A shuttle vehicle reservation control method and system for cross-zone transportation

Abstract

This application provides a shuttle reservation control method and system for inter-regional transportation, relating to the field of intelligent control technology. The method acquires an environmental migration difference characterization quantity between the current location of the target four-way shuttle and the area to which the target shared operating unit belongs, as well as the load status of the target four-way shuttle. Based on the environmental migration difference characterization quantity and load status, it determines the operational obstruction level of the target four-way shuttle on the target shared operating unit and determines the occupancy duration correction quantity. Based on the occupancy duration correction quantity, it corrects the candidate entry time and candidate exit time corresponding to the target four-way shuttle, generating a target reservation time window. Within the target reservation time window, it controls the target four-way shuttle to enter the target shared operating unit. This application can overcome the underlying physical execution delay caused by sudden environmental changes and load variations during inter-regional transportation, improve the accuracy of the reservation time window, and reduce scheduling conflicts during multi-machine collaborative operations.

Description

Technical Field

[0001] This application relates to the field of intelligent control technology, and more specifically, to a shuttle reservation control method and system for cross-regional transportation. Background Technology

[0002] In industrialized production of button mushrooms, mushroom beds, substrate racks, or supporting units typically require the use of four-way shuttles for cross-zone transportation between different functional areas, such as between the cultivation area, fruiting area, harvesting area, or temporary storage area. These scenarios often feature multi-layered structures, shared tracks, connecting boundaries, and multiple shared operating units. Shuttles must enter the corresponding shared operating units sequentially according to predetermined time windows to avoid congestion, waiting times, or operational conflicts. Commercial button mushroom cultivation itself often employs bed-rack, shelf-rack, or tray-based organization methods, and button mushroom harvesting is usually related to maturity and is quite sensitive to mechanical damage.

[0003] Existing reservation control schemes typically generate reservation time windows based on candidate entry and exit times of shuttle vehicles, preset travel durations, or occupancy relationships of shared operating units, and control the target shuttle vehicle to enter the corresponding shared operating unit within the reservation time window. However, during the inter-regional transportation of button mushrooms, there are often environmental differences such as temperature and humidity between the current area of ​​the shuttle vehicle and the area of ​​the target shared operating unit, and the shuttle vehicle's load status may also change. These environmental abrupt changes and load variations affect the actual operating resistance, attitude stability, response process, and actual occupancy time of the shuttle vehicle through the shared operating unit, making it difficult for reservation time windows generated according to conventional fixed parameters or conventional estimation results to accurately represent the actual occupancy process of the shuttle vehicle.

[0004] In this situation, if the reservation control method, which does not consider differences in environmental migration and changes in load status, is still used, problems may easily arise such as the reservation time window opening too early or releasing too late. On the one hand, before the preceding shuttle has actually passed through, the subsequent shuttle may enter early based on the paper reservation results, leading to scheduling conflicts within the shared operating unit. On the other hand, artificially widening the reservation time window to avoid conflicts will cause the shared operating unit to idle and wait, reducing the efficiency of multi-machine collaborative operations. Therefore, a new reservation control scheme is urgently needed to overcome the underlying physical execution delays caused by sudden environmental changes and load variations during cross-regional transportation, thereby improving the accuracy of shuttle reservation time windows and avoiding scheduling conflicts during multi-machine collaborative operations. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this application provides a shuttle reservation control method and system for inter-regional transportation.

[0006] Firstly, this application provides a shuttle reservation control method for inter-regional transportation, including:

[0007] Obtain the environmental migration difference characterization quantity between the current location of the target four-way shuttle and the area to which the target shared operation unit belongs, as well as the load status of the target four-way shuttle;

[0008] Based on the environmental migration difference characterization quantity and the load state, the operational hindrance level of the target four-way shuttle on the target shared operation unit is determined, and the occupancy time correction amount is determined based on the operational hindrance level.

[0009] Based on the occupancy time correction amount, the candidate entry time and candidate exit time corresponding to the target four-way shuttle are corrected to generate a target reservation time window;

[0010] Within the target reservation time window, control the target four-way shuttle to enter the target shared operation unit.

[0011] Optionally, the environmental migration difference characterization quantity characterizes the temperature and humidity difference between the area where the target four-way shuttle is currently located and the area to which the target shared operating unit belongs.

[0012] Optionally, determining the level of operational obstruction of the target four-way shuttle on the target shared operating unit includes:

[0013] The level of environmental migration disturbance is determined based on the environmental migration difference characterization quantity.

[0014] The environmental migration disturbance level is superimposed and corrected based on the load state;

[0015] The operational stagnation level is determined based on the revised environmental migration disturbance level.

[0016] Optionally, generating the target appointment time window includes:

[0017] An entry correction amount is applied to the candidate entry time to obtain the corrected entry time;

[0018] Apply an exit correction amount to the candidate exit time to obtain the corrected exit time;

[0019] The target reservation time window is determined based on the corrected entry time and the corrected exit time.

[0020] Optionally, before controlling the target four-way shuttle to enter the target shared operating unit, the method further includes:

[0021] Obtain the boundary pass detection result of the preceding four-way shuttle corresponding to the exit boundary of the target shared operating unit;

[0022] Based on the boundary crossing detection results, the exit boundary crossing status of the preceding four-way shuttle is determined.

[0023] Optional, also includes:

[0024] When the target reservation time window has been opened but the exit boundary passing status does not indicate that the preceding four-way shuttle has passed the exit boundary of the target shared operation unit, the target reservation time window shall be updated and extended accordingly.

[0025] The continuation update includes:

[0026] The time when the preceding four-way shuttle actually exits the boundary through the target shared operation unit is used as the update reference time;

[0027] Based on the updated baseline time and the occupied duration correction amount, the start and end times of the target reservation time window are re-determined.

[0028] Optionally, obtaining the boundary pass detection result of the preceding four-way shuttle corresponding to the exit boundary of the target shared operating unit includes:

[0029] The flush information and harvest maturity of the button mushrooms carried by the preceding four-way shuttle are obtained, and the mechanical damage sensitivity of the button mushroom load is determined based on the flush information and harvest maturity.

[0030] When the mechanical damage sensitivity reaches a preset threshold, the boundary passes the detection result by using a judgment rule based on the lateral offset of the rear edge of the bearing unit as a reinforced boundary.

[0031] Optionally, obtaining the boundary through the detection result includes:

[0032] Obtain the sequence of lateral offsets of the rear edge of the carrying unit when the preceding four-way shuttle exits the boundary through the target shared operating unit;

[0033] The boundary pass detection result is generated only when it is confirmed that the body of the preceding four-way shuttle has crossed the exit boundary of the target shared operation unit, and the lateral offset of the rear edge of the carrying unit is less than a preset offset threshold based on the lateral offset sequence.

[0034] Optionally, determining the mechanical damage sensitivity of the Agaricus bisporus load includes:

[0035] Based on the tide information, a first damage sensitivity characterization quantity is determined to characterize the batch vulnerability of Agaricus bisporus.

[0036] Based on the degree of cap opening and / or the degree of veil integrity in the harvest maturity, a second damage-sensitive characterization quantity is determined to represent the degree of surface exposure of Agaricus bisporus.

[0037] The mechanical damage sensitivity of the mushroom load is obtained by coupling the first damage sensitivity characterization quantity and the second damage sensitivity characterization quantity.

[0038] Optionally, the coupling process includes:

[0039] The second damage-sensitive characterization quantity is compared with a preset maturity threshold to determine whether the Agaricus bisporus load is in a high-exposure maturity state.

[0040] When the button mushroom load is in the high-exposure mature state, an amplification correction is applied to the first damage-sensitive characterization quantity to obtain the first corrected damage-sensitive characterization quantity.

[0041] The mechanical damage sensitivity of the Agaricus bisporus load is determined based on the first modified damage sensitivity characterization quantity and the second damage sensitivity characterization quantity.

[0042] Secondly, this application provides a shuttle reservation control system for inter-regional transportation, comprising:

[0043] The acquisition module is used to obtain the environmental migration difference characterization between the current location of the target four-way shuttle and the area to which the target shared operation unit belongs, as well as the load status of the target four-way shuttle.

[0044] The first processing module is used to determine the operational hindrance level of the target four-way shuttle on the target shared operation unit based on the environmental migration difference characterization quantity and the load state, and to determine the occupation time correction amount based on the operational hindrance level.

[0045] The second processing module is used to correct the candidate entry time and candidate exit time corresponding to the target four-way shuttle car according to the correction amount of the occupied time, and generate the target reservation time window.

[0046] The control module is used to control the target four-way shuttle to enter the target shared operation unit within the target reservation time window.

