A method for generating a mixed-line assembly logistics layout based on hierarchical communication of a transport mode

Abstract

The application discloses a mixed-line assembly logistics layout generation method based on layered communication. The method determines the passable range corresponding to each transport mode based on the pass constraint of at least two transport modes; determines the multi-mode common area according to the overlapping relationship between different passable ranges, and determines the target common area by taking the required transport mode of each assembly station as a constraint, and constructs a layered communication structure extending from the multi-mode common area to the corresponding passable range; determines the logistics path in the layered communication structure according to the material flow direction, and determines the arrangement range of the logistics channel according to the coincidence relationship of the logistics path, and generates the mixed-line assembly logistics layout. The application can organize the logistics space according to the actual passing capacity of different transport modes, reduce the repeated occupation and excessive reservation of the logistics channel, and improve the utilization efficiency of the mixed-line assembly area logistics space.

Description

Technical Field

[0001] This invention relates to the field of workshop logistics layout technology, and in particular to a method for generating mixed-line final assembly logistics layout based on hierarchical connectivity of transport modes. Background Technology

[0002] Mixed-line assembly workshops typically require different transport modes for material delivery, and the transport vehicles corresponding to these modes differ in terms of space occupation and throughput. In the process of workshop logistics layout, in addition to ensuring that materials can be delivered to the corresponding assembly stations, it is also necessary to control the occupancy of logistics channels on assembly workspaces to meet the logistics organization requirements under mixed-line production conditions.

[0003] In the prior art, for example, CN117724432A discloses a method and apparatus for generating the layout of an automated semiconductor material handling system, which generates an initial layout of the automated material handling system based on equipment layout information and material handling information, and forms a main track, a slave track and an auxiliary track; CN112857374B discloses a method for the accessibility of a mobile robot in a narrow environmental space based on equivalent expansion, which determines the accessibility of the passage based on the geometric dimensions and movement mode of the mobile robot, and determines the operating area of ​​the mobile robot.

[0004] However, in mixed-line assembly scenarios where multiple transportation modes participate in material distribution, the passage capacity of different transportation modes varies. If the logistics channels are uniformly arranged according to higher passage requirements, it is easy to cause excessive space to be reserved in some areas. On the other hand, when the passage space of different transportation modes lacks coordination and organization, it is easy to cause repeated occupation of logistics space, making it difficult to take into account both the passage needs of different transportation modes and the efficiency of workshop space utilization.

[0005] Therefore, there is an urgent need for a method to generate a mixed-line final assembly logistics layout applicable to scenarios where multiple transportation modes coexist. This method should ensure that different transportation modes meet the logistics access requirements of their respective assembly workstations while reducing unnecessary logistics space occupation and improving the utilization efficiency of workshop logistics space. Summary of the Invention

[0006] In order to overcome the above-mentioned defects of the prior art, the purpose of this invention is to provide a method for generating a mixed-line final assembly logistics layout based on the hierarchical connection of transportation modes, so as to solve the problem that the logistics space is difficult to take into account the passage requirements of different transportation modes and the efficiency of workshop space utilization when multiple transportation modes coexist.

[0007] To achieve the above objectives, the present invention provides a method for generating a mixed-line final assembly logistics layout based on hierarchical connectivity of transport modes, comprising: Based on the traffic constraints of at least two transport modes, determine the passable range corresponding to each transport mode; Based on the overlapping relationship of different passable ranges, a multi-mode common area is determined, and a hierarchical connectivity structure extending from the multi-mode common area to the corresponding passable range is constructed, constrained by the transport mode required by each assembly station. Based on the hierarchical connectivity structure, the layout range of logistics channels is determined, and a mixed-line final assembly logistics layout is generated.

[0008] Specifically, at least two transport modes exist within the mixed-line assembly area, each corresponding to different passage conditions, resulting in variations in the passable range for each mode. Based on the passage constraints corresponding to each transport mode, the passable range for each mode within the mixed-line assembly area is determined, mapping the passage requirements of different transport modes to their respective spatial ranges. After obtaining the passable ranges for each transport mode, a multi-mode common area is determined based on the overlap between different passable ranges, forming a common area where spaces accessible by multiple transport modes can be shared, while preserving the differences between the passable ranges corresponding to different transport modes. Furthermore, using the transport modes required by each assembly station as constraints, the multi-mode common area is connected to the passable range corresponding to the respective transport mode, extending the logistics connectivity from the multi-mode common area to the corresponding passable range, forming a hierarchical connectivity structure corresponding to the transport needs of each assembly station. After forming the hierarchical connectivity structure, the layout range of logistics channels within the mixed-line assembly area is determined based on the hierarchical connectivity structure, and a mixed-line assembly logistics layout is generated based on the determined logistics channel layout range.

[0009] Compared with existing technologies, this invention determines the passable range corresponding to each transportation mode based on the traffic constraints of at least two transportation modes, so that the traffic differences of different transportation modes can be mapped to the corresponding spatial ranges. It determines the common area of ​​multiple modes based on the overlap relationship of different passable ranges, and constructs a hierarchical connectivity structure in conjunction with the transportation modes required by each assembly station. This coordinates and organizes the common traffic space of multiple transportation modes with the passable space oriented towards the corresponding transportation mode, reducing the duplication of logistics space. Furthermore, based on the hierarchical connectivity structure, it determines the layout range of logistics channels, enabling the logistics channels to be arranged according to the actual traffic needs of different transportation modes and assembly stations, reducing unnecessary space reservations caused by uniformly adhering to higher traffic requirements. Thus, while meeting the logistics connectivity needs of mixed-line final assembly areas, it improves the utilization efficiency of logistics space. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0011] Figure 1 A schematic diagram of a method for generating a mixed-line final assembly logistics layout based on hierarchical connectivity of transport modes; Figure 2 This is a schematic diagram of the layout and typical traffic conditions of the mixed-line assembly area in an embodiment of the present invention; Figure 3 This is a schematic diagram of the multi-mode common region and hierarchical connectivity structure in an embodiment of the present invention. Detailed Implementation

[0012] To enable those skilled in the art to better understand the technical solution of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings.

