Agv logistics coordination scheduling control method and system for smart factory

Abstract

The application relates to the technical field of resource management, and is an AGV logistics collaborative scheduling control method and system for a smart factory, which comprises the following steps: acquiring a vehicle load state, an intersection channel state, a downstream receiving resource state and a transportation task state, generating a load coupling passing envelope, calculating an envelope complete emptying duration and an outlet release tail section demand length; checking the continuous receiving capacity of downstream resources such as an outlet section, a buffer position and a target station in the complete emptying period; fusing the load emptying influence, the continuous receiving risk and the execution deviation degree to obtain a complete driving-off congestion index, generating an AGV passing sequence and a downstream resource reservation scheme; and taking the complete crossing of the load coupling passing envelope over the outlet release boundary and the reaching of a release safety interval as the intersection resource release condition in the execution. The application avoids the stagnation of AGVs in the intersection area due to the loss of receiving capacity of downstream resources, and reversely occupies the intersection resources, thereby improving the safety and continuity of multi-AGV collaborative scheduling.

Description

Technical Field

[0001] This invention relates to the field of resource management technology, and is a method and system for collaborative scheduling and control of AGV logistics in smart factories. Background Technology

[0002] In existing smart factories, multiple AGVs in the intersection area are typically scheduled using time window reservations and priority ranking. Release is primarily based on the availability of the intersection area and exit route, with resource release time estimated according to rated speed or uniform route duration. However, the actual load mass, load profile, turning limitations, and material stability requirements of an AGV can alter its safe envelope and emptying time for passing through the intersection area and completely leaving the exit. Simultaneously, the receiving status of downstream routes, buffer positions, and target workstations may change during the AGV's passage. Therefore, even if the exit is empty when an AGV enters, if the actual emptying time is prolonged under load constraints or downstream receiving resources suddenly become unavailable, the AGV may not be able to obtain continuous receiving space within the complete emptying cycle. This can lead to it becoming stuck at the tail end of the exit release and subsequently occupying intersection resources, causing subsequent AGV reservation time windows to fail continuously, resulting in congestion in the intersection area. Existing technologies struggle to guarantee the continuity and security of multi-AGV logistics collaboration. Summary of the Invention

[0003] The purpose of this section is to outline some aspects of embodiments of the present invention and to briefly describe some preferred embodiments. Simplifications or omissions may be made in this section, as well as in the abstract and title of this application, to avoid obscuring the purpose of these documents; however, such simplifications or omissions should not be construed as limiting the scope of the invention.

[0004] To address the technical problems in the background art, the present invention provides an AGV logistics collaborative scheduling and control system for smart factories, comprising the following modules: The data acquisition module is used to acquire vehicle load status data, intersection channel status data, downstream receiving resource status data, and transportation task status data of candidate AGVs. The load clearing analysis module is used to generate a load coupling passage envelope based on vehicle load status data and intersection channel status data, and to calculate the complete clearing time of the envelope and the required length of the exit release tail segment. The continuous reception verification module is used to establish a full-clear verification time domain based on the complete envelope clearing time and the status data of downstream receiving resources, and to verify in segments whether the downstream resources have continuous receiving capabilities. The departure prediction module is used to calculate the complete departure blocking index based on the load clearing analysis results, continuously received verification results and real-time status data of the intersection area, and to determine whether the candidate AGV has the conditions for complete departure. The collaborative scheduling module is used to generate AGV passage order and downstream resource reservation scheme based on the complete departure judgment result and transportation task status data; The execution control module is used to update the load coupling passage envelope in real time during AGV passage, and the condition for releasing the converging resources is that the load coupling passage envelope completely crosses the exit release boundary.

[0005] Preferably, the load clearing analysis module generates a load-coupled travel envelope using Minkowski summation based on the vehicle's external dimensions, load's external dimensions, load's center of gravity horizontal offset, allowable load offset range, positioning error, and trajectory tracking error; it then filters executable trajectories based on the minimum turning radius and candidate trajectory curvature; it generates a load-constrained speed curve based on the sum of the AGV's empty and loaded masses, maximum driving force, maximum braking force, road longitudinal slope, road adhesion coefficient, and allowable load acceleration; and it calculates the complete clearing time of the envelope and the required length of the exit release tail section based on the load-constrained speed curve and the load-coupled travel envelope.

[0006] Preferably, the continuous reception verification module establishes a full-clear verification time domain based on the expected entry time and the envelope complete clearing duration, and divides it into multiple verification segments. Within each verification segment, the segmented continuous acceptance margin is calculated based on the length of the continuous idle interval of the exit segment and the subsequent segment, the number of available buffer positions, the target station reception time period, and the available time period of the automatic door and lifting mechanism. When the segmented continuous acceptance margin of all verification segments is not less than zero, it is determined that the downstream resources have continuous reception capability.

[0007] Preferably, the departure prediction module obtains the load clearing analysis results, continuously receives the risk amount and the real-time execution deviation degree, normalizes and weights them to obtain the complete departure blocking index; when the candidate trajectory meets the turning and space requirements, the segmented continuous bearing margin of all verification segments is not less than zero, and the complete departure blocking index is not greater than the corresponding release threshold, the candidate AGV is determined to have the complete departure conditions.

[0008] Preferably, the collaborative scheduling module determines the AGV entry time through bidirectional iteration of passage sequence generation and resource verification, and generates an alternative receiving scheme when downstream resources do not meet the continuous receiving conditions. The alternative receiving scheme includes a backup exit, a backup buffer position, or a backup controlled parking position, and is selected in descending order of whether reversing is not required and the minimum continuous receiving margin.

[0009] Preferably, the execution control module calculates the release safety interval based on the positioning error, trajectory tracking error, and control response delay; the specific release condition for the converging resources is that the last point of the load coupling passage envelope is located downstream of the exit release boundary and the distance is not less than the release safety interval.

[0010] In addition, the technical solution of the AGV logistics collaborative scheduling and control method for smart factories of the present invention includes the following steps: Acquire vehicle load status data, intersection channel status data, downstream receiving resource status data, and transportation task status data of candidate AGVs; Based on vehicle load status data and intersection channel status data, a load-coupled passage envelope is generated, and the time required for the complete clearing of the envelope and the required length of the exit release tail segment are calculated. A full clear verification time domain is established based on the complete envelope clearing time and the downstream receiving resource status data, and the downstream resources are verified in segments to ensure that they continue to have receiving capabilities. The complete departure blocking index is calculated based on the load clearing analysis results, continuous reception verification results, and real-time status data of the intersection area, and it is determined whether the candidate AGV has the conditions for complete departure. Generate AGV passage order and downstream resource reservation plan based on complete departure judgment results and transportation task status data; The load coupling passage envelope is updated in real time during AGV passage, and the condition for the release of converging resources is that the load coupling passage envelope completely crosses the exit release boundary.

[0011] Preferably, generating a load-coupled passage envelope and calculating the complete emptying time of the envelope and the required length of the exit release tail section includes: generating a load-coupled passage envelope by Minkowski summation based on the vehicle body dimensions, load body dimensions, load center of gravity horizontal offset, load allowable offset range, positioning error, and trajectory tracking error; and filtering executable trajectories based on the minimum turning radius and candidate trajectory curvature. The load-constrained speed curve is generated based on the sum of the AGV's unloaded and loaded masses, maximum driving force, maximum braking force, road longitudinal slope, road adhesion coefficient, and allowable load acceleration. The time required for complete envelope clearing and the required length of the exit release tail section are calculated based on the load-constrained speed curve and the load-coupled passage envelope.

