Stereo warehouse storage bin type AGV with auxiliary track and operation control method thereof

Abstract

The application provides a stereoscopic warehouse storage bin type AGV with an auxiliary track and a running control method thereof. The AGV comprises an AGV body with a driving module, a navigation module and a control unit, and is further integrated with an auxiliary channel. The auxiliary channel comprises a channel body capable of being unfolded / folded and a driving mechanism for driving the channel body to move, and the channel body is provided with a track for AGV running. When the AGV is in a resting state, the channel body on the AGV body can be switched from the folded state to the unfolded state under the action of the driving mechanism, so as to form a passing path higher than the running plane of the AGV on the top of the AGV, for another AGV to pass. The application integrates a dynamically unfoldable / foldable auxiliary channel on the AGV body, creates a temporary obstacle passing path for other AGVs at the physical level, and allows subsequent AGVs to directly pass above the resting AGVs when the empty AGVs are blocked, without waiting or complex detours, so that the smoothness of the channel and the overall efficiency of the system are greatly improved.

Description

Technical Field

[0001] This invention belongs to the field of automated storage and retrieval systems (AGVs), specifically relating to an automated storage and retrieval system storage AGV with auxiliary tracks and its operation control method. Background Technology

[0002] In modern intelligent warehousing and automated storage and retrieval systems (AS / RS), Automated Guided Vehicle (AGV) systems are the core equipment for achieving automated material handling. With the increasing demands for warehouse density and efficiency, multi-AGV collaborative operations have become the norm. However, a common technical challenge in multi-AGV systems is path conflict and congestion. When an AGV needs to stop midway due to tasks such as shelving, unshelving, charging, or temporary malfunction, it physically blocks its designated path, preventing subsequent AGVs from passing. This not only causes subsequent AGVs to wait and detour, reducing the overall system efficiency, but also increases energy consumption and control system complexity due to frequent starts, stops, and path replanning.

[0003] In existing technologies, solving such problems mainly relies on software-level scheduling algorithm optimization, such as dynamic path planning and real-time obstacle avoidance through traffic management systems. Examples include the multi-AGV path planning and obstacle avoidance method based on deep reinforcement learning (DQN) disclosed in CN202310307325.3, the AGV obstacle avoidance path planning method in an unmanned warehouse system disclosed in CN202411401077.X, and the AGV obstacle avoidance path planning method for intelligent warehousing disclosed in CN202410618725.0. However, these algorithmic solutions have inherent limitations: in the environment of a three-dimensional warehouse with narrow passages and extremely high AGV density, the space for algorithm optimization is limited. Once a physical blockage occurs, subsequent AGVs have no choice but to wait or detour over long distances, leading to a decrease in overall operating efficiency. Summary of the Invention

[0004] To address the technical problems existing in the prior art, the first aspect of the present invention is to provide an automated storage and retrieval system (AS / RS) AGV with auxiliary tracks. The second aspect, based on the same inventive concept, also provides an operation control method for the aforementioned AS / RS AGV with auxiliary tracks.

[0005] In this embodiment of the invention, the automated storage and retrieval vehicle (AGV) with auxiliary tracks includes an AGV body having a drive module, a navigation module, and a control unit. The AGV body also integrates an auxiliary channel, which includes a channel body that can be deployed / retracted and a drive mechanism that drives the channel body to move. The channel body has tracks for the AGV to run on. When the AGV is in a stationary state, under the action of the drive mechanism, the channel body on the AGV body can switch from a retracted state to a deployed state to form a passageway on top of the AGV that is higher than its own travel plane, allowing another AGV to pass through.

[0006] The operation control method of this invention, based on the above-mentioned automated storage and retrieval system (AS / RS) AGV with auxiliary tracks, includes the following steps: S1, when the first AGV needs to stop on a certain track in the AS / RS, its control unit sends a "about to stop" signal and position coordinates to the central dispatch server, along with a "prepare to deploy auxiliary channel" request; S2, after receiving the request from the first AGV, the central dispatch server determines whether to deploy the auxiliary channel at the position of the first AGV based on the global traffic flow status; if deployment is required, the central dispatch server informs at least one potentially affected neighboring second AGVs of the information that the first AGV is about to deploy the auxiliary channel, and plans for the second AGV to "use the auxiliary channel". S3. Upon receiving the "allow deployment" instruction, the control unit of the first AGV instructs the drive mechanism to deploy the auxiliary channel to a predetermined state. S4. The second AGV, following the path issued by the central dispatch server, travels to the entrance of the auxiliary channel of the first AGV and passes through the auxiliary channel. S5. When the first AGV completes its task and needs to leave, or when the central dispatch server determines that the obstruction has been cleared, the central dispatch server sends a "reclaim channel" instruction to the first AGV. After confirming that no AGV is passing through or waiting to pass, the first AGV controls the drive mechanism to retract the deployed auxiliary channel, restoring it to a drivable state.