[0013] Example 1 like Figure 1 As shown, this embodiment provides a method for generating a mixed-line assembly logistics layout based on hierarchical connectivity of transport modes. It is applicable to logistics layout generation scenarios where at least two transport modes exist within a mixed-line assembly area. The mixed-line assembly area refers to the workshop planar area generated for logistics space layout in this embodiment, including the space occupied by assembly stations, production equipment, columns, walls, and other fixed facilities. The transport modes are used to distinguish material transport methods with different passage constraints. Transport bodies under the same transport mode are judged for passage using corresponding geometric and kinematic constraints. The geometric constraints limit the spatial dimensions that the transport body must meet when passing through corresponding spatial positions, while the kinematic constraints limit the motion conditions that the transport body must meet when moving between adjacent spatial positions and changing direction.

[0014] During implementation, the plan layout data of the mixed-line assembly area, the required transport modes for each assembly station, and the access constraints corresponding to each transport mode are obtained. In this embodiment, the plan layout data comes from the workshop CAD plan layout drawing, and includes at least the boundaries of the mixed-line assembly area and the location and occupancy range of production equipment, assembly stations, columns, walls, and other fixed facilities. For each assembly station, the corresponding material handover point is further determined. The material handover point refers to the spatial location where the transport body can reach and complete the material handover with the corresponding assembly station; the physical occupancy portion of the assembly station is treated as an obstacle area, and the material handover point is set at the reachable location corresponding to the corresponding assembly station, serving as the logistics arrival location of the corresponding assembly station when subsequently constructing the hierarchical connectivity structure and determining the logistics path.

[0015] Based on the above data, the method in this embodiment specifically includes the following steps: S1. Based on the traffic constraints of at least two transport modes, determine the passable range corresponding to each transport mode; Because different transport modes differ in their spatial dimensions and mobility, the same spatial location does not offer the same passage conditions for different transport modes. For example, differences in the external dimensions or required safety clearance of a transport vehicle will result in different local spatial ranges that it can pass through. Even if a spatial location is sized to accommodate a particular transport vehicle, continuous passage may not be possible when turning or changing direction at that location due to minimum turning radius or turning method limitations. Therefore, the actual usable passage range for each transport mode cannot be directly determined based solely on the available space in the mixed-line assembly area; it is necessary to assess the space requirements and mobility capabilities of the corresponding transport vehicle.

[0016] Based on this, corresponding geometrical and kinematic constraints are determined according to the external dimensions, safety clearance, minimum turning radius, and turning method of the transport vehicle for each transport mode. The geometrical constraints, determined based on the external dimensions and safety clearance of the transport vehicle under the corresponding transport mode, limit the spatial dimensional conditions that the transport vehicle must meet when passing through different spatial positions in the mixed-line assembly area. The kinematic constraints, determined based on the minimum turning radius and turning method of the corresponding transport vehicle, limit the motion conditions that the transport vehicle must meet when moving continuously between adjacent spatial positions and when changing direction.

[0017] Specifically, firstly, in a unified grid map, based on the geometrical traffic constraints corresponding to each transport mode, obstacle expansion is performed on the obstacle area to match the spatial occupancy requirements of the corresponding transport body, thus determining the geometrically passable area that meets the spatial passage requirements of the corresponding transport mode; then, based on the kinematic constraints, the adjacency relationships and direction conversion relationships in the geometrically passable area are kinematically feasible, excluding spatial connections that meet the spatial size requirements but cannot form continuous passage according to the actual movement mode of the corresponding transport mode; based on the spatial positions and adjacency relationships retained after kinematic feasibility verification, the passable range corresponding to each transport mode is determined.

[0018] S11. Establish a unified grid map for the mixed-line assembly area; A two-dimensional plane coordinate system is established based on the planar layout data of the mixed-line assembly area. The boundaries of the mixed-line assembly area, as well as the outer contours of production equipment, assembly station entities, columns, walls, and other fixed facilities, are mapped to the two-dimensional plane coordinate system. The mixed-line assembly area is then spatially discretized according to a preset grid size to obtain a grid map composed of multiple grid units. Specifically, the grid map is divided into several parts. line, number The grid cell of a column is denoted as , and These represent the row index and column index of the raster cell, respectively.

[0019] like Figure 2 As shown, this embodiment uses a mixed-line assembly area including production equipment, fixed facilities, walls, columns, and multiple assembly stations as an example. The black solid areas are used to illustrate fixed entities such as production equipment, fixed facilities, walls, and columns. Numbers 1, 2, and 3 represent the first, second, and third assembly stations, respectively. , and These represent the material handover points associated with the corresponding assembly stations. The material handover points are located in spatial positions near the corresponding assembly stations that can be reached by transport vehicles, and they are not required to coincide with the physical occupancy of the assembly stations. Figure 2 The arrowed lines are used to indicate typical spatial orientations that allow for continuous passage between fixed entities. They are used to help explain the spatial passage and turning conditions at different local locations, and are not pre-defined as the final logistics path or logistics channel.

[0020] The corresponding grid state is determined based on the positional relationship between each grid unit and the boundary of the mixed-line assembly area, as well as the space occupied by fixed facilities. Figure 2 The physical spaces occupied by the production equipment, fixed facilities, walls, columns, and assembly stations shown are all treated as obstacle areas after being gridded, as are material transfer points. , and The grid cell is then mapped to the corresponding reachable location. When a grid cell is located outside the boundary of the mixed-line assembly area, or when the space corresponding to the grid cell overlaps with the space occupied by production equipment, assembly station entities, columns, walls, or other fixed facilities, the grid cell is designated as an obstacle grid, and the space represented by the obstacle grid is designated as an obstacle area; grid cells other than the obstacle grids are designated as free grids. For each assembly station, the corresponding material transfer point is mapped to the reachable location corresponding to the assembly station in the grid map, and a spatial correspondence is established between the material transfer point and adjacent free grids. Here, the material transfer point refers to the spatial location where the transport body can reach and complete the material transfer with the corresponding assembly station. Thus, the physical occupancy of the assembly station is still treated as an obstacle area, while the material transfer point is the material arrival location of the corresponding assembly station, so that the subsequent adjacency relationship can be extended from the free grid to the material transfer point, avoiding the use of the physical occupancy space of the assembly station itself as the passage space of the transport body.