[0047] Compared with existing technologies, this application obtains the environmental migration difference characteristics between the current location of the target four-way shuttle and the area of ​​the target shared operation unit, as well as the load status of the shuttle, and determines the operation obstruction level and occupation duration correction amount accordingly. It then corrects the candidate entry and exit times to generate a target reservation time window. This ensures that the start and end times and duration of the reservation time window reflect the actual travel time deviation caused by the coupling effect of environmental differences and load status during cross-regional transportation, rather than being a fixed estimate based solely on nominal operating conditions. Therefore, in situations where the actual travel time increases due to environmental migration disturbances and load effects, the corrected reservation window provides the shuttle with a travel period matching its actual occupation duration, reducing the risk of reservation timeouts and subsequent vehicle chain waiting caused by excessively short windows. Simultaneously, in situations where environmental differences and load effects are relatively small, the corrected reservation window will not configure unnecessary redundant durations, thus avoiding the idling waste caused by excessive reservations of the shared operation unit. This is beneficial for improving the utilization efficiency of the shared operation unit and the overall scheduling throughput when multiple shuttles work together. Attached Figure Description

[0048] Figure 1 A flowchart illustrating a shuttle reservation control method for inter-regional transportation provided in this application embodiment;

[0049] Figure 2 A flowchart illustrating a method for obtaining boundary detection results provided in this application embodiment;

[0050] Figure 3 A flowchart illustrating another method for obtaining boundaries through detection results, provided in this application embodiment;

[0051] Figure 4 This is a schematic diagram of a shuttle reservation control system for inter-regional transportation provided in an embodiment of this application. Detailed Implementation

[0052] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0053] See Figure 1 The diagram shows a flowchart of a shuttle reservation control method for inter-regional transportation provided in an embodiment of this application, including steps S101 to S104, wherein:

[0054] S101: Obtain the environmental migration difference characterization between the current location of the target four-way shuttle and the area to which the target shared operation unit belongs, as well as the load status of the target four-way shuttle;

[0055] S102: Based on the environmental migration difference characterization quantity and the load state, determine the running obstruction level of the target four-way shuttle on the target shared operation unit, and determine the occupation time correction amount based on the running obstruction level;

[0056] S103: Based on the occupancy duration correction amount, correct the candidate entry time and candidate exit time corresponding to the target four-way shuttle, and generate the target reservation time window;

[0057] S104: Control the target four-way shuttle to enter the target shared operation unit within the target reservation time window.

[0058] In one embodiment, the shuttle reservation control method for cross-regional transportation described in this application can be applied to a four-way shuttle dispatching system in a mushroom industrial production scenario. The dispatching system may include dispatch control equipment, area status acquisition equipment, shuttle vehicle onboard control unit, and operation status monitoring equipment corresponding to the shared operation unit. Here, "four-way shuttle" refers to a transport device capable of switching between at least two mutually perpendicular directions along a preset track network; "shared operation unit" refers to a track section, connecting section, reversing section, or other restricted passage section that cannot be simultaneously occupied by multiple shuttles during collaborative operation and requires reservation entry control.

[0059] It is understandable that conventional detection, scheduling and control methods in the field can be used to process regional status acquisition, load status detection, candidate entry time generation, candidate exit time generation and output entry control commands within the reservation time window. The focus of this implementation is to introduce environmental migration differences and load status into the generation process of the reservation time window of the shared operation unit under cross-regional transportation conditions, so as to improve the matching degree of the reservation time window with the actual occupancy process.

[0060] In one embodiment, the environmental migration difference between the current location of the target four-way shuttle and the area to which the target shared operating unit belongs, as well as the load status of the target four-way shuttle, can be obtained first. Here, "current location" refers to the physical area where the target four-way shuttle is located at the moment of executing the reservation control; "area to which the target shared operating unit belongs" refers to the operating area to which the target shared operating unit spatially belongs. For the industrialized production of button mushrooms, there are often differences in temperature, humidity, wind speed, condensation conditions, or local ground adhesion conditions between different areas. For example, the cultivation area, fruiting area, harvesting buffer zone, or transfer area may have different temperature and humidity control strategies, thus causing the shuttle to face a sudden change in the operating environment when traveling from its current location to the area to which the target shared operating unit belongs.

[0061] Among them, the environmental migration difference characterization quantity refers to the quantity used to characterize the degree of change in environmental conditions during the migration of the target four-way shuttle from its current location to the area belonging to the target shared operation unit. It can be further formed by multiple environmental differences, environmental change rates, or environmental combination differences. For example, the corresponding environmental parameters can be obtained by temperature and humidity sensors, environmental monitoring terminals, or on-board environmental sampling devices deployed in each area, and then the differences between areas can be calculated by the dispatch control equipment or on-board control unit.

[0062] In one embodiment, the environmental migration difference characterization quantity can be formed by combining the temperature difference and humidity difference between the current area and the area to which the target shared operating unit belongs. In this embodiment, "temperature difference" can be the absolute value of the difference between the real-time temperature values ​​of the two areas; "humidity difference" can be the absolute value of the difference between the relative humidity values ​​of the two areas. In another embodiment, dew point difference, condensation risk index, or air velocity difference can also be further introduced to form a richer environmental migration difference characterization quantity.

[0063] In one embodiment, the load status can characterize the current operating condition information of the load carried by the target four-way shuttle. For the industrialized transportation scenario of button mushrooms, the load status may include one of the following: empty, half-loaded, or fully loaded. It may also include information such as the load mass range, the load center of gravity position range, and whether the load-bearing unit is in a lifting support state. The load status can be obtained using conventional methods in the art, such as through weighing sensors, on-board pressure detection modules, lifting actuator status feedback modules, or preset work task information.

[0064] After obtaining the environmental migration difference characterization quantity and load status, the operating resistance level of the target four-way shuttle on the target shared operating unit can be determined based on the environmental migration difference characterization quantity and the load status, and the occupancy time correction amount can be determined based on the operating resistance level.

[0065] Among them, the operational resistance level refers to the level of resistance increase, slow response, decreased attitude stability, or reduced passing efficiency experienced by the target four-way shuttle when it passes through the target shared operating unit, relative to the conventional baseline operating conditions.

[0066] It should be noted that the level of operational obstruction does not necessarily have to be expressed as a discrete integer level. In different implementations, it can also be expressed as an interval quantity, a score quantity, or a normalized obstruction characterization value. However, for the convenience of scheduling and control, this implementation is preferably configured as a finite number of level intervals, such as low obstruction, medium obstruction, and high obstruction, or level 1 to level 5.

[0067] In one embodiment, the environmental migration disturbance level can be determined first based on the environmental migration difference characterization quantity, and then the environmental migration disturbance level can be corrected according to the load status to obtain the operational hindrance level. For example, when the temperature and humidity differences between regions are small, and the target four-way shuttle is in an unloaded or low-load state, the operational hindrance level can be determined as a lower level; when the temperature and humidity differences between regions are large, and the target four-way shuttle is in a fully loaded state, the operational hindrance level can be determined as a higher level. The correction here does not require the use of a specific algorithm, and can be implemented using conventional rule engines, segmented calculation methods, threshold comparison methods, or score fusion methods in the art. The key point is that the operational hindrance level is not determined by a single environmental parameter or a single load parameter alone, but is formed by the combined effect of environmental migration differences and load status.

[0068] For example, the setting of the operational lag level can take into account the following factors: First, when the temperature and humidity differences between areas increase, the shuttle wheel-rail adhesion conditions, the probability of condensation on the car body surface, and the stability of the drive response may change; second, under full load, the acceleration, deceleration, and attitude recovery process of the shuttle through the shared operating unit are usually slower than under no-load conditions; third, the shared operating unit itself may correspond to track switching, connection, narrow passage, or local precision positioning sections, in which case the underlying physical execution delay caused by the environment and load is more easily amplified. Based on the above factors, the operational lag level can be set to, for example, level three or level five.

[0069] For example, in the three-level setting mode, when the temperature difference is no higher than 2℃ and the humidity difference is no higher than 5%RH, the environmental migration disturbance level can be set to low; when the temperature difference is 2℃~5℃ or the humidity difference is 5%RH~12%RH, it can be set to medium; when the temperature difference is greater than 5℃ or the humidity difference is greater than 12%RH, it can be set to high. Furthermore, an upward adjustment correction can be applied to the fully loaded state, while no upward adjustment correction can be applied to the unloaded state. The above example values ​​correspond to cross-regional migration scenarios with small environmental differences, medium environmental differences, and significant environmental differences, respectively. In practical applications, the settings can be adjusted according to the regional control accuracy, track conditions, and vehicle dynamic parameters of the mushroom factory.

[0070] After determining the operational hindrance level, the occupancy time correction amount can be further determined based on the operational hindrance level. The occupancy time correction amount refers to the time correction value introduced relative to the baseline occupancy time of the target four-way shuttle passing through the target shared operating unit under normal baseline operating conditions. The baseline occupancy time is the estimated time required for the target four-way shuttle to pass through the target shared operating unit according to nominal operating parameters, without considering environmental migration differences and load state changes. This correction value can be expressed as a positive correction amount, that is, extending the reserved occupancy time of the shared operating unit when the operational hindrance level increases; in some optional embodiments, it can also be set to zero or a small negative correction amount when the operational hindrance level is lower than the baseline state, but to ensure the safety and stability of multi-machine collaborative operation, positive compensation is preferred.