[0012] Preferably, the segmented verification of whether downstream resources have continuous receiving capability includes: establishing a full-clearing verification time domain based on the expected entry time and the complete envelope clearing duration, and dividing it into multiple verification segments; within each verification segment, calculating the segmented continuous receiving margin based on the length of the continuous idle interval of the exit segment and the subsequent segment, the number of available buffer positions, the receiving time of the target workstation, and the available time of the automatic door and lifting mechanism; when the segmented continuous receiving margin of all verification segments is not less than zero, it is determined that the downstream resources have continuous receiving capability.

[0013] Preferably, determining whether a candidate AGV meets the conditions for complete departure includes: obtaining the load clearing analysis results, continuously receiving the risk amount and the real-time execution deviation degree, normalizing and weighting them to obtain the complete departure blocking index; When the candidate trajectory meets the turning and space requirements, the segment continuity margin of all verification segments is not less than zero, and the complete departure congestion index is not greater than the corresponding release threshold, it is determined that the complete departure condition is met. When an AGV fails to pass the continuous receiving verification before entering the intersection area, it is prohibited from being released. When an AGV has entered the intersection area but the downstream resources do not meet the continuous receiving conditions, an alternative receiving scheme is activated. The alternative receiving scheme includes a backup exit, a backup buffer position, or a backup controlled parking position, and is selected in descending order of whether reversing is not required and the minimum continuous receiving margin.

[0014] Compared with the prior art, the technical effects of the present invention are as follows: 1. This invention couples and verifies the impact of AGV load status on safety envelope, turning speed and emptying time with the capacity changes of downstream resources during the complete emptying cycle, avoiding reverse occupation and blockage of the intersection area caused by releasing the AGV based solely on momentary idle time, and significantly reducing the risk of AGV stagnation.

[0015] 2. This invention uses the condition that the load coupling passage envelope completely crosses the exit release boundary and reaches the release safety interval as the release condition for the converging resources, avoiding premature release due to the load part not being cleared, ensuring the effectiveness of the subsequent AGV reservation time window, and improving the continuity of logistics coordination.

[0016] 3. This invention incorporates load constraints, channel space, downstream capacity, and execution deviation into the passage decision by performing rolling verification and bidirectional iterative scheduling of segmented continuous reception margin within the full-clear verification time domain, thereby improving the safety and resource utilization of multi-AGV systems under complex working conditions. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein: Figure 1 This is a schematic diagram of the AGV logistics collaborative scheduling and control system for smart factories according to the present invention. Figure 2 This is a flowchart illustrating the AGV logistics collaborative scheduling and control method for smart factories according to the present invention. Figure 3 This is a simplified diagram illustrating the congestion scenario and scheduling principle of the smart factory AGV intersection area according to the present invention. Detailed Implementation

[0018] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0019] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0020] Example 1: To more clearly illustrate the technical concept of this application, the embodiments of this application will be further described in detail below with reference to the accompanying drawings.

[0021] To address the technical problem in smart factories where multiple AGVs are scheduled to pass based solely on the momentary idle status of the intersection area and exit section at the time of release, resulting in AGVs failing to completely leave the intersection area after entering it, remaining at the tail end of the exit release, and occupying intersection resources in reverse, thus causing subsequent AGV reservation time windows to continuously fail, this application provides an AGV logistics collaborative scheduling and control method and system for smart factories.

[0022] The specific content of this embodiment is as follows: like Figure 1 As shown in the figure, the AGV logistics collaborative scheduling and control system for smart factories according to an embodiment of the present invention is as follows: Figure 1 As shown, it includes the following modules: The traffic data acquisition module is used to acquire vehicle load status data, intersection channel status data, downstream receiving resource status data, and transportation task status data of candidate AGVs. In this embodiment, the specific process of obtaining vehicle load status data, intersection channel status data, downstream receiving resource status data, and transportation task status data is as follows: Vehicle load status data includes AGV empty mass, load mass, vehicle body dimensions, load body dimensions, load center of gravity height, load center of gravity horizontal offset, wheelbase or wheel set geometric parameters, minimum turning radius, current speed, maximum driving force, maximum braking force, control response delay, positioning error, trajectory tracking error, allowable lateral acceleration of the load, allowable longitudinal acceleration of the load, allowable longitudinal deceleration of the load, and allowable offset range of the load; The AGV's empty mass, vehicle body dimensions, wheelbase or wheel set geometry parameters, minimum turning radius, maximum driving force, maximum braking force, and control response delay are obtained from the AGV vehicle parameter database; the load mass is obtained from the on-board weighing device or the weighing record of the loading station; the load body dimensions, load center of gravity height, and load center of gravity horizontal offset are obtained from the 3D vision equipment of the loading station, the weighing results of each support point, or the material digital model; the current speed is obtained from the on-board encoder or on-board controller; the positioning error and trajectory tracking error are obtained from the deviation record between the positioning system output and the historical trajectory; the allowable lateral acceleration, allowable longitudinal acceleration, allowable longitudinal deceleration, and allowable offset range of the load are obtained from the material transportation specifications according to the material category, packaging structure, fixing method, and anti-tipping requirements; Intersection channel status data includes entrance stop line location, intersection resource boundary, exit release boundary, candidate trajectory, candidate trajectory length, candidate trajectory curvature, road longitudinal slope, road adhesion coefficient, channel available boundary, fixed obstacle outline, exit release tail length, controlled parking location, and no-parking zone range; The above data is obtained through factory digital maps, road topology maps, LiDAR point clouds, and visual maps; downstream resource status data includes real-time occupied sections of exit road segments, reserved occupied sections of AGVs that have been authorized but have not yet arrived, available length of subsequent road segments, total capacity of buffer slots, current occupancy of buffer slots, expected release time of buffer slots, remaining processing time of target workstations, receiving cycle time of target workstations, available time period of automatic doors, available time period of lifting mechanisms, and expected clearing time of temporary obstacles, which is obtained through AGV scheduling systems, manufacturing execution systems, warehouse management systems, programmable logic controllers, and field sensing devices; The transportation task status data includes AGV number, task priority, delivery time limit, material category, target workstation, allowed candidate exits, and task path, which are obtained through manufacturing execution system, warehouse management system, or AGV scheduling system.

[0023] The load passage impact analysis module is used to analyze the impact of load status on candidate AGV passage envelope, candidate trajectory, running speed, exit tail section occupancy range and complete clearing process of intersection resources based on vehicle load status data and intersection channel status data. In this embodiment, the load traffic impact analysis process is as follows: Based on the vehicle body dimensions, load dimensions, load center of gravity horizontal offset, load allowable offset range, positioning error, and trajectory tracking error, the load coupling passage envelope of each candidate AGV is obtained when running along different candidate trajectories. In this embodiment, obtaining the load coupling passage envelope includes the following specific steps: In the AGV vehicle coordinate system, the vehicle body occupied area is established according to the vehicle body outline dimensions; the actual occupied area of ​​the load relative to the vehicle body is determined according to the load outline dimensions and the installation pose of the load outline in the vehicle coordinate system; the vehicle body occupied area and the load occupied area are merged to obtain the vehicle load combined occupied area; the load outline installation pose is directly determined by the load outline vertex coordinates output by the loading station; the load center of gravity horizontal offset is only used for subsequent stability and wheel load transfer calculations and does not replace the installation position of the load outline.

[0024] The position and orientation of the combined vehicle load area are changed sequentially along the candidate trajectory, and the allowable load offset range, positioning error range and trajectory tracking error range are added to the outside of the combined load area to obtain the load coupling passage envelope of the AGV at each position of the candidate trajectory.