[0021] The grid size is determined based on the actual spatial scale of the mixed-line assembly area and the minimum passage space required to be identified during the logistics layout process. Specifically, based on the planar layout data, the local clearance between production equipment, assembly stations, columns, walls, and other fixed facilities that needs to be identified and reserved during the logistics layout process is determined, and the grid size that allows these local clearances to still be represented by continuous free grids after gridding is determined is also determined. Simultaneously, the boundary representation of the fixed facility's outer contour after gridding is checked to ensure that the discrete deviation between the actual occupied boundary of the fixed facility and the gridded obstacle boundary does not change the subsequent passage judgment result for the corresponding spatial position. Reducing the grid size can improve the representation accuracy of fixed facility boundaries and local narrow spaces, but it will correspondingly increase the computational load of subsequent obstacle expansion, spatial superposition, connected domain partitioning, and path search. Therefore, the grid size is determined under the condition of meeting the minimum passage space representation requirements and obstacle boundary representation requirements.

[0022] All transport modes involved in the logistics layout generation adopt the same two-dimensional plane coordinate system, mixed-line assembly area boundary, coordinate origin, coordinate direction, grid size, and grid position index. This ensures that the same grid unit always corresponds to the same actual spatial location within the mixed-line assembly area under different transport modes. When making subsequent passage judgments for different transport modes, the spatial division of the grid map itself is not changed; only the passage judgment results corresponding to each grid position are modified according to the passage constraints of the corresponding transport mode. This allows the passable ranges corresponding to different transport modes to be compared and spatially overlaid under a unified spatial location benchmark.

[0023] After processing in step S11, a unified grid map corresponding to the mixed assembly area is obtained, and the obstacle grid, free grid and material handover points corresponding to each assembly station are determined, providing a unified spatial basis for subsequent obstacle expansion for different transportation modes and determination of geometrically passable areas.

[0024] S12. Determine the corresponding geometrically passable area based on the geometrical traffic constraints of each transport mode; For the Various transportation modes, among which , This represents the total number of transport modes generated by the logistics layout. Geometric passage constraints are determined based on the outer dimensions and safety clearance of the corresponding transport body in the actual material transport state. Specifically, the outer dimensions are determined according to the actual planar space occupied by the transport body during material transport; when the carried material does not exceed the planar outer dimension of the transport equipment body, it is determined based on the outer dimensions of the transport equipment body itself; when the carried material exceeds the planar outer dimension of the transport equipment body, it is determined based on the overall outer dimension formed by the transport equipment and the carried material, so that the outer dimensions can cover the space occupied in the actual material transport state.

[0025] This embodiment uses a rectangular envelope that covers the space occupied to characterize the outer dimensions of the transport body, and uses the center of the rectangular envelope as the reference position of the transport body. Let the first... The envelope length of the transport body corresponding to the transport mode is The envelope width is The safe clearance is The safety clearance refers to the minimum spatial interval that the transport vehicle needs to maintain between itself and production equipment, columns, walls, and other fixed facilities during operation. Its value is determined based on the positioning accuracy of the transport equipment, its operating deviation, and the safety operation requirements of the mixed assembly area.

[0026] Using the reference position of the transport body as a benchmark, the space occupied by the transport body and the safety clearance are converted into the corresponding longitudinal obstacle expansion distance and lateral obstacle expansion distance when the obstacle expands: (1) (2) In the formula, Indicates the first The obstacle expansion distance corresponding to the longitudinal direction of the transport body for each transport mode; This indicates the distance of the obstacle expansion along the transverse direction of the transport body. and These represent the distances from the reference position of the transport body to the longitudinal and transverse boundaries of the rectangular envelope, respectively. This represents the safety clearance for the corresponding transport mode. Through equations (1) and (2), the outer contour of the transport body itself and the safety space that needs to be reserved during operation are uniformly converted into the space passage requirements relative to the reference position of the transport body.

[0027] For example, Figure 2 In , , and This is used to illustrate the effective clearance distance between adjacent entities such as walls, production equipment, fixed facilities, columns, or assembly stations at different local locations within a mixed-line assembly area. Because the external dimensions and safe clearances of transport bodies differ for different transport modes, the same local clearance may result in different geometric passage outcomes after obstacle expansion for different transport modes. Therefore, the aforementioned... to This is only used to illustrate the spatial access conditions at different local locations. The specific geometric accessibility is still determined based on the outline dimensions of the corresponding transport mode, the safety clearance, and the result of obstacle expansion.

[0028] Since the rectangular envelope of the transport body changes relative to the spatial orientation of the grid map under different motion directions, this embodiment expands obstacles according to preset discrete motion directions. In this embodiment, the discrete motion direction corresponds to the grid adjacency direction used in step S13 to establish candidate adjacency relationships, so that the geometrically passable direction recorded in step S12 can be used for the establishment of subsequent candidate motion states and candidate adjacency relationships.

[0029] For any discrete motion direction, this motion direction is taken as the longitudinal direction of the transport body, and the direction perpendicular to this motion direction is taken as the transverse direction of the transport body, and based on... and Determine the expansion range of the obstacle region in the corresponding direction. For the obstacle grid determined in step S11, the free grids that fall within the expansion range and the original obstacle grids are taken together as the expansion obstacle region in the current discrete motion direction; when the expansion boundary after discretization according to the grid size cannot completely coincide with the actual expansion distance determined by equations (1) and (2), the grids that overlap with the actual expansion boundary are included in the expansion obstacle region, so that the gridded expansion range is not less than the corresponding actual space passage requirement.

[0030] For any free grid cell, if, when using that grid cell as the reference position of the transport body, it does not fall into the corresponding expansion barrier region in at least one discrete motion direction, then that grid cell is determined to satisfy the following condition in that discrete motion direction: The geometrical traffic constraints of each transport mode are determined, and the corresponding discrete motion directions are recorded. If the grid falls into the corresponding expansion barrier region under all discrete motion directions, then the grid is determined not to satisfy the first condition. The spatial passage requirements for each transport mode. After determining all grids and discrete movement directions, the first free grid is formed by having at least one discrete movement direction that satisfies the geometric passage constraints. The geometrically passable area corresponding to each transport mode is recorded, and the geometrically passable direction corresponding to each grid is associated with it.

[0031] The geometrically passable area only indicates that the corresponding spatial location meets the spatial passage requirements under the conditions of the transport vehicle's external dimensions and safe clearance; it does not indicate that the transport vehicle can move continuously between adjacent spatial locations according to the actual turning method. Therefore, after obtaining the geometrically passable area, it is necessary to further verify the kinematic feasibility of the adjacency relationships and direction conversion relationships within the geometrically passable area based on the minimum turning radius and turning method of the corresponding transport mode.