[0007] Compared with the prior art, the advantages of the superior technical solution of the present invention include:

[0008] 1. This invention integrates a dynamically deployable / retractable auxiliary channel into the AGV body, creating a temporary obstacle-crossing path for other AGVs at the physical level. This allows subsequent AGVs to pass directly over the stationary AGV when an idle AGV is blocked, without waiting or complicated detours, greatly improving the smoothness of the channel and the overall efficiency of the system.

[0009] 2. This invention constructs a dual judgment system of "quantification of congestion impact + evaluation of efficiency gain" through the dynamic congestion impact coefficient formula and the traffic efficiency gain coefficient formula, breaking through the limitations of traditional scheduling systems' "empirical judgment" or "single parameter judgment". Dynamic congestion impact coefficient Taking into account multiple factors such as dwell time, number of AGVs, and detour distance, combined with traffic flow density correction coefficients. It achieves adaptive judgment under different warehousing scenarios; the passage efficiency gain coefficient This quantifies the actual value of deploying auxiliary channels, avoiding energy waste caused by ineffective deployment. Compared to the traditional method of "relying solely on path conflict judgment," this invention improves the accuracy of judgment, making the deployment of auxiliary channels more targeted and further enhancing the overall operating efficiency of multi-AGV systems. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of the main structure of the automated warehouse storage AGV with auxiliary tracks in Embodiment 1. Figure 1 The auxiliary channel is in a retracted state.

[0011] Figure 2 yes Figure 1 Top view diagram.

[0012] Figure 3 This is a schematic diagram of the main structure of the automated warehouse storage AGV with auxiliary tracks in Embodiment 1. Figure 2 The auxiliary channel is in the deployed state.

[0013] The reference numerals in the accompanying drawings include: AGV body 10, auxiliary channel 20, channel body 21, main bridge 211, ramp 212, rotating shaft 213, drive mechanism 22, drive motor 221, transmission mechanism 222, and automated warehouse track 30. Detailed Implementation

[0014] 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.

[0015] Example 1

[0016] This embodiment provides an automated storage and retrieval system (AGV) with auxiliary tracks, such as... Figures 1-3As shown, the AGV includes an AGV body 10 with a drive module, a navigation module, and a control unit. The AGV body 10 uses existing technology and is not an innovation of this invention, so it will not be described in detail here. In a preferred embodiment, the AGV body 10 also integrates an auxiliary channel 20. The auxiliary channel 20 includes a channel body 21 that can be deployed / retracted and a drive mechanism 22 that drives the channel body 21 to move. The channel body 21 has a track for the AGV to run on.

[0017] When the first AGV is stationary, the drive mechanism 22 causes the passageway 21 on the first AGV body 10 to switch from a retracted state to an extended state, creating a passageway above the first AGV's own travel plane, allowing another second AGV to pass through the passageway 21. During passage, the second AGV can travel along the track on the passageway 21, allowing its wheels to run on the track, thus overtaking the stationary first AGV. This effectively avoids waiting or long detours, improving the accessibility of the automated warehouse passageway and the overall system operating efficiency.

[0018] In this invention, the load-bearing capacity of the channel body 21 must be greater than the maximum full load weight of a single AGV in the system. To achieve this strength requirement and take into account the need for lightweighting, the channel body 21 is preferably made of aerospace aluminum alloy or carbon fiber composite material and adopts a truss structure, so as to achieve lightweighting while ensuring structural strength.

[0019] In this invention, the channel body 21 includes a horizontal main bridge 211 fixed to the top of the AGV body 10, and two ramps 212 respectively hinged to both ends of the main bridge 211 along its length via a rotating shaft 213. The ramps 212 are driven by a driving mechanism 22 to rotate, thereby expanding or retracting the channel body 21. Figure 1 As shown, when the ramp 212 flips inward and fits against the main bridge body 211, the channel body 21 is in a retracted state. At this time, its structure is compact and does not affect the AGV's various operations at all; as Figure 3 As shown, when the ramp 212 flips outward to the working position, the channel body 21 enters the unfolded state. The track set on the ramp 212 can smoothly connect with the automated warehouse track 30, thereby guiding the second AGV to smoothly drive from the automated warehouse track 30 into the ramp 212, or safely drive back from the ramp 212 to the automated warehouse track 30.