[0071] In one embodiment, the occupancy duration correction can be determined comprehensively based on the length of the shared operating unit, the corresponding normal transit time, the shuttle's rated speed, the deceleration recovery process, and the reservation control accuracy. For example, for shared operating units that are shorter but require high-precision connection or direction switching, their occupancy duration is more sensitive to attitude recovery, so a larger correction range can be set; for shared operating units that are longer but have stable track conditions, the correction range corresponding to the unit running sluggishness level can be appropriately reduced.

[0072] For example, if the standard occupancy time of the target shared operating unit is 1.2s to 4.0s, the occupancy time correction for each increase in operating resistance level can be set to 0.1s to 0.6s. For instance, 0.1s can be set for low resistance, 0.3s for medium resistance, and 0.5s for high resistance; or in another embodiment, a proportional correction of 5% to 20% of the standard occupancy time can be made. The above value ranges can be adapted to different track scales, different operating speeds, and different scheduling resolutions in different application scenarios.

[0073] After obtaining the occupancy duration correction amount, the candidate entry time and candidate exit time corresponding to the target four-way shuttle can be corrected according to the occupancy duration correction amount to generate a target reservation time window. The candidate entry time and candidate exit time can be time parameters generated by the existing scheduling system based on preset paths, regular passage parameters, preceding task arrangements, or basic occupancy rules of shared operating units.

[0074] In one embodiment, the candidate entry time and candidate exit time can be pre-generated by an existing reservation control module. Specifically, based on the current position of the target four-way shuttle, the position of the target shared operating unit in the preset path, the baseline transit time of each operating unit on the preset path, and the unit occupancy status of the preceding shuttle, the candidate entry time and candidate exit time of the target four-way shuttle corresponding to the target shared operating unit can be determined using conventional methods in the art, such as reservation table generation, timeline forward calculation, or segment occupancy order deduction. The candidate entry time can be understood as the time when the target four-way shuttle is expected to arrive at the entrance boundary of the target shared operating unit under normal baseline operating conditions, before the introduction of the environmental migration difference correction and load state correction described in this application; the candidate exit time can be understood as the time when the target four-way shuttle is expected to leave the exit boundary of the target shared operating unit under the normal baseline operating conditions. In other words, this application does not rely on a specific type of initial scheduling algorithm. As long as the initial scheduling algorithm can output the candidate entry time and candidate exit time corresponding to the target shared operating unit, the occupancy time correction amount described in this application can be further superimposed on its output result to generate a target reservation time window that is closer to the actual working conditions of cross-regional transportation.

[0075] For example, in a multi-vehicle collaborative transportation scenario at a mushroom factory, a preset operating path can be determined first based on the cross-regional transportation task currently undertaken by the target four-way shuttle vehicle. Then, time extrapolation is performed sequentially for each shared operating unit along the preset operating path: after the baseline exit time of the previous shared operating unit is determined, the baseline exit time or the earliest possible entry time thereafter can be used as the basis for generating the candidate entry time of the next shared operating unit; combined with the baseline passage time of the next shared operating unit, its candidate exit time can be further obtained. On this basis, the occupancy time correction amount described in this application is applied to the candidate entry time and candidate exit time corresponding to the target shared operating unit, thereby forming the final target reservation time window used for entry control.

[0076] The improvement of this embodiment is that, based on the existing candidate entry / exit times, instead of directly generating the reservation time window, it is modified by adjusting the occupied time.

[0077] In one embodiment, an entry correction amount can be applied to the candidate entry time to obtain a corrected entry time; an exit correction amount can be applied to the candidate exit time to obtain a corrected exit time; and then the target reservation time window can be determined based on the corrected entry time and the corrected exit time. The entry correction amount and the exit correction amount can be the same amount of time or different amounts of time.

[0078] For example, when cross-regional environmental migration mainly affects the attitude establishment and initial response of the target four-way shuttle before entering the shared operating unit, a larger correction amount can be assigned to the candidate entry time; when cross-regional environmental migration mainly affects the attitude convergence and departure process of the shuttle after passing through the shared operating unit, a larger correction amount can be assigned to the candidate exit time. For instance, in one embodiment, 40% to 60% of the occupancy time correction amount can be allocated to the entry correction amount, and the remaining portion can be allocated to the exit correction amount; for example, when the occupancy time correction amount is 0.5s, 0.2s can be allocated to the entry correction amount, and 0.3s to the exit correction amount. This allocation method is suitable for scenarios where the vehicle response lag after crossing regions is evident both before entry and after departure.

[0079] In another implementation, the allocation ratio of entry correction and exit correction can be set according to the functional attributes of the shared operating unit. For example, when the target shared operating unit is a connecting area, reversing area, or narrow-gauge transition area, the shuttle often needs to establish its attitude more cautiously upon entry, thus increasing the proportion of entry correction. When the target shared operating unit is an exit section where the carrying unit still needs to remain stable after departure, increasing the proportion of exit correction can be achieved. Therefore, the target reservation time window is no longer obtained by simply shifting a fixed reference duration, but is generated based on the dynamic correction results corresponding to the level of operational obstruction.

[0080] After generating the target reservation time window, the target four-way shuttle can be controlled to enter the target shared operating unit within the target reservation time window. For the specific implementation of "controlled entry," conventional scheduling and control methods in the art can be adopted, such as the scheduling and control equipment issuing an entry permit to the onboard control unit, which then executes drive control within the reservation time window; or the centralized controller directly triggering the entry action of the target four-way shuttle based on the global scheduling result. This application does not limit the specific communication form or underlying execution form of the entry control command; its key point is that the target reservation time window has been corrected to a time window closer to the actual occupancy process through a continuous processing of environmental migration difference characteristics, load status, operational stall level, and occupancy duration correction. Therefore, controlling entry within this window can reduce the deviation between the reservation result and the actual occupancy process of the shared operating unit.

[0081] Furthermore, in one embodiment, the above method can be applied to cross-regional transportation scenarios in a mushroom cultivation factory, from the cultivation area to the harvesting area, from the harvesting area to the buffer zone, or from a high-humidity area to a relatively low-humidity area. For example, when a target four-way shuttle travels from an area with a temperature of 16°C and a relative humidity of 90%RH to the area of ​​a target shared operating unit with a temperature of 20°C and a relative humidity of 75%RH, and the current load status is full, a high environmental migration difference characterization quantity can be generated from the temperature difference of 4°C and the humidity difference of 15%RH. Combined with the full-load status, the operational obstruction level is determined to be high. A correction amount for the occupancy time is further determined, for example, 0.5s. The original candidate entry time and candidate exit time are then corrected to form a new target reservation time window. Compared to directly using a baseline window for reservation control, this method can more accurately cover the actual passage process of the shuttle in cross-regional abrupt changes, thereby improving the stability of multi-vehicle scheduling.

[0082] Optionally, in order to further address the problem of how to represent changes in environmental conditions between different regions in a stable and calculable manner in cross-regional transportation scenarios, the environmental migration difference representation quantity can be specifically configured to represent the temperature difference and humidity difference between the current location of the target four-way shuttle and the area to which the target shared operating unit belongs.

[0083] The temperature difference can be the difference between the real-time temperature of the area where the target four-way shuttle is currently located and the real-time temperature of the area where the target shared operating unit is located; the humidity difference can be the difference between the real-time relative humidity of the area where the target four-way shuttle is currently located and the real-time relative humidity of the area where the target shared operating unit is located.

[0084] In one embodiment, to avoid the direction of the difference affecting subsequent unified processing, the absolute value form can be used for calculation; in another embodiment, the positive and negative directions of the difference can also be retained to distinguish between different scenarios of migration from high temperature and high humidity areas to low temperature and low humidity areas and migration from low temperature and low humidity areas to high temperature and high humidity areas.

[0085] In practical implementation, temperature and humidity can be acquired using conventional environmental monitoring methods in this field. For example, fixed temperature and humidity sensors can be deployed in each area, and the area controller can periodically collect and upload the corresponding environmental parameters; alternatively, the onboard environmental sampling module can acquire local temperature and humidity parameters when the shuttle enters the vicinity of the area boundary; or the upper-level scheduling and control equipment can directly read the real-time environmental database of each area from the environmental monitoring system. The above implementation methods are all conventional technical means in this field, and this embodiment does not limit them. Its focus is on using temperature and humidity differences to uniformly characterize the differences in environmental migration during cross-regional transportation, so that the determination of subsequent operational resistance levels has a clear and quantifiable input basis.