[0025] The positioning error set consists of the upper limits of longitudinal error, lateral error, and heading error output by the positioning system in the current area; the trajectory tracking error set consists of the upper limits of lateral tracking error and heading tracking error recorded by the vehicle controller; the positioning error and trajectory tracking error have different sources and are included separately.

[0026] The load dynamic offset set is determined based on the longitudinal and lateral accelerations corresponding to the load constraint velocity curve at that position; when there is no measured load attitude, the upper limits of the longitudinal and lateral allowable offsets given by the material transportation specifications are used to form a rectangular set; when there is a load attitude sensor, a rectangular set is formed with the measured offset as the center and the sensor measurement error as the outward expansion.

[0027] Candidate trajectories are discretized at arc length intervals of no more than 100 mm. When the heading change of adjacent trajectory points is greater than 0.5 degrees, further interpolation is performed until the requirements are met. At each discrete position, the area occupied by the vehicle body and load combination is transformed to the map coordinate system according to the translation amount and heading angle of that position. Then, it is summed with the positioning error set, the trajectory tracking error set, and the load dynamic offset set in sequence using Minkowski summation. The ordered set of the occupied areas corresponding to all discrete positions constitutes the load coupling passage envelope.

[0028] It should be noted that the horizontal offset of the load center of gravity is used to correct the position of the load-occupied area relative to the centerline of the vehicle body, so as to avoid treating off-center loads as if they were loaded in the center. The permissible load offset range is used to cover the allowable displacement of materials during start-up, braking, and turning; Positioning error and trajectory tracking error are used to cover the deviation between the actual position of the AGV and the position calculated by the scheduling system.

[0029] The vehicle's external dimensions, load's external dimensions, load's center of gravity horizontal offset, allowable load offset range, positioning error, and trajectory tracking error all directly contribute to the determination of the load coupling travel envelope.

[0030] Based on the minimum turning radius, candidate trajectory curvature, wheelbase or wheel set geometry parameters, and load coupling travel envelope, the trajectory executability analysis results of each candidate AGV are obtained; In this embodiment, the trajectory executability analysis process is as follows: The curvature at each position of the candidate trajectory is obtained, and the reciprocal of the curvature at a position with non-zero curvature is taken as the trajectory turning radius at that position; the trajectory turning radius at each position is compared with the minimum turning radius of the corresponding AGV. When the trajectory turning radius at any position in the candidate trajectory is less than the minimum turning radius of the AGV, the candidate trajectory is determined to be an unexecutable trajectory for the steering mechanism; for candidate trajectories that meet the minimum turning radius requirement, the inner wheel track, outer wheel track, and rear sweep trajectory of the AGV during turning are calculated based on the wheelbase or wheel set geometric parameters, and the load-coupled passage envelope is moved along the wheel track and sweep trajectory to obtain the turning sweep area; the turning sweep area is compared with the available boundary of the passage and the contour of the fixed obstacle. When the turning sweep area crosses the available boundary of the passage or overlaps with the contour of the fixed obstacle, the candidate trajectory is determined to be a spatially unexecutable trajectory; the candidate trajectory that simultaneously meets the minimum turning radius requirement and the turning sweep space requirement is taken as an executable candidate trajectory.

[0031] The load-constrained speed curves of each candidate AGV are obtained from the AGV's unloaded mass, loaded mass, maximum driving force, maximum braking force, road longitudinal slope, road adhesion coefficient, load center of gravity height, candidate trajectory curvature, and allowable load acceleration. In this embodiment, obtaining the load-constrained speed curve includes the following specific steps: adding the AGV's empty mass and loaded mass to obtain the AGV's current total mass; dividing the maximum driving force by the current total mass to obtain the basic value of the AGV's driving acceleration on the horizontal road surface, and correcting the basic value of the driving acceleration according to the gravity component caused by the road's longitudinal slope, taking the smaller value between the corrected result and the load-allowed longitudinal acceleration as the available longitudinal acceleration for the corresponding trajectory position; dividing the maximum braking force by the current total mass to obtain the deceleration corresponding to the vehicle's braking capacity, and taking the minimum value among the deceleration allowed by the road adhesion coefficient, the deceleration corresponding to the vehicle's braking capacity, and the load-allowed longitudinal deceleration as the available braking deceleration for the corresponding trajectory position.

[0032] Based on the load center of gravity height, load outer width, load mass, and load fixing method, determine the load stability lateral acceleration limit. Specifically, this includes determining the overturning lateral acceleration limit, the load sliding lateral acceleration limit relative to the bearing surface, the fixed device bearing lateral acceleration limit, and the vehicle wheel load stability lateral acceleration limit, and taking the minimum value among the four and the allowable lateral acceleration of the load in the material transportation specification as the load stability lateral acceleration limit.

[0033] The overturning lateral acceleration limit is obtained by multiplying the ratio of the minimum distance from the load center of gravity to the boundary of the supporting polygon in the lateral direction to the height of the load center of gravity by the gravitational acceleration; the sliding lateral acceleration limit is obtained by multiplying the static friction coefficient between the load and the bearing surface by the gravitational acceleration; the fixed device bearing lateral acceleration limit is obtained by dividing the allowable lateral constraint force of the fixed device by the load mass; the vehicle wheel load stability lateral acceleration limit is calculated by substituting the AGV's empty mass, load mass, vehicle center of gravity, load center of gravity, wheel track, and wheelbase into the wheel load transfer model provided by the vehicle manufacturer, and is determined by using the boundary condition that the normal load of any bearing wheel is not less than 10% of the static normal load of that wheel.

[0034] The supporting polygon is obtained by enveloping the actual contact points between the load and the forks, pallet, or load-bearing platform; the static friction coefficient, the allowable constraint force of the fixing device, and the vehicle's unloaded center of gravity parameters are obtained from material transport specifications, fixture parameter tables, and vehicle parameter databases. In this embodiment, if any necessary parameter is missing, the lowest lateral acceleration limit calibrated by actual vehicle testing for the corresponding material category is used; if no calibration value is available, the candidate task is determined to require manual confirmation.

[0035] The longitudinal stability limit is determined using the same method as the longitudinal boundary of the supporting polygon and the longitudinal fixing capacity.

[0036] No. Taiwan candidate AGV along the first The executable candidate trajectory runs to the trajectory position. The maximum speed limit at that time is: ; In the formula, For trajectory position Speed ​​limits on the roads at that location. For the first The load-stability lateral acceleration limit of the AGV under the current load condition. For the first Executable candidate trajectories at trajectory position curvature at that point The upper limit of braking speed is calculated in reverse based on the available distance from the current position to the controlled parking position or the boundary where parking is required, and the available braking deceleration; when the trajectory curvature is zero, the speed limit corresponding to the lateral acceleration is not used.

[0037] Based on the upper limit of velocity and the available longitudinal acceleration at each trajectory position, the speed after allowable acceleration is determined point by point from the starting point to the ending point of the candidate trajectory. Then, based on the upper limit of braking speed, the speed is corrected in reverse from the ending point to the starting point of the candidate trajectory to obtain the load-constrained speed curve.

[0038] Velocity calculations use the same nodes as the discrete points of the candidate trajectory.

[0039] The speed of the first node is the smaller of the planned speed when the AGV crosses the entrance stop line and the real-time allowed speed. When scanning from the previous node to the next node, the speed that the next node can reach is calculated based on the speed of the previous node, the distance between the two nodes and the available longitudinal acceleration of the previous node, and the smaller value is taken after comparing it with the upper limit of the speed of the next node.

[0040] During reverse scanning, the terminal speed of the node corresponding to the mandatory stopping boundary is set to zero; the allowable speed of the previous node is calculated based on the speed of the next node, the distance between the two nodes, and the available braking deceleration of the previous node, and the smaller value is taken after comparing it with the forward scanning result.