[0032] S13. Verify the geometrically passable area based on the kinematic constraints of each transport mode; The geometrically passable region addresses whether a transport vehicle can meet spatial dimensional requirements at its corresponding location. However, adjacent spatial locations that meet the passage requirements do not necessarily form continuous passage. For example, two intersecting passageways may each accommodate a corresponding transport vehicle, but if the intersection does not provide turning space that satisfies the minimum turning radius and corresponding turning mode, the transport vehicle still cannot continuously enter the other passageway from one passageway. Therefore, it is necessary to further verify the actual motion relationships within the geometrically passable region using the kinematic constraints of the corresponding transport mode.

[0033] For the For each transport mode, kinematic constraints are determined based on the minimum turning radius and steering method of the corresponding transport body. The minimum turning radius represents the minimum allowable turning radius when the transport body uses continuous steering to complete a direction change; the steering method is determined based on the motion mechanism of the corresponding transport equipment and the permissible form of direction conversion. For transport bodies that allow in-situ turning, the direction conversion process is determined according to their corresponding in-situ turning method; for transport bodies that require continuous steering to complete a direction change, the corresponding steering process is limited according to their minimum turning radius.

[0034] For example, Figure 2 In and This diagram illustrates the directional change angle of a transport vehicle entering a corresponding passageway from its current direction of movement in two typical turning positions. The term "turning in place" in the diagram indicates a localized location where there is a need to adjust the direction of movement in place to enter the subsequent passageway. and This is only used to illustrate the directional conversion relationships at different local locations and is not used as the sole basis for judging kinematic feasibility. For transport modes that use continuous turning, candidate motion trajectories are still formed based on the minimum turning radius of the corresponding transport body; for transport modes that allow turning in place, the directional conversion process is formed according to the corresponding turning in place method, and the kinematic feasibility of the corresponding directional conversion relationship is further checked based on the sweeping area described later.

[0035] In the Within the geometrically passable area corresponding to each transport mode, candidate adjacency relationships are established based on the spatial adjacency relationships between grid cells. This embodiment employs an eight-neighborhood approach, considering the current grid cell's adjacent grid cells in the horizontal, vertical, and diagonal directions as neighboring grid cells, and selecting those belonging to the first... Candidate adjacency relationships are established between grid cells corresponding to the geometrically passable areas for each transport mode. The candidate adjacency relationship only indicates that two grid cells are spatially adjacent, and does not directly indicate that the transport body can move from one grid cell to the other according to the actual movement mode.

[0036] To simultaneously characterize the spatial position and direction of motion of the transport body, the motion state of the transport body is represented as: (3) in, Indicates the motion state of the transporter; and This represents the x-coordinate and y-coordinate of the reference position of the transport volume in a two-dimensional plane coordinate system; The direction angle of motion of the transport body is specifically the angle between the longitudinal direction of the transport body and the preset reference direction of the two-dimensional plane coordinate system. For any grid cell in the geometrically passable area, only the geometrically passable direction recorded in step S12 is combined with the reference position of the transport body corresponding to that grid cell to form a candidate motion state, so that the subsequent kinematic feasibility check is only performed between the candidate motion states that satisfy the geometrical passability constraints.

[0037] For any candidate adjacency relationship, based on the candidate motion state corresponding to the current grid, the position of the target grid and its candidate motion direction, and combined with the first... The minimum turning radius and steering method corresponding to each transport mode are used to determine the candidate motion trajectory from the current motion state to the target motion state. When the entry and exit directions are the same, a straight-line motion trajectory connecting the corresponding reference positions is adopted; when it is necessary to change the direction of motion and the corresponding transport body needs to complete the direction change through continuous turning, a turning trajectory that meets the corresponding minimum turning radius and can be continuously connected with the entry and exit directions is formed; when the corresponding transport mode allows the transport body to change direction in place at the current position, the direction conversion process is formed according to the corresponding in-place turning method.

[0038] Simply determining whether the candidate motion trajectory corresponding to the reference position of the transporter avoids the obstacle area cannot reflect the total space actually occupied by the transporter's own outline during movement and turning. Therefore, the candidate motion trajectory is further checked by sweeping the region. Let the first... The transport body corresponding to this transport mode is in motion. At that time, the spatial area jointly covered by its outer contour and safety clearance is Then along the candidate trajectory The resulting swept area is: (4) In the formula, Indicates the first The transport mode corresponds to the transport body along the candidate motion trajectory The swept area formed during the movement; This indicates the set union operation. This indicates that the transporter is in motion. At that time, the area covered by its outline and safety clearance. The swept area is formed by the union of the corresponding spatial occupancy areas when the transport body continuously changes its position and direction of movement along the candidate motion trajectory, and is used to characterize the total space actually occupied by the transport body during the process of transitioning from the current motion state to the target motion state.

[0039] Let the spatial range corresponding to the mixed-line assembly area be . The obstacle area is When the candidate trajectory satisfies the first... The minimum turning radius and turning method corresponding to each transport mode, and the sweeping area satisfying the following: as well as When the kinematic feasibility check is passed, the adjacency relationship between the corresponding grid cells is retained, and the entry direction, exit direction, and direction conversion relationship corresponding to the adjacency relationship are recorded; otherwise, the corresponding candidate adjacency relationship is determined to fail to satisfy the first condition. The kinematic constraints of the transport mode are removed, and the adjacency relationship between the corresponding motion states is cancelled.

[0040] It should be noted that the ability of the same grid cell to form a valid adjacency relationship with adjacent grid cells in one direction of movement does not mean that the grid cell can complete the corresponding direction change in other directions of movement. Therefore, this embodiment records the adjacency relationships and corresponding movement directions retained after kinematic feasibility verification, and does not directly determine the passage status of the entire grid cell based on the verification result of a single direction change relationship. When using the adjacency relationships for connectivity judgment or path search, the movement status and its state change relationship retained after kinematic feasibility verification are used as the basis for continuous passage; if the departure direction of the previous adjacency relationship is the same as the entry direction of the next adjacency relationship, or if there is a direction change relationship retained after kinematic feasibility verification between the two, the corresponding adjacency relationship is allowed to be continuously connected. For grid cells that do not have a valid adjacency relationship after kinematic feasibility verification and do not belong to the corresponding material transfer point's arrival position, they are no longer retained in the passable results of the corresponding transport mode.