[0086] In one implementation, temperature and humidity differences are suitable as metrics for characterizing environmental migration differences because different areas in the industrialized production of button mushrooms often employ different environmental control strategies. For example, there may be abrupt differences in temperature and humidity between the cultivation area, fruiting area, harvesting buffer zone, or transfer area. These differences affect the wheel-rail adhesion state of the shuttle as it moves from one area to another, the likelihood of localized condensation on the vehicle body, the drive response process, and the attitude recovery process. Compared to generalizing environmental differences as unquantifiable environmental changes, using temperature and humidity differences as metrics for characterizing environmental migration differences allows for a more direct correlation with subsequent disturbance level classification and occupancy duration correction.

[0087] In one embodiment, to further address the challenge of transforming the combined impact of environmental changes and load conditions on the underlying physical execution process into a unified representation suitable for scheduling and control, given known environmental migration difference characteristics and load states, the process for determining the operational stagnation level can be refined as follows: determining the environmental migration disturbance level based on the environmental migration difference characteristics; superimposing and correcting the environmental migration disturbance level based on the load state; and determining the operational stagnation level based on the corrected environmental migration disturbance level. This processing chain allows for the combined representation of external disturbances caused by environmental changes and internal operating condition effects caused by load states, thereby avoiding biases caused by relying solely on environmental differences or load states.

[0088] The environmental migration disturbance level refers to the degree of impact caused by temperature and humidity differences between regions on the underlying physical execution process when the target four-way shuttle crosses regions to pass through the target shared operating unit. The superposition correction refers to increasing, maintaining, or decreasing the initially obtained environmental migration disturbance level based on the current load state of the target four-way shuttle. It should be noted that the "level" in this embodiment can be implemented using a discrete level approach or a continuous scoring approach, and then mapped to a discrete level through threshold segmentation. For ease of rapid dispatch by the scheduling system, a discrete level approach is preferred, such as low disturbance, medium disturbance, high disturbance, or levels 1 to 5. Examples of this have been provided above.

[0089] In one embodiment, the environmental migration disturbance level can be determined first based on the temperature difference and humidity difference in the environmental migration difference characterization quantities. For example, temperature difference thresholds and humidity difference thresholds can be set separately, and the disturbance level can be determined based on the intervals in which the current temperature difference and humidity difference fall. For example, in one embodiment, when the temperature difference is not higher than 2°C and the humidity difference is not higher than 5%RH, the environmental migration disturbance level can be determined as low; when the temperature difference is 2°C to 5°C and / or the humidity difference is 5%RH to 12%RH, the environmental migration disturbance level can be determined as medium; when the temperature difference is greater than 5°C and / or the humidity difference is greater than 12%RH, the environmental migration disturbance level can be determined as high. The above example interval settings correspond to cross-regional migration scenarios where the regional environment is relatively stable, the regional environment has significant changes, and the regional environment has abrupt changes.

[0090] After obtaining the environmental migration disturbance level, it can be further modified by superimposing adjustments based on the load status. Load status can include no load, half load, and full load, or it can include multiple load levels divided according to load mass ranges. In one embodiment, no load can be used as the baseline state, corresponding to no upward adjustment; half load corresponds to an upward adjustment of one level; and full load corresponds to an upward adjustment of two levels. For example, if the initial environmental migration disturbance level is medium, and the target four-way shuttle is in a fully loaded state, it can be modified to a high-level operational hindrance level; if it is in a no-load state, it can remain at a medium-level operational hindrance level. The technical significance of this superimposed adjustment method is that environmental differences and load status do not act independently on the shuttle's passage through the shared operating unit, but rather jointly affect the actual occupancy time during stages such as cross-area entry, attitude establishment, passage maintenance, and departure recovery. Therefore, using load status as a correction factor for the environmental migration disturbance level is more conducive to reflecting the actual operating conditions.

[0091] In another embodiment, instead of using a discrete level adjustment method, a score fusion method can be used to achieve superimposed correction. For example, the temperature difference and humidity difference can be normalized to obtain an environmental score, and then different load correction coefficients can be set according to the load state. The two are combined to obtain a comprehensive disturbance score; when the comprehensive disturbance score falls into different score intervals, they are mapped to the corresponding operational stagnation level. The above-mentioned score fusion method is also an optional implementation of this embodiment.

[0092] After obtaining the corrected environmental migration disturbance level, it can be further determined as the operational stagnation level, or, as needed, a level conversion can be performed based on the corrected environmental migration disturbance level and the functional attributes of the target shared operating unit. For example, for shared operating units that are more sensitive to attitude stability, such as connecting areas, reversing areas, and narrow-gauge transition areas, a higher level of operational stagnation level can be output under the same corrected environmental migration disturbance level; for shared operating units with straight tracks and stable track conditions, the original level can be maintained. This ensures that the operational stagnation level not only reflects cross-regional environmental changes and load conditions but also takes into account the functional characteristics of the shared operating unit itself.

[0093] In one embodiment, to further address the issue of how to apply the obtained occupancy time correction to the time window generation process, the generation process of the target reservation time window can be refined as follows: apply an entry correction to candidate entry times to obtain corrected entry times; apply an exit correction to candidate exit times to obtain corrected exit times; and determine the target reservation time window based on the corrected entry and exit times. In this way, the occupancy time correction no longer exists merely as an abstract compensation value, but is further allocated to the leading and trailing edges of the shared operating unit reservation window, thereby enabling the reservation time window to adapt to the actual delays during both the entry and exit processes.

[0094] The entry correction is the time correction applied to the candidate entry time, and the exit correction is the time correction applied to the candidate exit time. The entry and exit corrections can be the same or different. If cross-regional environmental changes primarily slow down the response setup process of the target four-way shuttle before entering the shared operating unit, the proportion of the entry correction can be appropriately increased. If cross-regional environmental changes primarily prolong the attitude recovery process of the target four-way shuttle after passing through the shared operating unit, the proportion of the exit correction can be appropriately increased. Through this pre- and post-allocation method, the target reservation time window can be adjusted with finer granularity based on the specific operating conditions of the shared operating unit and the characteristics of cross-regional disturbances.

[0095] In one implementation, the occupancy time correction amount can be allocated into an entry correction amount and an exit correction amount according to a preset ratio. For example, 40% to 60% of the occupancy time correction amount can be allocated to the entry correction amount, and the remaining portion can be allocated to the exit correction amount. For example, when the occupancy time correction amount is 0.5s, 0.2s can be used as the entry correction amount and 0.3s as the exit correction amount; or 0.25s can be allocated to both the entry and exit correction amounts. The above example values ​​correspond to different operating conditions, such as a slightly faster entry process, a slightly slower exit recovery, and a relatively balanced impact between the entry and exit processes.

[0096] In another implementation, the allocation ratio of entry correction and exit correction can be determined based on the functional attributes of the target shared operating unit. For example, for reversing units, docking units, or narrow passage units, the proportion of entry correction can be appropriately increased to allow more time for the target four-way shuttle to establish its attitude and adjust its accuracy before entering the shared operating unit; for exit sensitive sections where the carrying unit still needs to remain stable after departure, the proportion of exit correction can be appropriately increased to allow more time for the shuttle to recover its stability after passing through the shared operating unit.

[0097] After generating the corrected entry and exit times, a target reservation time window can be determined based on these two times. The target reservation time window can be a time interval with the corrected entry time as the start time and the corrected exit time as the end time, or it can be a set of time segments further discretized based on the scheduling system resolution within this interval. In one embodiment, to ensure compatibility with the scheduling system's time-slice processing method, the corrected entry and exit times can be aligned to preset time-slice boundaries, such as a time-slice granularity of 0.05s, 0.1s, or 0.2s. This process preserves the adaptability of the operating conditions brought about by the occupancy time correction and facilitates unified time-window management by the subsequent scheduling control module.

[0098] For example, when a target four-way shuttle travels from an area with a temperature of 16°C and a relative humidity of 90%RH to the area of ​​a target shared operating unit with a temperature of 20°C and a relative humidity of 75%RH, the temperature difference between the areas is 4°C and the humidity difference is 15%RH. If the current load is full, the environmental migration disturbance level can be first determined as medium to high, and then adjusted upwards by one or two levels based on the full load status to obtain a higher operational hindrance level. Further, the occupancy time correction amount can be determined, for example, 0.5s. Then, 0.2s is allocated as the entry correction amount and 0.3s as the exit correction amount, and the candidate entry and exit times are corrected respectively to generate the target reservation time window. Through this process, the generated target reservation time window can better match the actual passage process of the target four-way shuttle under cross-regional environmental changes and full-load conditions, thereby reducing the deviation between the reservation result and the actual occupancy process.

[0099] Optionally, before controlling the target four-way shuttle to enter the target shared operating unit, the method further includes:

[0100] Obtain the boundary pass detection result of the preceding four-way shuttle corresponding to the exit boundary of the target shared operating unit;

[0101] Based on the boundary crossing detection results, the exit boundary crossing status of the preceding four-way shuttle is determined.

[0102] Optional, also includes:

[0103] When the target reservation time window has been opened but the exit boundary passing status does not indicate that the preceding four-way shuttle has passed the exit boundary of the target shared operation unit, the target reservation time window shall be updated and extended accordingly.