[0041] Repeat the forward and backward scans until the velocity change between two adjacent nodes does not exceed 0.01 meters per second or the number of iterations reaches twenty.

[0042] The passage time of each calculated segment is determined by dividing the segment length by the arithmetic mean of the speed at the beginning and end of the segment; when the speed at the beginning and end of the segment is both zero, the segment is determined to be non-continuous, the finite clearing time is not calculated, and the candidate trajectory is deleted.

[0043] When downstream facilities require AGVs to wait, the waiting time can only be set up in the controlled parking position, and the waiting time will be directly included in the envelope complete clearing time; no waiting time will be configured in the prohibited parking area.

[0044] The envelope clearing time and exit release tail length requirements of each candidate AGV are obtained from the load coupling passage envelope and load constraint speed curve. In this embodiment, the specific process for obtaining the complete envelope clearing time and the required length of the exit release tail segment is as follows: determine the candidate trajectory position corresponding to when the AGV front end crosses the entrance stop line, and continue to move the load coupling passage envelope along the candidate trajectory until the last point of the load coupling passage envelope completely crosses the exit release boundary. Take the candidate trajectory length between the above two positions as the envelope clearing trajectory length; divide the envelope clearing trajectory into multiple speed calculation segments according to the load constraint speed curve, divide the length of each speed calculation segment by the average speed of the segment to obtain the passage time of each speed calculation segment, and add the passage times of each speed calculation segment to obtain the complete envelope clearing time.

[0045] The travel distance during the response phase is obtained by multiplying the current speed of the AGV by the control response delay. The travel distance during the braking phase is calculated by dividing the square of the current speed by twice the available braking deceleration. The longitudinal slope of the road is uniformly defined as uphill along the travel direction as positive, and the signs of the drive and braking correction terms are determined accordingly. The required length of the exit release tail section is obtained by adding the travel distance during the response phase, the travel distance during the braking phase, the length of the no-stopping zone, and the maximum projected length of the load coupling passage envelope along the exit direction.

[0046] It should be noted that the greater the total mass and the constant maximum braking force, the longer the travel distance during the braking phase; the larger the load profile, the more obvious the offset, or the larger the allowable offset range, the greater the maximum projected length of the load coupling travel envelope along the exit direction; all of the above changes increase the required length of the exit release tail section.

[0047] The impact of load clearance is analyzed based on the complete envelope clearance time, the minimum clearance for passage in the turning sweep area, and the required length of the exit release tail section. Among these factors, the first... Taiwan AGV along the first The formula for analyzing the impact of load clearing on executable candidate trajectories is as follows: ; In the formula, For the first Taiwan AGV along the first The duration for completely clearing the envelope of each executable candidate trajectory. For reference, the clearing time This refers to the minimum clearance between the turning sweep area and the available boundaries of the passageway and fixed obstacles. For reference to safe clearance, To release the tail end of export demand length, For reference, the required length of the tail section, , and The weights for load clearance impact are respectively the complete clearance time, minimum clearance, and the length of the tail section of the exit release.

[0048] It should be noted that the reference clearing time is the historical median value of the time required for an AGV to complete the envelope clearing under the rated loading state within the same intersection channel; the reference safe clearance is the minimum allowable distance between the AGV dynamic envelope and the channel boundary as specified in the factory channel design specifications; and the reference tail section requirement length is the standard length of the exit release tail section that can be allocated to a single AGV.

[0049] The impact weight of load clearing was obtained through multiple regression analysis of historical normal passage samples and export delay samples. It can also be calibrated according to the contribution ratio of different indicators to export delay events.

[0050] When historical samples are insufficient, equal weights are used, or weights are specified by engineers according to safety specifications. The larger the load clearance impact analysis result, the higher the likelihood that the corresponding AGV is affected by load status, channel space, and braking conditions, and is more likely to occupy the intersection area and the exit release tail section for a long time.

[0051] The continuous receiving capability analysis module is used to analyze the continuous receiving capability of the exit and downstream resources during the candidate AGV complete emptying cycle based on the envelope complete emptying time, the length of the exit release tail segment demand, and the status data of downstream receiving resources. In this embodiment, the continuous reception capability analysis process is as follows: Based on the expected time when the candidate AGV crosses the entrance stop line, the complete envelope clearing time, control communication delay, and state prediction error, a full clearing verification time domain is established for the corresponding candidate AGV. Among them, the later of the moment when the load envelope completely crosses the exit release boundary and the moment when the AGV reaches the first downstream receiving position that can accommodate its complete safety envelope and allows stable stopping or handover is determined by the end of the continuous receiving verification time domain. The resource occupation verification continues to the previous moment, and the downstream receiving resource verification continues to the next moment.

[0052] In this embodiment, the time when the candidate AGV is expected to cross the entrance stop line is taken as the start time of the full clearing verification time domain. The start time is added to the envelope full clearing time to obtain the basic end time, and then compared with the additional time required for downstream stable docking or handover to take the later value. Then, the communication time margin is determined according to the historical communication delay limit between the scheduling server and the AGV, and the prediction time margin is determined according to the deviation limit between the historical actual clearing time and the expected clearing time of the same road segment. The aforementioned later value, communication time margin and prediction time margin are added to obtain the end time of the full clearing verification time domain.

[0053] The full clear verification time domain is divided into multiple consecutive verification segments according to the shortest update cycle of the downstream device status. When the last verification segment is less than the update cycle, the actual remaining time is used as the length of the verification segment.

[0054] To determine the expected arrival time of each downstream resource, resource entry nodes and resource exit nodes are set on the candidate trajectory for the inlet stop line, the outlet release boundary, the automatic door, the lifting mechanism, the buffer position, and the target workstation, respectively.

[0055] Using the expected moment when the AGV crosses the entrance stop line as the starting point of time propagation, the estimated time when the AGV arrives at each resource entry node is obtained by accumulating the passage time of each trajectory segment according to the load constraint speed curve; the resource exit time is equal to the sum of the resource entry time, the internal travel time of the resource, the equipment start-up or switching time, and the loading / unloading or handover time.

[0056] When a previous resource is in a planned wait, the waiting time will be added to the arrival time of all subsequent nodes. The facility occupancy period of the automatic door begins when the AGV enters the door's safety sensing zone and ends when the load-coupled passage envelope completely leaves the door's safety sensing zone. The facility occupancy period of the lifting mechanism begins when the AGV enters the pre-waiting point of the lifting platform and obtains exclusive permission, and ends when the lifting is completed and the load coupling passage envelope leaves the exit door.

[0057] The target workstation handover time is determined according to the 95th percentile of the most recent 30 normal handover times for the same vehicle model, material category, and workstation. If the sample is less than 10 times, the maximum handover time in the workstation commissioning and acceptance record shall be used.

[0058] Based on the status of the exit section, subsequent section, buffer position, target work position, automatic door, lifting mechanism and temporary obstacle in each verification segment, the segmented continuity margin of each verification segment is obtained. In this embodiment, obtaining the segmented continuous capacity margin includes the following specific steps: For any verification segment, the exit segment and the subsequent segment are represented as a set of one-dimensional available intervals defined along the centerline mileage coordinates; the real-time occupied intervals, reserved occupied intervals, temporary obstacle intervals and no-parking intervals are uniformly mapped to mileage coordinates; after finding the union of the overlapping occupied intervals, the difference is obtained from the geometric available intervals to obtain non-overlapping continuous free intervals.