[0020] In this invention, the drive mechanism 22 is integrated and embedded inside the channel body 21 of the truss structure. This layout effectively saves installation space and enhances the compactness and integrity of the structure.

[0021] Specifically, the drive mechanism 22 includes a drive motor 221 (a servo motor, the output shaft of which can be connected to a reducer) bolted to a mounting plate on top of the AGV body 10, and a transmission mechanism 222 connected to the output shaft of the drive motor 221. The output shaft of the transmission mechanism 222 is coaxially fixed to the rotating shaft 213 of the ramp 212. Each of the two ramps 212 is equipped with a drive unit consisting of a servo motor and a transmission mechanism 222. The transmission mechanism 222 is preferably a worm gear mechanism or a sprocket and chain mechanism. The worm gear mechanism has the inherent characteristic of reverse self-locking, which can reliably lock the position of the ramp 212 in the absence of power, resulting in a high safety factor. The sprocket and chain mechanism can realize long-distance power transmission. This characteristic provides significant flexibility for the layout of the drive motor 221 on top of the AGV, allowing the motor to be installed in a space-rich or easily maintained location, and then the power is efficiently transmitted to the distant rotating shaft 213 via a chain. Both of these solutions can effectively transmit the motor output power to the rotating shaft 213 after torque amplification and deceleration, thereby driving the ramp 212 to achieve a stable flipping action.

[0022] To further enhance the stability of the connection structure, preferably, a support device is provided at the end of the ramp 212 away from the main bridge body 211. This support device is located on the inner side of the docking position between the ramp 212 and the automated storage and retrieval system (AGV) track 30. When the ramp 212 is rotated to the working position, the support device can be embedded and firmly supported on the AGV track 30, effectively enhancing the connection rigidity between the ramp 212 and the track, and preventing vibration or displacement caused by AGV passage. Preferably, the support device adopts universal buffer support feet or universal buffer support wheels, which have multi-directional self-adaptive and vibration damping functions, can adapt to minor unevenness on the track surface, and ensure stable and reliable support.

[0023] In this invention, the auxiliary channel 20 is integrated into the top of the AGV body 10, which is particularly suitable for AGVs with side-opening / drawer-type picking / unloading methods. Moreover, it is adapted to AGVs that pick up goods from the top: the auxiliary channel 20 is provided with a clearance cavity for the AGV picking mechanism (robotic arm or picking plate) to pass through, and in the retracted state, the highest point of the upper surface of the auxiliary channel 20 is always lower than the lowest point when the picking mechanism is fully extended upwards, ensuring that the added auxiliary channel 20 will not interfere with the normal picking and unloading operation of the AGV in any working mode, and ensuring the integrity and reliability of the equipment function.

[0024] This invention is particularly suitable for AGVs with internal storage space, such as small warehouse AGVs and box-type AGVs. These AGVs have enclosed or semi-enclosed internal cargo compartments that can store small items, parts, packages, etc., making them suitable for e-commerce warehousing, electronics factory material transportation, and other scenarios, protecting goods from bumps or drops. This invention places the auxiliary channel on top of the AGV body. For warehouse-type AGVs with internal storage space, since goods are placed inside the internal cargo compartment, the deployment and retraction of the auxiliary channel are not affected regardless of whether the AGV is fully loaded or empty.

[0025] It should be noted that for externally loaded AGVs, such as lifting AGVs and towing AGVs, this invention primarily addresses the "empty-load scheduling blockage" problem. Its core application scenarios include: 1) Empty return: Blockage occurs when an AGV returns empty to the waiting area or charging area after completing a delivery task; 2) Task relay: AGVs wait for tasks empty at the starting platform or proceed to the pickup point empty; 3) Fault / charging: AGVs proceed to the charging station empty due to insufficient power or move out of the work area empty due to a minor fault. In these scenarios, there is no cargo on top of the AGV, and the auxiliary channel can operate without interference. For fully loaded AGVs, the system will use traditional avoidance, waiting, or detour strategies.