[0104] The continuation update includes:

[0105] The time when the preceding four-way shuttle actually exits the boundary through the target shared operation unit is used as the update reference time;

[0106] Based on the updated baseline time and the occupied duration correction amount, the start and end times of the target reservation time window are re-determined.

[0107] Optional, see Figure 2 The flowchart of a boundary detection result acquisition method provided in this application embodiment includes steps S201 to S202, wherein:

[0108] S201: Obtain the tide information and harvest maturity of the button mushrooms carried by the preceding four-way shuttle, and determine the mechanical damage sensitivity of the button mushroom load based on the tide information and harvest maturity.

[0109] S202: When the mechanical damage sensitivity reaches a preset threshold, the boundary passes the detection result by using a judgment rule based on the lateral offset of the rear edge of the bearing unit as a reinforced boundary.

[0110] In one embodiment, to further address the issue of confirming whether the preceding four-way shuttle has actually released the target shared operating unit after the target reservation time window has been generated, the boundary clearance detection result of the preceding four-way shuttle corresponding to the exit boundary of the target shared operating unit can be obtained before controlling the target four-way shuttle to enter the target shared operating unit. Based on the boundary clearance detection result, the exit boundary clearance status of the preceding four-way shuttle can be determined. By introducing an exit boundary clearance status determination in addition to reservation time window control, the error caused by directly inferring that the preceding vehicle has released the shared operating unit based solely on the theoretical end time of the reservation time window can be avoided, thereby improving the accuracy of judging the actual occupancy status of the shared operating unit during multi-vehicle collaborative operations.

[0111] Here, the exit boundary refers to the downstream boundary of the target shared operating unit along the predetermined operating direction, used to distinguish whether the preceding four-way shuttle is still within the target shared operating unit. The boundary passage detection result refers to the detection result output by the detection device or determination module, which can characterize whether the preceding four-way shuttle has passed the exit boundary. The exit boundary passage status is a state quantity further formed based on the boundary passage detection result, which can be characterized as a two-valued state of "passed" and "not passed", or as a multi-valued state including a pending confirmation state and an intermediate transition state.

[0112] In one embodiment, a discrete state representation that includes at least two states, "passed" and "failed," is preferably used to facilitate the scheduling and control equipment in performing operations such as entry permission, entry waiting, or time window update.

[0113] Obtaining the boundary clearance detection result can be achieved using conventional detection and status recognition methods in this field. For example, a position detection device, boundary sensing device, identification device, vehicle status acquisition device, or a combination thereof can be deployed near the exit boundary of the target shared operating unit. This generates detection data related to the preceding four-way shuttle passing the exit boundary. The scheduling control equipment or vehicle control unit then processes the detection data and outputs the boundary clearance detection result. This embodiment does not limit the specific detection hardware; its key point is to add a layer of status confirmation regarding the actual passage of the exit boundary, in addition to the scheduled time window control logic, to improve the reliability of the shared operating unit release determination.

[0114] In one embodiment, the exit boundary crossing status of the preceding four-way shuttle can be determined based on the boundary crossing detection results. For example, when the boundary crossing detection results indicate that the center of the preceding four-way shuttle's body, its rear end, or a preset reference position has crossed the exit boundary, the exit boundary crossing status can be determined as "passed"; when the boundary crossing detection results indicate that at least a portion of the preceding four-way shuttle is still upstream of the exit boundary, the exit boundary crossing status can be determined as "not passed".

[0115] In another implementation, when the detection results are unstable, the signal fluctuates, or the process is in a boundary transition phase, the boundary exit status can be temporarily set to pending confirmation, and then changed to passed or failed after more detection results are obtained. Through the above processing, the boundary exit status is no longer simply inferred from the end time of the scheduled time window, but is formed based on the actual boundary detection results.

[0116] In one embodiment, to further address the issue of how to continue controlling subsequent target four-way shuttles when the target reservation time window has opened but the preceding four-way shuttle has not yet actually crossed the exit boundary, the target reservation time window can be extended and updated when the target reservation time window has opened but the exit boundary crossing status does not indicate that the preceding four-way shuttle has crossed the exit boundary. That is, in this embodiment, whether a target four-way shuttle enters the target shared operating unit depends not only on whether the paper reservation time window has opened, but also on whether the preceding four-way shuttle has completed its actual release of the target shared operating unit. When the two are inconsistent, instead of simply keeping the original window unchanged, the target reservation time window is further extended and updated so that the updated reservation result is re-matched with the actual occupancy process.

[0117] In this context, "postponement update" refers to adjusting the original target reservation time window backward as a whole, or at least re-determining its start and end times, so that the updated reservation time window is no earlier than the time when the preceding four-way shuttle actually passes through the exit boundary. In one embodiment, the postponement update may include: using the time when the preceding four-way shuttle actually passes through the exit boundary as the update reference time; and re-determining the start and end times of the target reservation time window based on the update reference time and the occupancy duration correction amount.

[0118] The update reference time refers to the time used to recalculate the target reservation time window during the continuation update. This time is preferably selected as the moment when the preceding four-way shuttle actually crosses the exit boundary, because this moment best reflects the actual time node when the target shared operating unit transitions from a pre-occupied state to a release state. By adopting this update reference time, instead of continuing to use the theoretical end time in the original reservation time window, the continuation update of the reservation time window better reflects the actual release process of the shared operating unit.

[0119] In one implementation, the start and end times of the target reservation time window can be redefined based on the updated baseline time and the occupancy duration correction. For example, the updated baseline time can be used as a new candidate entry baseline time, or a preset safety interval can be added to it as the updated start time; then, combined with the original occupancy duration correction or the occupancy duration correction recalculated based on the updated scenario, the updated end time can be determined.

[0120] For example, when the updated reference time lags behind the end time of the original reservation time window by 0.4 seconds, and the current occupied time correction is 0.5 seconds, the original target reservation time window can be extended by 0.4 seconds, or the new start time can be set as the updated reference time, and the new end time can be set as the updated reference time plus the corrected occupied time. Both of these methods can achieve the extension update target of this embodiment.

[0121] In another implementation, a minimum update step size or a maximum delay limit can be introduced when performing delayed updates to adapt to the time slice granularity and overall collaborative control requirements of the scheduling system. For example, the minimum update step size can be set to 0.05s to 0.2s to avoid frequent small adjustments causing repeated recalculations by the scheduling system; the maximum delay limit can also be set according to the scheduling priority of the shared operating unit, the number of vehicles in the queue, or the system safety policy. The above settings are all conventional scheduling strategies that can be adopted in the art, and their purpose is to ensure that delayed updates accurately reflect actual changes in occupancy while taking into account the overall executability of the system.

[0122] In one embodiment, to further address the potential error in determining whether the preceding four-way shuttle has truly released the shared operating unit based solely on whether the vehicle body has crossed the exit boundary in the cross-regional transportation scenario of button mushrooms, an enhanced boundary passage determination rule related to the load characteristics of button mushrooms can be introduced when obtaining the boundary passage detection result. Specifically, the tide information and harvest maturity of the button mushrooms carried by the preceding four-way shuttle can be obtained. Based on the tide information and harvest maturity, the mechanical damage sensitivity of the button mushroom load is determined. When the mechanical damage sensitivity reaches a preset threshold, the boundary passage detection result is obtained using an enhanced boundary passage determination rule based on the lateral offset of the rear edge of the carrying unit.

[0123] The information includes: "flush information" refers to the harvest batch number during the cultivation of button mushrooms; and "harvest maturity" refers to the degree of maturity of the button mushrooms, indicating whether they are close to harvest and have entered a state more susceptible to mechanical disturbance. The overall vulnerability and sensitivity to impact and compression of button mushrooms may differ across flushes and harvest maturity levels. In this case, if the release of the shared operating unit is determined solely by whether the preceding four-way shuttle vehicle has crossed the exit boundary, it may overlook situations where the rear edge of the carrying unit is still swinging, offset, or has not yet returned to a stable state. This could lead to subsequent vehicles entering prematurely, increasing the risk of mechanical damage to the button mushroom load. Therefore, when the sensitivity to mechanical damage reaches a preset threshold, a more stringent reinforced boundary clearance rule can be implemented.

[0124] In one embodiment, the sensitivity to mechanical damage can be a sensitivity quantity based on tide information and harvest maturity, and can be represented using conventional grading or scoring methods in the art, such as low sensitivity, medium sensitivity, and high sensitivity, or a continuous scoring quantity. When the sensitivity to mechanical damage is below a preset threshold, the conventional boundary pass determination method can continue to be used; when the sensitivity to mechanical damage reaches or exceeds the preset threshold, an enhanced boundary pass determination rule is used to improve adaptability to vulnerable load scenarios of Agaricus bisporus.