[0059] The segment length condition is satisfied only if the length of at least one consecutive idle interval is not less than the exit release tail segment requirement length of the current candidate AGV, and the idle interval can be continuously connected to the next receiving resource along the task path.

[0060] The segment length margin is calculated by subtracting the required length of the exit release tail section from the longest continuous idle interval that satisfies connectivity conditions, rather than using the sum of all discrete idle interval lengths. For authorized reserved AGVs, occupancy is only counted when their estimated arrival time, estimated departure time, and safety envelope projection interval overlap with the current verification segment time. When the real-time occupancy and scheduled occupancy of the same AGV overlap, the union of their spaces is taken to avoid duplicate deductions.

[0061] Based on the current occupancy of cache bits and the expected release time of each occupied cache bit, determine the number of cache bits that are expected to be available within the verification segment; subtract the number of cache bits required for the current candidate AGV to complete the takeover from the number of cache bits that are expected to be available to obtain the cache capacity margin.

[0062] For a single-load AGV, the number of buffer spaces required to complete the load is one; for a traction AGV or an AGV that transports multiple independent load units at a time, the number of buffer spaces required to complete the load is determined according to the number of independent load units and the number of buffer spaces that can be stored.

[0063] The remaining processing time at the target workstation is compared with the expected arrival time of the candidate AGV. If the target workstation can complete its current processing before the candidate AGV arrives, and the next receiving period calculated according to the target workstation's receiving cycle time completely covers the time required for AGV handover, the target workstation is determined to have receiving capability; otherwise, the target workstation is determined not to have receiving capability. The AGV handover time is determined based on the maximum value of the docking, unloading, and exit times of similar materials at the same workstation in history.

[0064] The expected arrival time and expected completion time of the candidate AGV at the automatic door or lifting mechanism are compared with the available time period of the automatic door or lifting mechanism; only when the available time period completely covers the expected arrival time to the expected completion time of the candidate AGV will the corresponding facility be determined to be continuously available.

[0065] The estimated time for clearing temporary obstacles is compared with the estimated time for the AGV to arrive at the corresponding location; if the temporary obstacle cannot be cleared before the AGV arrives, the corresponding road segment is determined to be unacceptable.

[0066] The following calculations are performed to obtain the road segment capacity margin, buffer capacity margin, and workstation capacity margin: divide the road segment length margin by the required length of the exit release tail section, divide the buffer capacity margin by the number of buffer positions required by the candidate AGV, and subtract the AGV handover time from the continuous receiving time of the target workstation and then divide by the AGV handover time. When automatic doors, lifting mechanisms, or temporary obstacles do not meet the passage requirements, the facility capacity margin is set to a negative value. When the requirements are met, the facility capacity margin is set to the time difference between the available end time of the corresponding facility and the expected end time of the AGV passage, divided by the expected facility occupancy time. The minimum value among the road segment capacity margin, buffer capacity margin, workstation capacity margin, and facility capacity margin is used as the segmented continuous capacity margin of the verification segment.

[0067] It should be noted that the minimum value among the various margins is used as the segmented continuous bearing margin, so that any shortcoming among the road segment, buffer position, target work position, automatic door, lifting mechanism and temporary obstacle can restrict the release of AGV.

[0068] If the segmented continuous acceptance margin of all verification segments within the full clear verification time domain is not less than zero, it is determined that the exit and downstream resources can continuously receive within the complete clearing cycle of the AGV. When the segmental continuity margin of any verification segment is less than zero, even if the exit segment is idle at the time of release, the candidate AGV is determined not to meet the continuous reception condition.

[0069] Based on the segment acceptance margin, buffer acceptance margin, workstation acceptance margin and facility acceptance margin of each verification segment, a continuous reception risk analysis is performed to obtain the continuous reception risk quantity. In this embodiment, the continuous reception risk analysis process is as follows: extract the minimum segment continuous acceptance margin from all verification segments. The smaller the minimum segment continuous acceptance margin, the greater the corresponding continuous reception risk. Count the number of verification segments with segment continuous acceptance margin less than zero, divide the number by the total number of verification segments to obtain the proportion of failed acceptance segments. The percentage of uncertain time is obtained by summing the durations of the corresponding segments and dividing them by the total duration of the full-clear verification time domain. The verification segments whose capacity cannot be confirmed due to uncertainties such as the expected release time of the buffer bit, the end time of processing at the target workstation, the availability time of the automatic door, the availability time of the lifting mechanism, or the clearing time of temporary obstacles are statistically analyzed. The continuous reception risk is obtained by weighting and summing the inverse normalized result of the minimum segmented continuous reception margin, the proportion of failed reception segments, and the proportion of uncertain state duration.

[0070] Among them, inverse normalization adopts , To fully clear the minimum segmented continuity margin within the verification time domain. Take the maximum segment margin from historical safe passage records or the preset safety margin. Take the worst historical margin or zero.

[0071] Among them, the continuous reception risk weights corresponding to the minimum segment continuous acceptance margin, the proportion of acceptance failure segments, and the proportion of uncertain status duration are obtained by logistic regression analysis of downstream status data before the occurrence of historical export delay events. When historical samples are insufficient, initial weights are set according to the order of road segment capacity margin, buffer capacity margin, workstation capacity margin, and facility capacity margin to restrict whether the AGV can continue to move forward, and then recalibrated after accumulating traffic data.

[0072] The complete departure prediction and analysis module is used to predict and analyze whether each candidate AGV can completely leave the intersection area after entering it, based on the results of load clearance impact analysis, continuous reception of risk quantity and real-time status data of the intersection area. In this embodiment, the specific process of predicting and analyzing the complete departure of each candidate AGV is as follows: obtain the load clearing impact analysis results and continuous receiving risk of each candidate AGV, and obtain the dynamic obstacle occupancy area, real-time trajectory deviation of the candidate AGV, real-time load offset, actual remaining length of the exit release tail section, and actual clearing progress data within the intersection area. The dynamic occupancy ratio is obtained by dividing the area occupied by dynamic obstacles by the passable area of ​​the intersection zone; the trajectory deviation ratio is obtained by dividing the real-time trajectory deviation of the candidate AGV by the allowable trajectory tracking error; and the load deviation ratio is obtained by dividing the real-time load offset by the allowable load offset range. The actual remaining length of the export release tail segment is compared with the required length of the export release tail segment. When the actual remaining length is less than the required length, the tail segment length does not meet the requirement of taking the ratio of 1 minus the quotient of the actual remaining length divided by the required length; otherwise, it is zero.

[0073] The actual clearing progress is obtained by determining the length of the trajectory that the load coupling passage envelope has already passed based on the real-time position of the AGV, dividing the length of the trajectory that has already passed by the total length of the envelope clearing trajectory; The planned clearing progress at the corresponding moment is determined based on the load constraint speed curve and task execution time. The actual clearing progress is subtracted from the planned clearing progress to obtain the clearing progress delay. The clearing progress delay, dynamic occupancy ratio, trajectory deviation ratio, load offset ratio, and tail length non-compliance ratio are normalized respectively. The clearing progress delay is normalized by dividing by the complete clearing time of the current candidate AGV envelope, and the other ratios are normalized by dividing by their historical maximum value or preset safety upper limit. The processed results are weighted and summed to obtain the execution deviation degree.

[0074] The results of the load clearing impact analysis, the continuous reception risk, and the execution deviation were normalized, weighted, and then summed to obtain the complete departure blockage index for each candidate AGV. During normalization, both the load clearing impact analysis results and the continuous reception risk were divided by their respective historical maximum values ​​or preset reference upper limits.