[0041] S14. Determine the passable range corresponding to each transportation mode and establish a passable status representation; After processing in step S12, the first... The geometrically accessible regions corresponding to each transport mode and the geometrically accessible directions corresponding to each grid are determined. After processing in step S13, the adjacency relationships and corresponding motion directions that can form continuous motion under the corresponding kinematic constraints are further obtained. Based on this, the conditions for the first transport mode are satisfied. A grid cell with geometrical access constraints for a given transport mode and at least one adjacency relationship retained after kinematic feasibility verification is determined as a passable grid cell corresponding to that transport mode. For an arrival grid cell corresponding to a material transfer point, if it can be connected to an adjacent passable grid cell through at least one adjacency relationship retained after kinematic feasibility verification, it is also retained in the passability results of the corresponding transport mode.

[0042] The space corresponding to all the accessible grids together forms the first... The passable range corresponding to each transportation mode is denoted as The passable range is used to characterize the first... The spatial range in which the various transportation modes meet the corresponding traffic constraints and can form actual continuous traffic relationships in the mixed-line assembly area.

[0043] To enable direct comparison of passable ranges corresponding to different transport modes at the same grid location, for the first... line, number Column grid cells , establish the first The passability status corresponding to each transportation mode : (5) In the formula, Indicates the first The transport mode in the corresponding grid cell The passable status of the location; Indicates the first in the raster map line, number The grid cells of a column. When When, it indicates a grid cell. Belongs to the The passable range corresponding to each transportation mode; when When this occurs, it indicates that the grid cell does not belong to the passable range corresponding to this transport mode.

[0044] It should be noted that the aforementioned passable state Used only to characterize whether a grid cell belongs to the first... The passable range corresponding to each transport mode does not necessarily indicate that the transport body can move from that grid cell to all adjacent grid cells. The specific spatial connections that can be formed are still determined by the adjacency relationships retained after kinematic feasibility verification in step S13, as well as the corresponding entry direction, exit direction, and direction conversion relationships. Therefore, while determining the passable range corresponding to each transport mode, the corresponding adjacency relationships and movement direction information are associated and saved for subsequent determination of the actual connectivity between different spatial regions under the corresponding transport modes.

[0045] Each transport mode involved in the logistics layout is processed in the manner described above to obtain the passable range corresponding to each transport mode. And the passability status of each grid cell for different transport modes. Since each transport mode uses a unified grid map, the passability status of each transport mode can be directly read at the same grid location, thereby determining which transport modes' passability ranges the same actual spatial location belongs to. The passability ranges and passability statuses serve as direct inputs for step S2 to spatially overlay different passability ranges, determine overlapping areas, and identify common areas among multiple modes. The adjacency relationships and movement direction information retained in step S13 are used for subsequent verification of the actual connectivity between different spatial regions.

[0046] S2. Determine the multi-mode common area based on the overlapping relationship of different passable ranges, and construct a hierarchical connection structure extending from the multi-mode common area to the corresponding passable range, constrained by the transport mode required by each assembly station. After processing in step S1, the passable range corresponding to each transportation mode has been obtained. The passability status corresponding to each grid cell The results also include the adjacency relationships and direction of motion information retained after kinematic feasibility verification. These results can reflect the accessibility of different transport modes in the mixed-line assembly area, but the accessible ranges corresponding to different transport modes are still independent of each other. They cannot directly reflect which spaces can be used by multiple transport modes, or how the shared spaces form a continuous relationship with the actual transport needs of different assembly stations.

[0047] If logistics space is organized independently for each transport mode within its passable range, it can easily lead to duplicate logistics space occupation in areas where different transport modes can actually pass. If the logistics space is uniformly determined according to the higher passability requirement among all transport modes, unnecessary space reservations will be created in local areas where only some transport modes need to pass. Therefore, it is necessary to first identify the space that different transport modes can share, and then, based on the actual transport modes required by each assembly station, determine the continuity between the shared passability space of multiple modes and the passable space of the corresponding transport modes.

[0048] Based on this, the passable ranges corresponding to each transportation mode are spatially superimposed. The overlapping areas are determined according to which transportation modes correspond to the same spatial location. Furthermore, the overlapping areas are classified and connected domains are divided according to the transportation modes corresponding to them, forming a multi-mode common area with definite transportation mode attributes. On this basis, the target common area is determined from the multi-mode common area that can support the corresponding transportation mode, using the transportation mode required by each assembly station as a constraint. Combined with the actual connectivity between different spatial areas under the corresponding transportation modes, the logistics space extends from the multi-mode common area to the passable range of the corresponding transportation mode, forming a hierarchical connectivity structure.

[0049] S21. Spatially superimpose the passable ranges corresponding to each transportation mode to determine the overlapping area; Since all transport modes involved in the logistics layout generation in step S1 use the same two-dimensional plane coordinate system, grid size, and grid position index, therefore, the same grid unit The same actual spatial location in the mixed-line assembly area is always present under different transport modes. Therefore, the traversability of the same grid cell under different transport modes can be compared. Determine the transport modes that can be supported by the corresponding spatial location.

[0050] To first determine whether the same spatial location simultaneously belongs to the passable range corresponding to at least two transport modes, the grid cell is... The number of passable transport modes is represented by the statistics of the passable states under each transport mode: (6) In the formula, Represents grid cells The corresponding number of feasible transport modes. When When, it indicates the grid cell If a grid cell simultaneously falls within the passable range corresponding to at least two transport modes, it is defined as an overlapping grid; overlapping regions, to be further distinguished according to transport modes, are formed by spatially continuous overlapping grids. When this occurs, it indicates that the grid cell belongs to the passable range corresponding to only one transport mode and is not included in the overlapping area, but it is still a component of the passable range of the corresponding transport mode and is used for subsequent extension from the multi-mode common area to the corresponding passable range.

[0051] Based on only It can determine whether the same spatial location is shared by at least two transport modes, but it cannot distinguish which specific transport modes are shared. For example, two grid cells... Both are 2, but one may support both the first and second transport modes simultaneously, while the other may support both the first and third transport modes simultaneously. Their transport mode attributes in subsequent logistics spatial organization are not the same. Therefore, the set of transport modes corresponding to each grid cell is further determined: (7) in, Represents grid cells The corresponding set of transport modes.

[0052] For example, when there are three transport modes, and the passable states of a certain grid cell are 1, 1, and 0 respectively, the set of transport modes corresponding to that grid cell is: When all three passable states are 1, the corresponding transport mode set is: Therefore, the independent traversability results of different transport modes are transformed into transport mode attributes of the same actual spatial location, providing a basis for subsequently determining the multi-mode common area according to the specific transport modes that can share the space.