[0026] In another preferred embodiment of the present invention, the AGV body 10 is further provided with a channel status sensor. The channel status sensor includes at least a position sensor for detecting whether the channel body 21 is fully deployed / retracted, and a stress sensor for monitoring the structural stress or deformation of the channel body 21. This enables real-time monitoring of the working status of the auxiliary channel 20, providing the control unit with key data such as confirmation of deployment and structural load safety, effectively avoiding safety accidents caused by mechanical failures, and improving the reliability and safety of system operation.

[0027] More preferably, the control unit of the AGV body 10 also includes a passage management module, which maintains real-time communication with the central dispatch server and other AGVs through a wireless communication unit (such as 5G, Wi-Fi 6).

[0028] Example 2

[0029] This embodiment provides a method for controlling the operation of an automated storage and retrieval system (AS / RS) AGV, based on the AS / RS AGV with auxiliary tracks described in Embodiment 1, and includes the following steps:

[0030] S1. When the first AGV needs to stop on a certain track in the automated warehouse, its control unit sends a "about to stop" signal and position coordinates to the central dispatch server, along with a "prepare to deploy auxiliary channel" request.

[0031] S2. After receiving the request from the first AGV, the central dispatch server determines whether to deploy the auxiliary channel at the location of the first AGV based on the global traffic flow status. If deployment is required, the central dispatch server informs at least one potentially affected neighboring second AGVs of the upcoming deployment of the auxiliary channel and plans a new path for the second AGVs to "pass through the auxiliary channel." The central dispatch server then sends a "deployment permission" command to the first AGV. Preferably, before the step of "sending the deployment command to the first AGV," the process further includes: the first AGV confirming, using its own environmental perception sensors (such as LiDAR), that there are no obstacles in the area where the auxiliary channel will be deployed.

[0032] S3. After receiving the "allow deployment" command, the first AGV commands the drive mechanism 22 to deploy the auxiliary channel to the predetermined state.

[0033] S4. The second AGV travels to the entrance of the auxiliary channel of the first AGV according to the path issued by the central dispatch server. The second AGV passes through the auxiliary channel, preferably at a preset speed lower than its normal travel speed.

[0034] S5. When the first AGV completes its task and needs to leave, or when the central dispatch server determines that the blockage has been cleared, the central dispatch server sends a "reclaim the channel" instruction to the first AGV. After confirming that no AGV is passing through or waiting to pass through, the first AGV controls the drive mechanism to retract the extended auxiliary channel and restore it to a drivable state.

[0035] In step S2 of the present invention, after receiving the request from the first AGV, the central dispatch server determines whether to deploy an auxiliary channel at the location of the first AGV based on the global traffic flow status as follows:

[0036] 1) Calculate the dynamic blocking impact coefficient ,

[0037]

[0038] in, This is a traffic flow density correction factor, dimensionless. ,in This refers to the number of AGVs per unit area of ​​the automated warehouse (units / 100㎡). The central dispatch server compiles statistics in real time based on the position coordinates of each AGV. For the future The number of second AGVs that will pass through the location where the first AGV stops within a given time period, dimensionless; The extra distance for a single second AGV to detour via an alternative path, in meters, is calculated by the central dispatch server as the difference between the "original path length" and the "detour path length". The average speed of AGVs in the system is measured in m / s. The central dispatch server collects the real-time speed statistics of all AGVs and takes the average of the past 5 minutes. The dwell time coefficient is set in the range of 0.2-0.4, and a value of 0.3 is obtained through statistical fitting and error correction. The planned dwell time of the first AGV, in seconds, is estimated by the first AGV based on the task type (such as loading and unloading, waiting for the shelf) and uploaded to the central dispatch server through the communication module.

[0039] The dynamic congestion impact coefficient formula comprehensively considers the impact of "additional detour time" and "staying time" on traffic flow. Adjust the congestion weights under different traffic densities to avoid over-deploying auxiliary lanes in low-density scenarios.

[0040] 2) Calculate the traffic efficiency gain coefficient ,

[0041]

[0042] in, The extra detour distance for the i-th second AGV, in meters, is calculated by the central dispatch server for each AGV. The time taken for a single second AGV to pass through the auxiliary channel, in seconds, with a preset value of 5 seconds (including entry, passage, and exit). The total time for the auxiliary channel to deploy / retrieve is expressed in seconds (s). This is a preset value (determined by the hardware performance of the first AGV, for example, 3 seconds, including 1.5 seconds for deployment and 1.5 seconds for retrieval).