[0075] When a candidate trajectory meets the minimum turning radius requirement, the turning sweep area does not cross the available boundary of the channel, the segmented continuous bearing margin of all verification segments is not less than zero, and the complete departure blocking index is not greater than the release threshold of the corresponding intersection area, it is determined that the candidate AGV has the conditions for complete departure along the corresponding candidate trajectory. Otherwise, do not grant entry permission to the candidate AGV, and re-perform a complete departure prediction analysis after adjusting the expected entry time, candidate exit, buffer location, or target workstation.

[0076] It should be noted that the weights corresponding to the degree of execution deviation and the weights for complete departure blocking are obtained through regression analysis of historical AGV clearing delay events and exit reverse occupation events. When there are fewer than thirty historical blocking samples, statistical weights are not enabled, and equal weights are used as explicit risk ranking. However, entry permission is still determined solely by hard constraints such as curvature, clearance, continuous free intervals, and continuous acceptance margin of all segments not less than zero.

[0077] The release threshold is determined based on the complete departure congestion index distribution in historical samples. The minimum threshold that enables the exit reverse occupancy event recognition rate to reach the preset safety requirements is selected as the initial release threshold, and is calibrated according to the intersection area width, whether a controlled parking position is set, and whether there is a backup exit.

[0078] It should be noted that the higher the complete departure congestion index, the higher the risk that the AGV will not be able to leave completely due to the combined effects of load passage constraints, reduced downstream carrying capacity, and real-time execution deviations.

[0079] The collaborative scheduling and analysis module is used to establish a collaborative scheduling model for the entire clearing cycle. Based on the complete departure prediction and analysis results of each candidate AGV, the transportation task status data, and the downstream receiving resource status data, it generates the AGV passage order, entry time, and downstream resource reservation scheme. In this embodiment, a full-clearing cycle collaborative scheduling model is established. The specific process of generating AGV passage order, entry time, and downstream resource reservation scheme based on the full-clearing cycle collaborative scheduling model, the complete departure prediction analysis results of each candidate AGV, the transportation task status data, and the downstream receiving resource status data is as follows: The full-clearing cycle collaborative scheduling model includes a passage sequence generation sub-model and a receiving resource configuration sub-model; the passage sequence generation sub-model includes a passage feature preprocessing layer, a clearing duration correction layer, a passage cost generation layer, and a sequence constraint solving layer; the receiving resource configuration sub-model includes a resource status preprocessing layer, a resource timing construction layer, a continuous receiving verification layer, and an alternative receiving scheme generation layer.

[0080] The construction process of the passage sequence generation sub-model is as follows: the current total mass of the candidate AGV, the outer dimensions of the load, the position of the load center of gravity, the allowable acceleration of the load, the minimum turning radius, the candidate trajectory, the time for the complete clearing of the envelope, the length of the exit release tail segment requirement, the task priority, and the remaining time until the delivery deadline are time-aligned and standardized in the passage feature preprocessing layer to obtain candidate passage features. In the clearing time correction layer, based on the historical actual clearing time under the same AGV model, similar total mass range, similar load outline range, same exit direction and similar road attachment conditions, the envelope complete clearing time calculated according to the load constraint speed curve is residually corrected to obtain the corrected envelope clearing time.

[0081] In the passage cost generation layer, the complete departure from congestion index is used as the safety risk cost; the estimated waiting time is divided by the remaining time until the delivery deadline to obtain the delivery delay cost; the delivery delay cost is adjusted according to the task priority, with higher task priority resulting in a larger delivery delay cost; the number of other AGV reservations and the number of occupied resources that need to be changed after the candidate AGV enters the adjusted time are counted, and the two are weighted and added together to obtain the reservation change cost; the safety risk cost, delivery delay cost, and reservation change cost are weighted and added together to obtain the candidate passage cost.

[0082] In the sequence constraint solution layer, candidate trajectories that do not meet the minimum turning radius, turning sweep space and full-cycle continuous reception conditions are first deleted, and then an initial passage sequence is formed according to the candidate passage cost from small to large. For AGVs with the same candidate passage cost, the AGV with higher task priority is given priority. For AGVs with the same task priority, the AGV with shorter remaining time before the delivery deadline is given priority. Based on the estimated time when the load coupling passage envelope of the previous AGV completely crosses the exit release boundary, plus the time corresponding to the release safety interval, the earliest time when the next AGV is allowed to enter the intersection area is determined, and finally the AGV passage order and the entry time of each AGV are obtained.

[0083] The process of constructing the resource allocation sub-model is as follows: The real-time occupied range of the exit road segment, the reserved occupied range of AGV, the available length of the subsequent road segment, the expected release time of the buffer position, the remaining processing time and receiving cycle of the target workstation, the available time period of the automatic door and the lifting mechanism, and the expected clearing time of temporary obstacles are time-aligned in the resource status preprocessing layer according to a unified time base to obtain the time sequence status set of the receiving resources. Based on the AGV entry time and correction envelope clearing time output by the sub-model of the passage sequence, a full clearing verification time domain corresponding to each AGV is established in the resource timing construction layer, and the expected time period of each downstream resource is determined according to the resource node propagation. In the continuous reception verification layer, the segmented continuous reception margin is calculated segment by segment; when all verification segments meet the continuous reception conditions, the required exit release tail segment, subsequent road segment length, buffer bit, target station reception time period and serial facility available time period for the corresponding AGV are locked.

[0084] In the alternative solution generation layer, backup exits that can reach the target workstation are found based on allowed candidate exits and task paths; backup buffer positions are selected based on the remaining capacity of the buffer positions and the path distance from the buffer positions to the target workstations; and backup controlled parking positions are selected based on the spatial relationship between the controlled parking positions and the AGV load coupling passage envelope. For each alternative, a candidate trajectory is regenerated from the AGV's current control reference point to the backup exit, backup buffer position, or controlled parking position, and the minimum turning radius verification, turning sweep space verification, load constraint speed calculation, braking distance verification, and continuous reception verification are re-executed. If the trajectory switching requires the AGV to reverse, cross a no-parking zone, or complete a directional change exceeding the vehicle's steering capacity within the remaining braking distance, the alternative is deleted.

[0085] The remaining valid backup exits, backup buffer positions, and backup controlled parking positions are sorted according to whether reversing is not required, minimum continuous acceptance margin from large to small, and additional clearing time from small to large to obtain the alternative acceptance resource sequence, and the first item that meets the continuous acceptance condition is taken as the alternative acceptance scheme.

[0086] The complete departure prediction analysis results of each candidate AGV, the transportation task status data, and the downstream receiving resource status data are input into the full clearing cycle collaborative scheduling model to obtain the AGV passage order, entry time, load constraint speed curve, and downstream resource reservation scheme.

[0087] It should be noted that the pass sequence generation sub-model and the receiving resource configuration sub-model undergo bidirectional iteration: the entry time and the correction envelope clearing time output by the pass sequence generation sub-model are used to limit the verification interval and resource locking interval of the receiving resource configuration sub-model; The minimum segmented continuous bearing margin and the start and end times of resource availability, which are output by the resource allocation sub-model, are used to reversely limit the AGV entry time. When changes in the entry time cause changes in the road occupancy status or the available braking distance ahead, the load constraint speed curve, the envelope complete clearing time, and the required length of the exit release tail segment are redefined. When the difference between the entry times of two consecutive iterations is no greater than one device status update cycle, and the segmented continuity margin of all verification segments is not less than zero, the iteration stops and the scheduling result is output.

[0088] The AGV number is used to uniquely bind the vehicle load status, transportation task, resource reservation and control instructions; the material category is used to query the allowable acceleration of the load, the fixing method and the allowable offset range of the load; the target workstation is used to determine the terminal receiving resources; the allowed candidate exit and task path are used to limit the candidate trajectory and alternative receiving resources; the task priority and delivery time limit are used to form the cost of delivery delay.