[0053] S22. Classify according to the transport modes corresponding to each overlapping region, divide the connected domains, and determine the common areas of multiple modes; The overlapping grids obtained in step S21 can all support at least two transport modes, but the set of transport modes corresponding to different overlapping grids is different. They are not necessarily identical. If overlapping grids corresponding to different transport pattern sets are directly merged based solely on spatial adjacency, the resulting area will not accurately reflect the actual transport patterns that can share that area. Therefore, it is necessary to first classify them according to the transport pattern set, and then determine spatial continuity within the same category.

[0054] Let the first one appearing in all overlapping grids be... The set of transport patterns is The corresponding overlapping raster set is represented as: (8) In the formula, Indicates the corresponding number An overlapping grid set of transport pattern sets; Indicates the first A collection of transport patterns.

[0055] For example, respectively corresponding to and Even if two overlapping rasters are spatially adjacent, they are still classified into different sets of overlapping rasters because they support different transport patterns; only overlapping rasters with completely identical transport pattern sets are classified into the same category. Through this classification, the transport pattern attributes of each overlapping space are preserved.

[0056] For each overlapping raster set Furthermore, connected components are partitioned based on the adjacency relationships between grid cells. Specifically, from... Starting with any undivided overlapping raster, search for raster cells that are adjacent to it and still belong to the raster class. The search continues outwards with newly added overlapping rasters, until no more overlapping rasters can be added. All rasters obtained in this search are then considered a single connected component. This process is repeated for the remaining undivided overlapping rasters until... All overlapping grid cells in the grid have been divided.

[0057] This embodiment uses breadth-first search to partition the connected components. It determines whether they belong to the same overlapping raster set. When determining whether adjacent overlapping grids can form a connectivity relationship, the adjacency relationship and motion direction information retained in step S13 are further checked. When continuing the outward search with newly added overlapping grids, the entry direction, exit direction, and direction conversion relationship recorded in step S13 are used to determine whether the previous and next adjacent relationships can be continuously connected. If the exit direction of the previous adjacent relationship is consistent with the entry direction of the next adjacent relationship, or if there is a direction conversion relationship between them retained after kinematic feasibility verification, the corresponding adjacent relationships are allowed to be continuously connected. Only when the transport mode set corresponding to the overlapping grids is... Two graticles are considered as consecutive graticles in the same connected region only when all transport patterns can form a valid adjacency relationship between them after kinematic feasibility verification. If any corresponding transport pattern cannot form a valid adjacency relationship between two graticles, then the two graticles are not classified into the same connected region based on that adjacency relationship. The same judgment applies to overlapping graticles that are only connected by corner points when using eight-neighborhood to represent spatial adjacency. This avoids misclassifying spaces that only have graticular spatial adjacency relationships but cannot be continuously connected by the transport patterns in the corresponding transport pattern set as the same consecutive region.

[0058] Each connected component obtained from the partitioning is defined as a multi-mode common region. All multi-mode common regions are uniformly numbered, the first being... The multi-mode common area is denoted as And the set of transport modes corresponding to this multi-mode common area is denoted as The multi-mode common area refers to a spatially continuous area where each location can be traversed by at least two transport modes from the same set. Therefore, overlapping spaces with the same set of transport modes but separated by production equipment, walls, or other obstacle areas form different multi-mode common areas; adjacent overlapping spaces with different sets of transport modes also form different multi-mode common areas.

[0059] Through the above processing, the simple spatial overlap between the passable ranges corresponding to different transport modes is transformed into a multi-mode common area with clear transport mode attributes and spatial continuity, providing a spatial basis for subsequently determining the corresponding target common area according to the transport mode required by the assembly station.

[0060] like Figure 3 As shown, after spatial superposition of the passable ranges corresponding to each transport mode, classification of transport modes, and division of connected components, a multi-mode common area with different transport mode attributes is formed. Among these, the multi-mode common area... The corresponding transport mode set is This indicates that modes 1, 2, and 3 can all travel continuously within this area; multi-mode common area. The corresponding transport mode set is This indicates that the second and third transport modes can travel continuously within this area. Since the transport mode attributes of the two modes are different, they are each designated as a different multi-mode common area.

[0061] S23. Determine the common target areas for each assembly station; Different assembly stations may require different transport modes. Therefore, not all multi-mode common areas are suitable as locations for extending the corresponding assembly station into the traversable space of a single or partial transport mode. For a given assembly station, its target common area must first include the transport mode required by that assembly station, and secondly, it must be able to form a continuous path with the assembly station through the traversable range corresponding to that transport mode. Based on meeting the above conditions, the target common area is then determined according to the actual reachable distance between the assembly station and each candidate multi-mode common area. This avoids selecting multi-mode common areas that are blocked by obstacles or cannot be reached by the corresponding movement method simply based on geometric straight-line distance.

[0062] For the Each assembly station is denoted as its corresponding material transfer point. The transport mode required for this assembly station is denoted as .

[0063] It should be noted that, in the aforementioned... This represents an index of any transport mode involved in the logistics layout generation. Indicates the first The specific index corresponding to the transport mode required for each assembly station, therefore... .

[0064] Based on the set of transport modes corresponding to each multi-mode common area recorded in step S22 First, filter to meet the requirements. The multi-mode common region ensures that all multi-mode common regions entering subsequent connectivity judgments have the first... The common attributes of this type of transportation mode. Subsequently, in the... The passable range corresponding to each transportation mode Within, using the adjacency relationships and motion direction information retained after kinematic feasibility verification in step S13, the determination of the first... Multi-mode common area material handover point Are there any continuous paths between them that satisfy the corresponding traffic constraints?

[0065] Let the first The multi-mode common area to the first The set of feasible paths for each assembly station corresponding to a material handover point is: Then the first The set of candidate common area numbers corresponding to each assembly station is represented as follows: (9) In the formula, Indicates the first A set of candidate common area numbers corresponding to each assembly station; Indicates the first The passable range corresponding to each transportation mode Within, based on the adjacency relationships retained after kinematic feasibility verification, the common area of ​​multiple modes is defined. To the material handover point The set of feasible paths formed.

[0066] The following is As can determine the first Conditions for each assembly station corresponding to a common target area; when This indicates that under the current spatial layout and traffic constraints, there is no multi-mode common area that can form a continuous path with the assembly station to meet the traffic constraints of the corresponding transportation mode. In other words, the current hierarchical connectivity conditions cannot meet the logistics connectivity needs of the assembly station.