[0043] In the formula for the efficiency gain coefficient, the numerator is the difference between "total time spent by all second AGVs going around" and "total time spent after deploying the auxiliary channel (passage time + channel deployment time)", the denominator is the total time spent going around, and the result is the percentage increase in efficiency.

[0044] 3) The central dispatch server uses a dynamic blocking impact coefficient and a throughput efficiency gain coefficient to collaboratively determine whether to allow the deployment of auxiliary channels.

[0045] when Time threshold ,and Efficiency threshold , Allow the deployment of auxiliary channels; when ≤Time threshold ,or <efficiency threshold> The auxiliary channel is not allowed to be deployed; the second AGV is instructed to detour. For example, a time threshold... Value taken for 60 seconds, efficiency threshold If the value is 10%, then: when > 60s, and >10%, auxiliary channels can be deployed; when ≤60s, or If the threshold is less than 10%, the auxiliary channel cannot be deployed, and the second AGV is instructed to detour.

[0046] In step S2 of the present invention, the method for determining at least one neighboring second AGV that may be affected is as follows:

[0047] S21. The central dispatch server defines a dynamic influence radius R with the planned stopping position of the first AGV as the center and creates a temporary "influence domain".

[0048]

[0049] in, The average speed of the AGVs within the system; The planned dwell time for the first AGV; A safety buffer time, such as 10-15 seconds, is provided to deal with speed fluctuations and communication delays. Increasing the buffer time ensures that no cases are missed.

[0050] S22. The central dispatch server screens all AGVs within the affected domain, denoted as set G, to determine whether each AGV is a "potentially affected second AGV". A AGV is identified as a second AGV if it meets any of the following conditions:

[0051] (i) The planned path of this AGV passes directly through the stopping point of the first AGV;

[0052] (ii) The time window predicted by the central dispatch server for the AGV to arrive at the section of road where the first AGV is located overlaps with the planned dwell time window of the first AGV;

[0053] (iii) The path of the AGV does not pass directly through the first AGV, but its path passes through an intersection or key node that is blocked by the first AGV.

[0054] In the AGV list selected above, the central scheduling server performs final priority filtering to optimize system behavior and resolve conflicts when multiple AGVs need to pass through the same route simultaneously: AGVs with high-priority tasks (such as urgent material delivery on the production line) are given priority to pass through the auxiliary channel. For AGVs with low-priority tasks (such as empty box returns), the system directly suggests that they detour or wait. When a high-priority AGV passes through, the remaining AGVs on its route open the backup channel.

[0055] In another preferred embodiment, AGVs that are closer to the first AGV are notified first, as they will arrive at the blockage point first, while other AGVs that arrive within their travel time wait outside the line or deploy backup channels on the line.

[0056] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An automated storage and retrieval system (AGV) with auxiliary tracks, comprising an AGV body having a drive module, a navigation module, and a control unit, characterized in that, The AGV body also integrates an auxiliary channel, which includes a channel body that can be unfolded / retracted and a drive mechanism that drives the channel body to move. The channel body has a track for the AGV to run on. When the AGV is stationary, the channel body on the AGV body can switch from a retracted state to an extended state under the action of the drive mechanism, so as to form a passageway on the top of the AGV that is higher than its own driving plane, allowing another AGV to pass through.

2. The automated storage and retrieval system (AGV) with auxiliary tracks according to claim 1, characterized in that, The channel body includes a horizontal main bridge body and two ramps respectively hinged to both ends of the main bridge body in the length direction. The ramps are driven by a drive mechanism to rotate so that the channel body can be expanded or retracted. When the ramp flips inward and fits against the main bridge body, the channel body is in a retracted state; When the ramp flips outward to the working position, the channel body is in the unfolded state, and the track on the ramp can dock with the track of the automated warehouse.

3. The automated storage and retrieval system (AGV) with auxiliary tracks according to claim 2, characterized in that, The drive mechanism includes a drive motor and a transmission mechanism connected to the output shaft of the drive motor. The output shaft of the transmission mechanism is coaxially fixed to the rotation shaft of the ramp. The transmission mechanism is a worm gear mechanism or a sprocket and chain mechanism.

4. The automated storage and retrieval system (AGV) with auxiliary tracks according to claim 2, characterized in that, A support device is provided at the end of the ramp away from the main bridge body. When the ramp is flipped to the working position, the support device can be embedded and supported on the automated warehouse track. The support device is a universal buffer support foot or a universal buffer support wheel.