[0089] Therefore, the acquired transportation task status data are all incorporated into the scheduling analysis or control binding process.

[0090] The collaborative control execution module is used to obtain the AGV passage sequence, entry time, load constraint speed curve, downstream resource reservation scheme and alternative receiving scheme, and issue collaborative control commands to the AGV on-board controller, the intersection area controller and the downstream receiving equipment. The condition for the intersection resource release is that the load coupling passage envelope completely crosses the exit release boundary.

[0091] In this embodiment, the specific process of collaborative control execution is as follows: the AGV number, passage order, entry time, executable candidate trajectory, load constraint speed curve, exit release tail section locking interval, subsequent road section reserved length, buffer position, target workstation receiving time period, automatic door or lifting mechanism available time period and alternative receiving scheme are associated to generate AGV convergence collaborative control task.

[0092] Before the AGV crosses the entrance stop line, the real-time occupied section, reserved occupied section, buffer position occupied status, remaining processing time of the target workstation, status of automatic door and lifting mechanism, and status of temporary obstacles of the exit section are re-acquired. The full clear verification time domain is re-divided according to the correction envelope clearing time, and the segmented continuous bearing margin is recalculated for all verification segments. Only when the segmented continuous bearing margin of each verification segment is not less than zero, and the exit release tail segment, subsequent road segment, buffer position and target workstation receiving time period are all successfully locked, will the entry permission and load constraint speed curve be issued to the corresponding AGV.

[0093] After the AGV enters the intersection area, the area occupied by the vehicle body and load combination is updated according to the real-time position and direction of the AGV. The load coupling passage envelope is updated according to the real-time load offset, positioning error and actual trajectory deviation. The remaining clearing time is recalculated according to the real-time speed of the AGV, the remaining distance from the current position to the exit release boundary and the updated load coupling passage envelope. The subsequent verification segments are updated based on the remaining clearing time, and the road segment occupancy, cache position, target work station and serial facility status are re-acquired to obtain the updated segment continuous capacity margin and complete departure congestion index.

[0094] If the AGV has not yet crossed the entrance stop line and the continuous carrying margin of any segment after the update is less than zero, the entry permission is revoked, and the AGV is stopped in front of the entrance stop line based on the current speed, control response delay and available braking deceleration. When the AGV has entered the intersection area, and the load coupling passage envelope can completely enter the controlled parking position, and the remaining braking distance is not greater than the available distance from the current position to the controlled parking position, control the AGV to slow down and enter the controlled parking position, and keep the intersection resource locked. When an AGV has entered the intersection area but does not meet the controlled parking conditions, the backup buffer and backup exit are checked sequentially according to the alternative receiving resource sequence. The first alternative receiving scheme that meets the continuous receiving conditions is activated, and subsequent AGV reservations that may conflict with the AGV's load coupling passage envelope are suspended.

[0095] When the downstream receiving status changes but neither the original downstream resources nor the alternative receiving resources can meet the continuous receiving conditions, keep the exit release tail section and subsequent road section resources corresponding to the current AGV locked, suspend the introduction of new AGVs into the intersection area, and send a priority clearing instruction to the target workstation, buffer equipment or on-site control personnel. If the AGV cannot safely reverse, do not release the converging resources by reversing; prioritize ensuring that the current AGV drives away completely along the verified trajectory.

[0096] For example, the process of releasing converged resources is as follows: the current load coupling passage envelope is obtained based on the AGV's real-time position, real-time direction, vehicle outline, load outline, real-time load offset, positioning error and actual trajectory deviation; The exit release boundary is represented as a directed line segment or a directed plane with a downstream normal direction, and the last point in the load coupling passage envelope that is closest to the exit release boundary along the departure direction is determined. When the last point is located downstream of the exit release boundary, and the distance between the last point and the exit release boundary is not less than the release safety interval, it is determined that the AGV has completely cleared the converging resources.

[0097] The release safety interval is obtained by adding the component of the positioning error along the departure direction, the component of the trajectory tracking error along the departure direction, and the position change that the AGV may produce within the control response delay.

[0098] When the AGV is decelerating, the possible position change within the control response delay is determined by the product of the current speed and the control response delay; when the AGV is accelerating, the displacement generated by the AGV within the control response delay according to the available longitudinal acceleration is also added.

[0099] If the above release conditions are not met, even if the AGV center point, vehicle tail, or nominal trajectory node has crossed the exit release boundary, the locking of the converging resources and the exit release tail segment will not be released. After the above release conditions are met, the corresponding resource lock is released, and the next AGV in the passage sequence is re-executed with a full clear cycle for continuous receiving and verification.

[0100] Example 2: Based on the same inventive concept, such as Figure 2 As shown, this embodiment of the invention also provides an AGV logistics collaborative scheduling and control method for smart factories, which can be executed by the various modules in the above system embodiment. The method includes the following steps: S1: Obtain vehicle load status data, intersection channel status data, downstream receiving resource status data, and transportation task status data of candidate AGVs; S2: Based on vehicle load status data and intersection channel status data, analyze the impact of load status on candidate AGV passage envelope, candidate trajectory, running speed, exit tail section occupancy range and intersection resource clearing process, and obtain the load clearing impact analysis results of each candidate AGV along each executable candidate trajectory; S3: Based on the envelope complete emptying time, the length of the demand for the tail end of the exit release and the status data of downstream receiving resources, analyze the continuous receiving capacity of the exit and downstream resources during the complete emptying cycle of the candidate AGV to obtain the continuous receiving risk of each candidate AGV. S4: Based on the load clearance impact analysis results, continuous reception of risk quantity and real-time status data of the intersection area, predict and analyze whether each candidate AGV can leave the intersection area completely after entering it, and output the complete departure prediction analysis results. S5: Based on the complete departure prediction analysis results of each candidate AGV, the transportation task status data and the downstream receiving resource status data, establish a full-clearing cycle collaborative scheduling model to generate AGV passage sequence, entry time, load constraint speed curve and downstream resource reservation scheme. S6: Obtain AGV passage sequence, entry time, load constraint speed curve, downstream resource reservation scheme and alternative receiving scheme, and issue collaborative control instructions to AGV on-board controller, intersection area controller and downstream receiving equipment; The steps S1 to S6 described above can be executed by the corresponding modules in the aforementioned system embodiments. For specific implementation details of each step, please refer to the detailed description of the same concepts or processes in the system embodiments, which will not be repeated here.

[0101] Example 3: This embodiment provides an electronic device, including: a processor and a memory, wherein the memory stores a computer program that can be called by the processor; The processor executes the aforementioned AGV logistics collaborative scheduling and control method for smart factories by calling the computer program stored in the memory.

[0102] The electronic device can vary considerably depending on its configuration or performance. It may include one or more processors (Central Processing Units, CPUs) and one or more memories, wherein the memory stores at least one computer program, which is loaded and executed by the processor to implement the AGV logistics collaborative scheduling and control method for smart factories provided in the above-described method embodiments. The electronic device may also include other components for implementing its functions; for example, it may have wired or wireless network interfaces and input / output interfaces for data input and output. Details will not be elaborated upon in this embodiment.

[0103] Example 4: This embodiment proposes a computer-readable storage medium on which an erasable and rewritable computer program is stored. When the computer program runs on the computer device, it enables the computer device to execute the above-mentioned AGV logistics collaborative scheduling and control method for smart factories.

[0104] For example, computer-readable storage media can be read-only memory (ROM), random access memory (RAM), compact disc read-only memory (CD-ROM), magnetic tape, floppy disk, and optical data storage devices.