[0125] In practical implementation, the enhanced boundary crossing judgment rule based on the lateral offset of the rear edge of the carrying unit refers to further examining the lateral offset recovery of the rear edge of the carrying unit when crossing the exit boundary, after the preceding four-way shuttle vehicle has crossed the exit boundary. This recovery is used as an additional judgment condition for whether to generate a boundary crossing detection result. The reason for adopting this enhanced boundary crossing judgment rule is that during cross-regional transportation, when the shuttle vehicle moves from one area to another target area, it may still have a certain lateral sway or offset after the vehicle body crosses the boundary due to differences in environmental migration, load status, track connection conditions, and the vehicle body attitude recovery process. If it is prematurely determined that the preceding vehicle has completely released the shared operating unit at this stage, it may cause the following vehicle to approach the rear of the carrying unit of the preceding vehicle too closely, thereby increasing the risk of disturbance to the mushroom load.

[0126] Furthermore, in one embodiment, when the mechanical damage sensitivity reaches a preset threshold, it can be further examined whether the trailing edge of the bearing unit has recovered to the allowable range before the boundary pass detection result is generated. That is, conventional boundary pass detection only focuses on whether the vehicle body reference position has crossed the exit boundary, while enhanced boundary pass detection requires that the following conditions be met simultaneously: the vehicle body of the preceding four-way shuttle has crossed the exit boundary, and the lateral offset state of the trailing edge of the bearing unit has recovered to the preset allowable range. Thus, the generated boundary pass detection result no longer simply reflects "the vehicle body has crossed the line," but rather reflects "the vehicle body has crossed the line and the load-bearing related parts have recovered to a stable state suitable for releasing the shared operating unit."

[0127] For example, in a cross-regional transportation scenario for button mushrooms, if the mushrooms carried by the preceding four-way shuttle are at a high harvest maturity and the corresponding harvest batch is relatively susceptible to disturbance, then the mechanical damage sensitivity can be determined as high sensitivity. When the high sensitivity condition is met, even if the front or center of the vehicle has passed the exit boundary, if there is still a significant lateral offset at the rear edge of the carrying unit, the boundary pass detection result can be temporarily withheld, and the exit boundary pass status can remain as failed or pending confirmation. The boundary pass detection result will be generated only after the rear edge of the carrying unit has stabilized. This process makes the boundary pass determination more adaptable to the high-sensitivity load transportation scenario of button mushrooms.

[0128] Optional, see Figure 3 The flowchart of another boundary acquisition method provided by the embodiments of this application includes steps S301 to S302, wherein:

[0129] S301: Obtain the sequence of lateral offsets of the rear edge of the carrying unit when the preceding four-way shuttle vehicle exits the boundary through the target shared operating unit;

[0130] S302: The boundary pass detection result is generated only when it is confirmed that the body of the preceding four-way shuttle has crossed the exit boundary of the target shared operation unit, and the lateral offset of the rear edge of the carrying unit is less than the preset offset threshold based on the lateral offset sequence.

[0131] In one embodiment, to further address the issue that simply determining whether the preceding four-way shuttle vehicle has crossed the exit boundary may not be sufficient to accurately characterize whether the shared operating unit has been truly released in the context of the highly sensitive load of *Amanita phalloides*, a reinforced boundary pass determination rule based on the lateral offset of the rear edge of the carrying unit can be used to obtain the boundary pass detection result. That is, in this embodiment, the boundary pass determination no longer relies solely on whether the vehicle's reference position has crossed the exit boundary, but further examines the lateral offset recovery process of the rear edge of the carrying unit after crossing the exit boundary. This is because during cross-regional transportation, especially when transitioning from high-humidity areas to relatively low-humidity areas, or from relatively stable environmental areas to connection / reversal areas, the rear edge of the carrying unit may still exhibit swaying, offset, or delayed convergence after the vehicle has crossed the exit boundary due to environmental migration disturbances, load bias, track connection conditions, and the vehicle's attitude recovery process. If it is determined too early at this stage that the preceding vehicle has completed the release of the shared operating unit, it may lead to the subsequent vehicle entering too early, thereby increasing the risk of collision or mechanical disturbance to the *Amanita phalloides* load.

[0132] The rear edge of the carrying unit refers to the rearmost edge of the unit that moves along the running direction and is used to support mushroom beds, material frames, trays, or other supporting structures related to *Agaricus bisporus*. Lateral offset refers to the lateral deviation of the rear edge of the carrying unit relative to its theoretical center trajectory, theoretical boundary normal direction, or preset reference center line. The lateral offset sequence refers to a set of lateral offset data continuously acquired according to a preset sampling period during the time period corresponding to the passing of the preceding four-way shuttle at the exit boundary. The lateral offset sequence reflects the entire process of the rear edge of the carrying unit gradually recovering from swaying and offset to a stable state, rather than just the static position at a single point in time.

[0133] In one embodiment, the lateral offset sequence of the rear edge of the carrying unit can be acquired when the preceding four-way shuttle passes the exit boundary. The acquisition of the lateral offset sequence can be achieved using conventional displacement detection and attitude detection methods. For example, a lateral ranging sensor, a through-beam edge detector, a line laser rangefinder, or a visual inspection device can be deployed behind the exit boundary to collect lateral displacement information of the rear edge of the carrying unit relative to the reference boundary or reference centerline; alternatively, the lateral offset process of the rear edge of the carrying unit can be estimated jointly by the onboard inertial measurement module and the position estimation module. This application does not limit the specific detection hardware; its focus is on providing an additional criterion for boundary crossing determination that is more relevant to the high-sensitivity load transportation scenario of button mushrooms than simply "vehicle crossing the line," by continuously acquiring the lateral offset sequence of the rear edge of the carrying unit after passing the exit boundary.

[0134] In one embodiment, the sampling period of the lateral offset sequence can be set according to the shuttle's operating speed, the shared operating unit scale, and the attitude recovery time constant. For example, the sampling period can be set to 10ms to 100ms. For instance, in scenarios where the shuttle's operating speed is high and the attitude changes rapidly near the exit boundary, a smaller sampling period of 10ms to 20ms can be used to improve the ability to capture short-term swing peaks; in scenarios where the operating speed is low and the boundary crossing process is relatively smooth, a sampling period of 50ms to 100ms can be used to balance detection accuracy and processing burden. The above example values ​​correspond to different sampling requirements in high-dynamic boundary crossing scenarios and low-dynamic boundary crossing scenarios, respectively.

[0135] In one embodiment, the enhanced boundary determination rule requires that the following two conditions be met simultaneously: first, it is confirmed that the body of the preceding four-way shuttle has crossed the exit boundary; second, it is confirmed that the lateral offset of the rear edge of the carrier unit is less than a preset offset threshold based on the lateral offset sequence. The phrase "the body has crossed the exit boundary" can be obtained from conventional boundaries through detection methods, such as confirming it based on the boundary detection results of the body reference point, the rear position, or a preset reference benchmark position. The preset offset threshold refers to the lateral offset limit used to determine whether the rear edge of the carrier unit has recovered to the allowable stable range. When the lateral offset is greater than this threshold, it indicates that the rear edge of the carrier unit is in a swinging or significantly offset state, and the preceding vehicle cannot be determined as having released the shared operating unit.

[0136] In one embodiment, the preset offset threshold can be set based on the width of the bearing unit, the degree of outward expansion of the mushroom load relative to the edge of the bearing unit, the safety clearance behind the boundary, and the allowable lateral sway margin. For example, for scenarios with a smaller width, a lower degree of outward expansion of the mushroom load, and a larger safety clearance behind the boundary, the preset offset threshold can be set to 5mm to 8mm; for scenarios with a smaller safety clearance between the edge of the bearing unit and the shelf, guide, or connection boundary, and where the high-maturity mushroom load is more susceptible to abrasion, the preset offset threshold can be set to 2mm to 5mm. For instance, 3mm can be used as a more stringent offset threshold for highly sensitive load scenarios; 6mm can be used as a more lenient offset threshold for ordinary load scenarios. The above example values ​​correspond to different setting scenarios: smaller safety clearance, higher load sensitivity, and relatively ample safety clearance, lower load sensitivity.

[0137] In another embodiment, to improve the stability of the judgment, instead of directly using a single sampling point in the lateral offset sequence being less than a preset offset threshold as the passing condition, it is required that the lateral offset of the trailing edge of the bearing unit is less than the preset offset threshold for several consecutive sampling periods to generate a boundary passing detection result. For example, the offset threshold condition can be required to be met for 2 to 5 consecutive sampling periods. This can reduce the probability of misjudgment caused by instantaneous fluctuations of a single sampling point.

[0138] By strengthening the boundary crossing judgment rules described above, in the scenario of transporting highly sensitive loads like button mushrooms, the boundary crossing detection results no longer only reflect the single physical event of "vehicle crossing the line," but further reflect the composite state of "vehicle crossing the line and the trailing edge of the load-bearing unit having returned to the allowable stable range." This makes the shared operating unit release judgment more closely reflect the safety requirements in the actual transportation process of button mushrooms.