[0067] For any The path length is accumulated based on the actual movement length between adjacent grids, and the minimum accumulated path length among the feasible paths is taken as the reachable distance from the corresponding multi-mode common area to the assembly station. (10) In the formula, Indicates the first The multi-mode common area to the first The shortest feasible distance between material handover points corresponding to each assembly station; Represents the set of feasible paths Any feasible path in the; Representing a path The cumulative length of motion.

[0068] In this embodiment, the shortest feasible distance is calculated using Dijkstra's algorithm based on the valid adjacency relationships retained in step S13. Since the search range is limited to the [missing information - likely a specific step or step], [the following information is also provided]. The search yields the traversable range corresponding to each transport mode, and the adjacency relationships used in the search have been verified by the corresponding kinematic constraints. Therefore, the obtained distance can reflect the common area of ​​the corresponding multi-mode in the first... The actual reachable distance to the material handover point under this transport mode is used, rather than the geometric straight-line distance that ignores obstacle areas and kinematic constraints.

[0069] Select the multi-mode common region with the smallest reachable distance from the candidate common regions, and determine it as the first... The common target area corresponding to each assembly station. Its numbering is as follows: (11) In the formula, Indicates the first The target common area numbering corresponding to each assembly station; numbered as... The multi-mode common region was determined as the first The target common area corresponding to each assembly station. The target common area thus determined simultaneously satisfies the following condition: its corresponding transport mode set contains the first common area required by the assembly station. This type of transportation mode; capable of being transported via the first The passable range corresponding to each transportation mode forms a continuous path with the material transfer point; and it has a minimum reachable distance in the multi-mode common area that meets the aforementioned conditions.

[0070] It should be noted that the feasible paths in this step are only used to determine the actual connectivity between the multi-mode common area and the assembly station and to calculate the reachable distance, thereby identifying the target common area. The shortest feasible path is not directly determined as the final logistics path. The specific logistics path in the mixed-line final assembly logistics layout will be further determined in subsequent step S3 based on the starting area, target area, and transport mode corresponding to the material flow, within the already formed hierarchical connectivity structure.

[0071] S24. Extend from the multi-mode common area to the corresponding passable range to construct a hierarchical connectivity structure; After step S22, multi-mode common areas with different transport mode attributes have been obtained. After step S23, corresponding target common areas have been determined based on the actual transport modes and accessibility relationships required by each assembly station. In order to enable the logistics space shared by multiple modes to gradually shift to the space corresponding to some transport modes or the transport modes required by specific assembly stations according to the actual passage conditions at different locations, it is necessary to further determine the actual connectivity relationships between different multi-mode common areas and between target common areas and corresponding passable ranges.

[0072] For two spatially adjacent multi-mode common regions and The corresponding transport mode sets are as follows: and Only transport patterns that belong to the transport pattern sets of two regions simultaneously can continue from one region to the other; at the same time, even if a transport pattern belongs to two regions, it is still necessary to ensure that the transport pattern can cross the adjacent boundaries between the two regions to form a continuous motion that satisfies the kinematic constraints.

[0073] Based on the adjacency relationship and motion direction information retained in step S13, in the... This type of transportation mode can cross regions and The effective motion connection set of adjacent boundaries is Establish the connectivity of transport modes between the corresponding regions: (12) In the formula, Indicates the first Multiple transport modes in multimodal common areas and The connectivity state between them; This represents the set of transport modes jointly supported by two multimodal common areas; Indicates the first This transport mode can cross the effective motion connection set of two multi-mode common regions adjacent to each other; This indicates that there is at least one valid motion connection in the set of valid motion connections.

[0074] when At that time, in the multi-mode common area and Retain the first The connectivity relationships corresponding to the various transport modes; when At that time, do not establish a third [region] between the two regions. The connectivity relationships corresponding to each transport mode are defined. Therefore, when adjacent spaces can continue to satisfy the passage constraints of a certain transport mode, that transport mode continues to extend along the adjacent region; when subsequent spaces no longer satisfy the passage conditions of the corresponding transport mode, the extension relationship corresponding to that transport mode is stopped.

[0075] Regarding the first For each assembly station, the target common area determined in step S23 is used as the starting area for the extension towards that assembly station, and the extension is based on the requirements of the assembly station. Various transportation modes, within the corresponding passable range Within, according to the valid adjacency relationships retained in step S13, proceed to the material handover point. Perform connectivity search. Associate valid adjacency relationships that allow continuous access to material exchange points from the target common area, thereby forming a connection from the target common area to the first... The spatial relationship between the various transportation modes and the extended traversable range that ultimately connects with the material handover point.

[0076] It should be noted that the aforementioned extension relationship is used to determine which spaces between the target common area and the assembly station can be arranged according to the first... The various transport modes form continuous passage, and a final logistics path is not predetermined in this step. Therefore, the effective connectivity between the common target area and the material handover point that satisfies the passage constraints of the corresponding transport mode can be retained, and the logistics path that actually undertakes the material transport can be selected from among them in the subsequent step S3 according to the specific material flow direction.

[0077] The hierarchical connectivity structure is obtained by associating the connectivity relationships between different multi-mode common areas for each transport mode, and the extension relationships formed by each target common area to the corresponding traversable range of the required transport mode for the corresponding assembly station. Specifically, combined with Figure 3 As explained, after determining the corresponding common area of ​​the target in step S23, the first transport mode consists of a multi-mode common area. To its corresponding passable range Extend, and as shown Extension section and material handover point Connectivity; the second and third transport modes are connected by a multi-mode common area. To the corresponding passable areas respectively and Extend and connect to the material transfer points respectively. and Connectivity. The extended portion represents a local space within the corresponding passable range used to connect the common target area and the material handover point. Thus, multiple transport modes form a multi-mode common area within a space that meets common passage conditions, and extend to the passable range of the corresponding transport mode when subsequent spatial passage conditions and assembly station transport requirements differ, forming the layered connectivity structure.

[0078] The "layering" in the described layered connectivity structure is used to characterize the logistics spatial organization relationship formed by different spatial areas due to the different transport modes they can support. It is not pre-divided according to main channels, secondary channels, or other fixed road levels, nor does it require the number of transport modes corresponding to adjacent areas to decrease in a fixed order. In spaces where multiple transport modes meet their respective traffic constraints, multiple modes are kept interconnected. When subsequent spaces can only meet the traffic constraints of some transport modes, only the connectivity relationships corresponding to those partial transport modes are retained. When facing a specific assembly station, the connection extends from the corresponding target common area to the passable range corresponding to the transport mode required by that assembly station.