[0105] It should be understood that in the various embodiments of this application, the order of the above-mentioned processes does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0106] The above embodiments can be implemented, in whole or in part, by software, hardware, firmware, or any other combination thereof. When implemented using software, the above embodiments can be implemented, in whole or in part, as a computer program product. A computer program product includes one or more computer instructions or computer programs. When the computer instructions or computer programs are loaded or executed on a computer, all or part of the flow or function according to the embodiments of the present invention is generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. Computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via a wired network and / or wireless network. A computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more sets of available media. Available media can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media. Semiconductor media can be solid-state drives (SSDs).

Claims

1. An AGV logistics collaborative scheduling and control system for smart factories, characterized in that, include: The data acquisition module is used to acquire vehicle load status data, intersection channel status data, downstream receiving resource status data, and transportation task status data of candidate AGVs. The load clearing analysis module is used to generate a load coupling passage envelope based on vehicle load status data and intersection channel status data, and to calculate the complete clearing time of the envelope and the required length of the exit release tail segment. The continuous reception verification module is used to establish a full-clear verification time domain based on the complete envelope clearing time and the status data of downstream receiving resources, and to verify in segments whether the downstream resources have continuous receiving capabilities. The departure prediction module is used to calculate the complete departure blocking index based on the load clearing analysis results, continuously received verification results and real-time status data of the intersection area, and to determine whether the candidate AGV has the conditions for complete departure. The collaborative scheduling module is used to generate AGV passage order and downstream resource reservation scheme based on the complete departure judgment result and transportation task status data; The execution control module is used to update the load coupling passage envelope in real time during AGV passage, and the condition for releasing the converging resources is that the load coupling passage envelope completely crosses the exit release boundary.

2. The AGV logistics collaborative scheduling and control system for smart factories according to claim 1, characterized in that, The load clearing analysis module generates a load coupling passage envelope based on the vehicle's external dimensions, load's external dimensions, load's center of gravity horizontal offset, load's allowable offset range, positioning error, and trajectory tracking error, using Minkowski summation; and filters executable trajectories based on the minimum turning radius and candidate trajectory curvature. The load-constrained speed curve is generated based on the sum of the AGV's unloaded and loaded masses, maximum driving force, maximum braking force, road longitudinal slope, road adhesion coefficient, and allowable load acceleration. The time required for complete envelope clearing and the required length of the exit release tail section are calculated based on the load-constrained speed curve and the load-coupled passage envelope.

3. The AGV logistics collaborative scheduling and control system for smart factories according to claim 1, characterized in that, The continuous reception verification module establishes a full-clear verification time domain based on the expected entry time and the complete envelope clearing duration, and divides it into multiple verification segments. Within each verification segment, the segmented continuous reception margin is calculated based on the length of the continuous idle interval of the exit segment and the subsequent segment, the number of available buffer positions, the reception time of the target workstation, and the available time of the automatic door and lifting mechanism. When the segmented continuous reception margin of all verification segments is not less than zero, it is determined that the downstream resources have continuous reception capability.

4. The AGV logistics collaborative scheduling and control system for smart factories according to claim 1, characterized in that, The departure prediction module obtains the load clearing analysis results, continuously receives the risk amount and the real-time execution deviation degree, normalizes and weights them to obtain the complete departure blocking index; when the candidate trajectory meets the turning and space requirements, the segmented continuous bearing margin of all verification segments is not less than zero, and the complete departure blocking index is not greater than the corresponding release threshold, the candidate AGV is determined to have the complete departure conditions.

5. The AGV logistics collaborative scheduling and control system for smart factories according to claim 1, characterized in that, The collaborative scheduling module determines the AGV entry time through bidirectional iteration of passage sequence generation and resource verification, and generates alternative receiving schemes when downstream resources do not meet the continuous receiving conditions. The alternative receiving schemes include backup exits, backup buffer positions, or backup controlled parking positions, and are selected in descending order of whether reversing is not required and the minimum continuous receiving margin.

6. The AGV logistics collaborative scheduling and control system for smart factories according to claim 1, characterized in that, The execution control module calculates the release safety interval based on the positioning error, trajectory tracking error, and control response delay; the specific conditions for releasing converging resources are that the last point of the load coupling passage envelope is located downstream of the exit release boundary and the distance is not less than the release safety interval.

7. An AGV logistics collaborative scheduling and control method for smart factories, characterized in that, include: Acquire vehicle load status data, intersection channel status data, downstream receiving resource status data, and transportation task status data of candidate AGVs; Based on vehicle load status data and intersection channel status data, a load-coupled passage envelope is generated, and the time required for the complete clearing of the envelope and the required length of the exit release tail segment are calculated. A full clear verification time domain is established based on the complete envelope clearing time and the downstream receiving resource status data, and the downstream resources are verified in segments to ensure that they continue to have receiving capabilities. The complete departure blocking index is calculated based on the load clearing analysis results, continuous reception verification results, and real-time status data of the intersection area, and it is determined whether the candidate AGV has the conditions for complete departure. Generate AGV passage order and downstream resource reservation plan based on complete departure judgment results and transportation task status data; The load coupling passage envelope is updated in real time during AGV passage, and the condition for the release of converging resources is that the load coupling passage envelope completely crosses the exit release boundary.

8. The AGV logistics collaborative scheduling and control method for smart factories according to claim 7, characterized in that, Generate the load-coupled passage envelope and calculate the complete emptying time of the envelope and the required length of the exit release tail section, including: generating the load-coupled passage envelope by Minkowski summation based on the vehicle body dimensions, load body dimensions, load center of gravity horizontal offset, load allowable offset range, positioning error and trajectory tracking error; and filtering executable trajectories based on the minimum turning radius and candidate trajectory curvature. The load-constrained speed curve is generated based on the sum of the AGV's unloaded and loaded masses, maximum driving force, maximum braking force, road longitudinal slope, road adhesion coefficient, and allowable load acceleration. The time required for complete envelope clearing and the required length of the exit release tail section are calculated based on the load-constrained speed curve and the load-coupled passage envelope.

9. The AGV logistics collaborative scheduling and control method for smart factories according to claim 7 or 8, characterized in that, The process involves segmenting and verifying whether downstream resources have continuous receiving capabilities. This includes: establishing a full-clearing verification time domain based on the expected entry time and the complete envelope clearing duration, and dividing it into multiple verification segments; within each verification segment, calculating the segmented continuous receiving margin based on the length of the continuous idle interval of the exit segment and subsequent segments, the number of available buffer slots, the receiving time of the target workstation, and the available time of the automatic door and lifting mechanism; and determining that downstream resources have continuous receiving capabilities when the segmented continuous receiving margin of all verification segments is not less than zero.

10. The AGV logistics collaborative scheduling and control method for smart factories according to claim 7, characterized in that, Determining whether a candidate AGV meets the conditions for complete departure includes: obtaining the load clearing analysis results, continuously receiving the risk amount and the degree of deviation in real time, and obtaining the complete departure blocking index after normalization and weighting; When the candidate trajectory meets the turning and space requirements, the segment continuity margin of all verification segments is not less than zero, and the complete departure congestion index is not greater than the corresponding release threshold, it is determined that the complete departure condition is met. When an AGV fails to pass the continuous receiving verification before entering the intersection area, it is prohibited from being released. When an AGV has entered the intersection area but the downstream resources do not meet the continuous receiving conditions, an alternative receiving scheme is activated. The alternative receiving scheme includes a backup exit, a backup buffer position, or a backup controlled parking position, and is selected in descending order of whether reversing is not required and the minimum continuous receiving margin.

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