[0139] In one embodiment, to further address the issue of determining whether to activate the enhanced boundary crossing rule based on the characteristics of the button mushroom scenario, the mechanical damage sensitivity of the button mushroom load can be determined based on the flush information and harvest maturity of the button mushrooms carried by the preceding four-way shuttle. Flush information refers to the flush number of the button mushrooms during cultivation and harvesting. Harvest maturity refers to the degree of maturity indicating whether the button mushrooms are close to harvest and their response to rubbing, squeezing, and posture disturbances during harvesting. In industrialized button mushroom production, loads of different flushes and harvest maturity may differ in overall vulnerability, surface exposure, and mechanical disturbance sensitivity; therefore, this can serve as an important basis for deciding whether to activate the enhanced boundary crossing rule.

[0140] In one embodiment, a first damage-sensitive characterization quantity characterizing the batch vulnerability of *Agaricus bisporus* can be determined based on tide information. Here, "batch vulnerability" refers to the overall mechanical damage tendency exhibited by *Agaricus bisporus* from the same tide relative to other tides under preset transport disturbance conditions. To enable this characterization quantity to have an executable and deterministic path, standardized transport disturbance tests can be pre-conducted on *Agaricus bisporus* loads from different tides, and the corresponding first damage-sensitive characterization quantity can be generated based on the test results.

[0141] In one embodiment, a predetermined number of carrier units can be selected as samples for each of the first, second, third, and subsequent tides. Standardized transport tests are then performed under the same transport path length, average operating speed, number of connections / reversals, load mass range, and environmental conditions. The "same transport path length," "same average operating speed," and "same number of connections / reversals" are chosen to ensure that the differences between different tides primarily reflect the inherent vulnerability of the button mushroom batches themselves, rather than differences in external transport conditions. For example, 5 to 20 carrier units can be selected as samples for the same tide, and each carrier unit can undergo 3 to 10 repeated transport tests. The sample size and number of repetitions correspond to different implementation scenarios for small-scale and large-scale calibration, respectively.

[0142] In one embodiment, after each standardized transport test, damage inspection can be performed on the button mushrooms in the sample carrier unit, and at least one damage index related to mechanical damage can be statistically analyzed. The damage index may include at least one of the following: the percentage of surface abrasions, the percentage of cap cracks, the percentage of detached mushrooms, and the percentage of significant browning. For example, the batch damage index D can be determined as follows:

[0143] D = a × R1 + b × R2 + c × R3;

[0144] Where R1 represents the percentage of surface scratches, R2 represents the percentage of cap cracks, R3 represents the percentage of fallen caps, and a, b, and c are weighting coefficients, and a+b+c=1.

[0145] In one implementation, if greater emphasis is placed on the impact of minor collisions during transportation on the subsequent product quality, the weight of R1 can be increased; if greater emphasis is placed on direct damage resulting from severe mechanical damage, the weight of R2 or R3 can be increased. For example, a=0.5, b=0.3, c=0.2; or a=0.4, b=0.4, c=0.2. These weight settings correspond to different evaluation scenarios: "prioritizing surface collision risk" and "prioritizing structural damage risk," respectively.

[0146] After obtaining the batch damage index D corresponding to each tide, the batch damage index can be normalized to obtain a first damage sensitivity characterization quantity. For example, the minimum batch damage index in the preset calibration sample can be assigned to 0, the maximum batch damage index to 1, and the batch damage indices of other tides can be mapped to the 0-1 interval. Thus, the first damage sensitivity characterization quantity corresponding to different tides can be obtained. Further, in one embodiment, the normalization result can be discretized according to intervals, for example, divided into three intervals: low vulnerability, medium vulnerability, and high vulnerability, or directly retained as a continuous value for subsequent coupling processing.

[0147] In one embodiment, the first damage sensitivity characterization intervals corresponding to the first, second, third, and subsequent tides can be determined based on the normalized results of the aforementioned standardized transport disturbance test. For example, under specific process conditions, after calibration, the intervals can be 0.4–0.7 for the first tide, 0.5–0.8 for the second tide, and 0.6–0.9 for the third tide and subsequent tides. These intervals are specified from the actual damage statistics of the corresponding tide samples under the same transport disturbance conditions. Those skilled in the art can obtain the first damage sensitivity characterization intervals applicable to this scenario through a similar calibration process, based on the actual cultivation process, shuttle operating parameters, and carrier unit structure.

[0148] In one embodiment, a second damage-sensitive characterization measure for the surface exposure of *Agaricus bisporus* can be determined based on the degree of cap opening and / or the integrity of the veil in the harvest maturity assessment. The degree of cap opening refers to the extent to which the cap develops from a closed state to an open state; the integrity of the veil refers to the degree to which the veil remains intact, partially cracked, or significantly broken. The cap and veil condition of *Agaricus bisporus* are related to its surface exposure, the area subjected to friction, and the risk of appearance changes after mechanical disturbance; therefore, they can be used as a specific quantitative basis for harvest maturity assessment.

[0149] In one embodiment, the degree of cap opening and the integrity of the veil can be graded first using manual grading, visual recognition, or preset maturity standards, and then converted into a second damage-sensitive characterization value. For example, when the cap is relatively closed and the veil is intact, the second damage-sensitive characterization value can be set to a lower range, such as 0.2–0.4; when the cap shows a certain tendency to open or the veil is partially cracked, it can be set to a medium range, such as 0.4–0.7; when the degree of cap opening is obvious or the integrity of the veil decreases significantly, it can be set to a higher range, such as 0.7–1.0. The above example values ​​correspond to low exposure, medium exposure, and high exposure maturity states, respectively.

[0150] After obtaining the first and second damage sensitivity characterization quantities, they can be coupled to obtain the mechanical damage sensitivity of the mushroom load. Coupling refers not to simply listing the first and second damage sensitivity characterization quantities side-by-side, but rather considering their interaction to form a comprehensive result that more accurately characterizes the mechanical damage risk of the mushroom load in the current transportation scenario.

[0151] In one embodiment, the coupling process may include: comparing a second damage sensitivity characterization quantity with a preset maturity threshold to determine whether the button mushroom load is in a high-exposure maturity state; when the button mushroom load is in a high-exposure maturity state, applying an amplification correction to the first damage sensitivity characterization quantity to obtain a first corrected damage sensitivity characterization quantity; and determining the mechanical damage sensitivity of the button mushroom load based on the first corrected damage sensitivity characterization quantity and the second damage sensitivity characterization quantity.

[0152] The preset maturity threshold refers to a second damage-sensitive characteristic threshold used to distinguish whether a *Agaricus bisporus* load has entered a high-exposure maturity state. In one embodiment, the preset maturity threshold can be set according to the correspondence between the degree of cap opening, the integrity of the veil, and the risk of damage during transportation. For example, when the second damage-sensitive characteristic is represented by a normalized value of 0 to 1, the preset maturity threshold can be set to 0.6 to 0.8. For instance, 0.7 can be used as the judgment threshold: when the second damage-sensitive characteristic is not lower than 0.7, the *Agaricus bisporus* load is considered to be in a high-exposure maturity state; when the second damage-sensitive characteristic is lower than 0.7, the *Agaricus bisporus* load is considered not to have entered a high-exposure maturity state. The above threshold ranges can correspond to different transportation control strategies that are more sensitive to changes in maturity and more conservative.

[0153] In one embodiment, the amplification correction setting can be determined based on the amplification effect of batch vulnerability on the overall mechanical damage risk when *Buttonium sp.* is in a high-exposure maturation state. For example, an amplification factor of 1.1 to 1.5 can be applied to the first damage sensitivity characterization value. For instance, when the first damage sensitivity characterization value is 0.6 and the second damage sensitivity characterization value reaches a preset maturity threshold, a first corrected damage sensitivity characterization value of 0.78 can be obtained by applying an amplification factor of 1.3. This amplification factor can be calibrated by combining data from rubbing tests, transportation experience, or historical damage statistics under different maturity exposure levels of *Buttonium sp.*

[0154] In another implementation, instead of directly using a multiple amplification, a piecewise incremental method, a nonlinear gain method, or a range-based enhancement method can be used to achieve amplification correction. For example, when the second damage-sensitive characterization quantity falls into the high-exposure maturity range, a fixed increment of 0.1 to 0.3 is added to the first damage-sensitive characterization quantity; or the entire range containing the first damage-sensitive characterization quantity is raised by one level. All of these different implementation methods can be used to demonstrate that when the *Agaricus bisporus* load enters a high-exposure maturity state, the impact of its batch vulnerability on the overall mechanical damage risk should be further amplified.

[0155] After obtaining the first modified damage sensitivity characterization value, the mechanical damage sensitivity of the Agaricus bisporus load can be determined based on the first modified damage sensitivity characterization value and the second damage sensitivity characterization value. For example, weighted summation, weighted averaging, segmented determination, or scoring mapping methods can be used for determination.