5. The automated storage and retrieval system (AGV) with auxiliary tracks according to claim 2, characterized in that, The auxiliary channel is located on the top of the AGV body. The auxiliary channel has a clearance cavity for the AGV picking mechanism to move up and down, and the upper surface of the auxiliary channel in the retracted state is lower than the upper surface of the AGV picking mechanism when it is extended upward.

6. The automated storage and retrieval system (AGV) with auxiliary tracks according to claim 1, characterized in that, The channel body adopts a truss structure made of aerospace aluminum alloy or carbon fiber composite material.

7. The automated storage and retrieval system (AGV) with auxiliary tracks according to any one of claims 1-6, characterized in that, The AGV body is also equipped with a channel status sensor, which includes at least a position sensor for detecting whether the channel body is fully extended / retracted, and a stress sensor for monitoring the structural stress or deformation of the channel body.

8. The operation control method for an automated storage AGV with auxiliary tracks based on any one of claims 1-7, characterized in that, Includes the following steps: S1. When the first AGV needs to stop on a certain track in the automated warehouse, its control unit sends a "about to stop" signal and position coordinates to the central dispatch server, along with a "prepare to deploy auxiliary channel" request. S2. After receiving the request from the first AGV, the central dispatch server determines whether to deploy an auxiliary channel at the location of the first AGV based on the global traffic flow status. If deployment is required, the central dispatch server will inform at least one neighboring second AGV that the first AGV is about to deploy the auxiliary channel, and plan a new path for the second AGV to "go through the auxiliary channel". The central dispatch server will then send a "deployment permitted" instruction to the first AGV. S3. After receiving the "permit to deploy" command, the control unit of the first AGV commands the drive mechanism to deploy the auxiliary channel to the predetermined state. S4. The second AGV travels to the entrance of the auxiliary channel of the first AGV according to the path issued by the central dispatch server, and the second AGV passes through the auxiliary channel. S5. When the first AGV completes its task and needs to leave, or when the central dispatch server determines that the blockage has been cleared, the central dispatch server sends a "reclaim channel" instruction to the first AGV. After confirming that no AGV is passing through or waiting to pass through, the first AGV controls the drive mechanism to retract the extended auxiliary channel and restore it to a drivable state.

9. The operation control method according to claim 8, characterized in that, In step S2, after receiving the request from the first AGV, the central dispatch server determines whether to deploy an auxiliary channel at the location of the first AGV based on the global traffic flow status. Calculate the dynamic blocking impact coefficient , in, This is a traffic flow density correction factor; For the future The number of second AGVs that will pass through the location where the first AGV stops within a given time period; The additional distance for a single second AGV to bypass the alternative path; The average speed of the AGVs within the system; This is the dwell time coefficient; The planned dwell time for the first AGV; Calculate the traffic efficiency gain coefficient , in, The additional detour distance for the i-th second AGV; The time taken for a single second AGV to pass through the auxiliary channel; Total time for deploying / retrieving auxiliary channels; The central dispatch server uses a dynamic congestion impact coefficient and a throughput efficiency gain coefficient to collaboratively determine whether to allow the deployment of auxiliary channels. when Time threshold ,and Efficiency threshold Allow the deployment of auxiliary channels; when ≤Time threshold ,or <efficiency threshold The auxiliary channel is not allowed to be deployed, and the second AGV is instructed to detour.

10. The operation control method according to claim 8, characterized in that, In step S2 of the present invention, the method for determining at least one neighboring second AGV that may be affected is as follows: S21. The central dispatch server defines a dynamic influence radius R with the planned stopping position of the first AGV as the center and creates a temporary "influence domain". in, The average speed of the AGVs within the system; The planned dwell time for the first AGV; For safety buffer time; S22. The central dispatch server screens all AGVs within the affected domain, denoted as set G, to determine whether each AGV is a "potentially affected second AGV". A AGV is identified as a second AGV if it meets any of the following conditions: (i) The planned path of this AGV passes directly through the stopping point of the first AGV; (ii) The time window predicted by the central dispatch server for the AGV to arrive at the section of road where the first AGV is located overlaps with the planned dwell time window of the first AGV; (iii) The path of the AGV does not pass directly through the first AGV, but its path passes through an intersection or key node that is blocked by the first AGV.

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