second straight line, and the current RGV car is controlled to move from the front section of the second straight line to the second transverse track and walk into the second shuttle car; The current RGV trolley is transported to the target location by the second shuttle bus.

6. The method according to claim 5, wherein The step of transporting the current RGV to the target location by the second shuttle bus includes: Controlling the second shuttle bus to move in the direction of the first straight line, and when the second shuttle bus exceeds the second horizontal line, controlling the second shuttle bus to rotate at a second rotation angle; After the second shuttle bus completes its rotation, it detects whether there are other RGVs in the first straight line ahead requesting to pass the first shuttle bus; When there is no other RGV vehicle requesting to pass the first shuttle vehicle in the first straight line, the first shuttle vehicle is controlled to move laterally to the first avoidance position; Control the second shuttle vehicle to move transversely to the first transverse track between the first straight line and the transition transverse track and dock with the first straight line; The current RGV is controlled to leave the second shuttle bus and enter the rear section of the first straight line to reach the target position.

7. The method according to any one of claims 1 to 6, characterized in that The method further comprises: Get the current RGV car's running time and number of tasks executed; When the running time reaches a preset time threshold or the number of task executions exceeds a preset number threshold, generating a maintenance control instruction; Controlling the current RGV trolley to move to the rear section of the second straight line according to the maintenance control instruction, and controlling the current RGV trolley to move into the third shuttle bus among the multiple shuttle buses; Control the third shuttle bus to move laterally to the second avoidance position, control the current RGV trolley to reverse and retreat into the maintenance station for maintenance, and control the third shuttle bus to move laterally to the second transverse track and dock with the second straight line. The maintenance station is located outside the second straight line and away from the transition transverse track.

8. A dispatching control device for multiple RGV trolleys, characterized in that: The device comprises: The acquisition module is used to obtain the current scheduling requirements and the current position of the current RGV car; A determination module is used to determine the target position to be reached by the current RGV vehicle according to the current scheduling requirements; The control module is used to control the current RGV trolley to move to the transition transverse track when the current position and the target position are not on the same straight line, and transport the current RGV trolley to the target position through multiple shuttle buses.

9. A dispatching and control device for multiple RGV vehicles, characterized in that: The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the multiple loop-through RGV trolley scheduling control method according to any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by the processor, the steps of the multiple loop-through RGV trolley scheduling control method according to any one of claims 1 to 7 are implemented.

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