[0156] For example, in one embodiment, the mechanical damage sensitivity can be calculated as follows: Mechanical damage sensitivity = α × First modified damage sensitivity characterization + β × Second damage sensitivity characterization, where α and β are weighting coefficients, and α + β = 1. Exemplarily, α can be 0.4 to 0.6, and β can be 0.4 to 0.6. For example, α = 0.5 and β = 0.5 can be used to assign equal weight to batch vulnerability and surface exposure; in scenarios where the impact of mature exposure is emphasized, α = 0.4 and β = 0.6 can also be used. These weights can be determined based on the contribution of tide factors and maturity factors to the transportation damage rate in historical damage statistics.

[0157] In one embodiment, when the calculated mechanical damage sensitivity reaches a preset threshold, an enhanced boundary passage determination rule can be activated; when it is below the preset threshold, a conventional boundary passage determination method can be used. For example, when the mechanical damage sensitivity is represented by a normalized value of 0 to 1, the threshold for activating the enhanced boundary passage determination rule can be set to 0.65 to 0.85. For instance, 0.75 can be used as the activation threshold: when the mechanical damage sensitivity is not lower than 0.75, the enhanced boundary passage determination rule is activated; otherwise, the conventional boundary passage determination rule is maintained. This threshold setting can be comprehensively determined based on the permissible damage risk level during the transport of button mushrooms, the available safety clearance behind the boundary of the shared operating unit, and the requirements of multi-vehicle scheduling rhythm.

[0158] For example, in a specific scenario, the button mushrooms carried by the preceding four-way shuttle belong to the second flush batch, and the first damage sensitivity index can be set to 0.7. Currently, the button mushroom caps are significantly open, and the integrity of the veil is reduced, corresponding to a second damage sensitivity index of 0.8. When the preset maturity threshold is set to 0.7, it can be determined that the button mushroom load is in a high-exposure maturity state. Further applying a 1.2-fold amplification correction to the first damage sensitivity index yields a first corrected damage sensitivity index of 0.84. Then, weighted calculation using α=0.5 and β=0.5 yields a mechanical damage sensitivity of 0.82. If the threshold for enabling the enhanced boundary pass judgment rule is 0.75, then the enhanced boundary pass judgment rule based on the lateral offset of the rear edge of the load unit can be enabled. This processing makes the boundary pass detection results more consistent with the actual safety requirements during the transportation of highly sensitive button mushroom loads.

[0159] Based on the same inventive concept, this application also provides a shuttle reservation control system for inter-regional transportation, corresponding to a shuttle reservation control method for inter-regional transportation. Since the principle of the system in this application is similar to the shuttle reservation control method for inter-regional transportation described above, the implementation of the system can refer to the implementation of the method, and the repeated parts will not be described again.

[0160] Reference Figure 4 The diagram shown is a schematic of a shuttle reservation control system for inter-regional transportation provided in an embodiment of this application. The system includes:

[0161] The acquisition module 10 is used to acquire the environmental migration difference characterization between the current location of the target four-way shuttle and the area to which the target shared operation unit belongs, as well as the load status of the target four-way shuttle.

[0162] The first processing module 20 is used to determine the running obstruction level of the target four-way shuttle on the target shared operation unit based on the environmental migration difference characterization quantity and the load state, and to determine the occupation time correction amount based on the running obstruction level.

[0163] The second processing module 30 is used to correct the candidate entry time and candidate exit time corresponding to the target four-way shuttle according to the correction amount of the occupied time, and generate a target reservation time window.

[0164] The control module 40 is used to control the target four-way shuttle to enter the target shared operation unit within the target reservation time window.

[0165] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A shuttle reservation control method for inter-regional transportation, characterized in that, include: Obtain the environmental migration difference characterization quantity between the current location of the target four-way shuttle and the area to which the target shared operation unit belongs, as well as the load status of the target four-way shuttle; Based on the environmental migration difference characterization quantity and the load state, the operational hindrance level of the target four-way shuttle on the target shared operation unit is determined, and the occupancy time correction amount is determined based on the operational hindrance level. Based on the occupancy time correction amount, the candidate entry time and candidate exit time corresponding to the target four-way shuttle are corrected to generate a target reservation time window; Within the target reservation time window, control the target four-way shuttle to enter the target shared operation unit.

2. The shuttle reservation control method for inter-regional transportation according to claim 1, characterized in that, The environmental migration difference characterization quantity represents the temperature and humidity difference between the area where the target four-way shuttle is currently located and the area to which the target shared operating unit belongs.

3. The shuttle reservation control method for inter-regional transportation according to claim 1, characterized in that, Determining the level of operational obstruction of the target four-way shuttle on the target shared operating unit includes: The level of environmental migration disturbance is determined based on the environmental migration difference characterization quantity. The environmental migration disturbance level is superimposed and corrected based on the load state; The operational stagnation level is determined based on the revised environmental migration disturbance level.

4. The shuttle reservation control method for inter-regional transportation according to claim 1, characterized in that, The generation of the target appointment time window includes: An entry correction amount is applied to the candidate entry time to obtain the corrected entry time; Apply an exit correction amount to the candidate exit time to obtain the corrected exit time; The target reservation time window is determined based on the corrected entry time and the corrected exit time.

5. The shuttle reservation control method for inter-regional transportation according to claim 1, characterized in that, Before controlling the target four-way shuttle to enter the target shared operating unit, the following is also included: Obtain the boundary pass detection result of the preceding four-way shuttle corresponding to the exit boundary of the target shared operating unit; Based on the boundary crossing detection results, the exit boundary crossing status of the preceding four-way shuttle is determined.

6. A shuttle reservation control method for inter-regional transportation according to claim 5, characterized in that, Also includes: When the target reservation time window has been opened but the exit boundary passing status does not indicate that the preceding four-way shuttle has passed the exit boundary of the target shared operation unit, the target reservation time window shall be updated and extended accordingly. The continuation update includes: The time when the preceding four-way shuttle actually exits the boundary through the target shared operation unit is used as the update reference time; Based on the updated baseline time and the occupied duration correction amount, the start and end times of the target reservation time window are re-determined.

7. A shuttle reservation control method for inter-regional transportation according to claim 5, characterized in that, The acquisition of the boundary pass detection results of the preceding four-way shuttle corresponding to the exit boundary of the target shared operation unit includes: The flush information and harvest maturity of the button mushrooms carried by the preceding four-way shuttle are obtained, and the mechanical damage sensitivity of the button mushroom load is determined based on the flush information and harvest maturity. When the mechanical damage sensitivity reaches a preset threshold, the boundary passes the detection result by using a judgment rule based on the lateral offset of the rear edge of the bearing unit as a reinforced boundary.

8. A shuttle reservation control method for inter-regional transportation according to claim 7, characterized in that, The process of obtaining the boundary through the detection result includes: Obtain the sequence of lateral offsets of the rear edge of the carrying unit when the preceding four-way shuttle exits the boundary through the target shared operating unit; The boundary pass detection result is generated only when it is confirmed that the body of the preceding four-way shuttle has crossed the exit boundary of the target shared operation unit, and the lateral offset of the rear edge of the carrying unit is less than a preset offset threshold based on the lateral offset sequence.

9. A shuttle reservation control method for inter-regional transportation according to claim 7, characterized in that, The determination of the mechanical damage sensitivity of the mushroom load includes: Based on the tide information, a first damage sensitivity characterization quantity is determined to characterize the batch vulnerability of Agaricus bisporus. Based on the degree of cap opening and / or the degree of veil integrity in the harvest maturity, a second damage-sensitive characterization quantity is determined to represent the degree of surface exposure of Agaricus bisporus. The mechanical damage sensitivity of the mushroom load is obtained by coupling the first damage sensitivity characterization quantity and the second damage sensitivity characterization quantity.

10. A shuttle reservation control method for inter-regional transportation according to claim 9, characterized in that, The coupling process includes: The second damage-sensitive characterization quantity is compared with a preset maturity threshold to determine whether the Agaricus bisporus load is in a high-exposure maturity state. When the button mushroom load is in the high-exposure mature state, an amplification correction is applied to the first damage-sensitive characterization quantity to obtain the first corrected damage-sensitive characterization quantity. The mechanical damage sensitivity of the Agaricus bisporus load is determined based on the first modified damage sensitivity characterization quantity and the second damage sensitivity characterization quantity.

11. A shuttle reservation control system for inter-regional transportation, used to implement the shuttle reservation control method for inter-regional transportation as described in any one of claims 1-10, characterized in that, include: The acquisition module is used to obtain the environmental migration difference characterization between the current location of the target four-way shuttle and the area to which the target shared operation unit belongs, as well as the load status of the target four-way shuttle. The first processing module is used to determine the operational hindrance level of the target four-way shuttle on the target shared operation unit based on the environmental migration difference characterization quantity and the load state, and to determine the occupation time correction amount based on the operational hindrance level. The second processing module is used to correct the candidate entry time and candidate exit time corresponding to the target four-way shuttle car according to the correction amount of the occupied time, and generate the target reservation time window. The control module is used to control the target four-way shuttle to enter the target shared operation unit within the target reservation time window.

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