[0079] After step S2, the passable ranges of each transport mode obtained in step S1 are further organized into a hierarchical connectivity structure with transport mode attributes and actual connectivity relationships. Here, the multi-mode common area represents a continuous space that at least two transport modes can use together; the connectivity relationship between different multi-mode common areas represents the range within which each transport mode can continue to pass between different common spaces; the target common area and its extension relationship to the corresponding passable range represent the position and continuity of the conversion from the multi-mode common space to the transport mode space required by the specific assembly station. This hierarchical connectivity structure serves as the spatial basis for step S3 to determine the logistics path based on the specific material flow direction and further determine the logistics channel layout range.

[0080] S3. Based on the hierarchical connectivity structure, determine the layout range of the logistics channels and generate a mixed-line final assembly logistics layout; After step S2, a hierarchical connectivity structure is obtained, consisting of a multi-mode common area, the connectivity relationships between different multi-mode common areas for each transport mode, and the extension relationships formed by the target common area to the corresponding assembly station's required transport mode's traversable range. This hierarchical connectivity structure characterizes the spatial organization relationships in the mixed-line assembly area where different transport modes can coexist, extend further, and access corresponding assembly stations. However, it includes only the available connectivity space that meets the passage requirements of different transport modes, and does not mean that all available connectivity space needs to be actually set up as logistics channels.

[0081] The actual logistics channels also need to correspond to the material transport relationships in the mixed-line assembly area. Different material flows have their own starting areas, target areas, and corresponding transport modes. Only the parts of the layered interconnection structure that the corresponding material flows actually pass through need to form logistics channels. At the same time, different material flows may pass through the same space in multi-mode common areas. If independent logistics channels are set up for each material flow, it will result in the duplication of the same space. Therefore, in the layered interconnection structure, it is necessary to first determine the actual logistics path based on the material flow direction, then merge the path parts that can be used together based on the spatial overlap relationship between different logistics paths, and retain the non-overlapping path segments facing different transport modes or assembly stations.

[0082] Based on this, according to the starting area, target area and transportation mode corresponding to each material flow direction, the logistics path that can complete the corresponding material transportation is determined in the hierarchical connectivity structure; the overlapping path segments in each logistics path are merged and the non-overlapping path segments are retained; further, the layout range of the logistics channel is determined according to the actual transportation mode involved in each path segment and the corresponding passage constraints, thereby transforming the hierarchical connectivity relationship formed in step S2 into the actual logistics space layout.

[0083] S31. Determine the corresponding starting area and target area according to the material flow direction, and determine the logistics path in the layered interconnection structure; Obtain material flow data corresponding to the mixed-line assembly area. This material flow data is determined based on the assembly process and material supply relationships in the mixed-line assembly area, and is used to characterize the static material flow relationship from the supply side to the corresponding assembly station. For each material flow direction, determine the starting area corresponding to the material supply location, the target area corresponding to the material receiving location, and the transport mode used to perform the material transport. Specifically, when materials are transported from a centralized buffer area, a material temporary storage area, or other fixed supply locations to the assembly station, the area where the corresponding supply location is located is determined as the starting area, and the area where the material handover point of the corresponding assembly station is located is determined as the target area. The starting area and target area are used to define the start and end positions of the corresponding material flow path in the hierarchical interconnected structure.

[0084] Let the total number of material flow directions generated by the logistics layout be . ,by This indicates the material flow index, where, and will the The transport mode corresponding to each material flow direction is denoted as: .

[0085] Regarding the first Each material flow direction is determined by its corresponding transportation mode. Extract the allowed first layer from the hierarchical connected structure formed in step S2. Spatial connectivity for continuous operation of various transport modes. When the starting region is located in an area capable of supporting the first... When a multi-mode common area is located within a certain transport mode, that multi-mode common area serves as the starting point for the logistics path to enter the hierarchical connectivity structure; when the starting area is not located within a region capable of supporting the first... When in a multimodal common area of ​​multiple transport modes, in the first The passable range corresponding to each transportation mode Within this region, based on the valid adjacency relationships and movement direction information retained in step S13, the starting region is determined to be adjacent to the region capable of supporting the first... The continuous connection between common areas of various transport modes, and the access relationship of the hierarchical connectivity structure with the continuous connection as the starting area.

[0086] After completing the initial region access, along the route containing the first... The multi-mode common area and inter-regional connectivity of the various transportation modes are extended, and after approaching the target assembly station, the goods enter the first common area corresponding to that assembly station. The passable range corresponding to each transportation mode This continues until a continuous connection is formed with the target area. Therefore, the search scope of the logistics path is no longer all the free space in the mixed-line assembly area, nor is it the first... The transport mode corresponds to any space within the passable range, but is constrained by the hierarchical connectivity structure formed in step S2 and the corresponding initial region access relationship, and can only be maintained if the first transport mode is maintained. The actual logistics path is determined by the spatial relationship between the continuous passage of various transportation modes and the corresponding starting and target areas.

[0087] Let the first The set of feasible paths for each material flow direction to connect the corresponding starting region and target region in the hierarchical connectivity structure is as follows: The following is based on... As can determine the first The conditions for a material flow to correspond to a logistics path; when When this occurs, it indicates that the current hierarchical connectivity structure cannot form a structure that satisfies the first condition. The passage requirements for this type of transport mode and the need for continuous pathways connecting the corresponding starting and target areas indicate that the current hierarchical connectivity structure cannot meet the logistics connectivity requirements for this material flow direction. In this embodiment, the corresponding logistics path is determined based on the cumulative path length of each feasible path. Represented as: (13) In the formula, Indicates the first Each material flows to its corresponding logistics path; This indicates that the following condition is satisfied in the hierarchical connected structure: The requirements for the passage of various transportation modes, and the set of feasible paths that can connect the corresponding starting area and the target area; This represents any feasible path in the set of feasible paths; Representing a path The cumulative path length.

[0088] The cumulative path length is accumulated based on the actual movement lengths corresponding to the adjacent spatial connections of the constituent paths. Specifically, for linear movement relationships between grids, the actual distance between the corresponding grid reference positions is used; for local movement relationships involving direction changes, the corresponding movement trajectories retained after kinematic feasibility verification in step S13 are used. Therefore, equation (13) is used to determine a specific logistics path from multiple feasible paths that satisfy the same transport mode and hierarchical connectivity constraints, without changing the passable range determined in step S1 or the hierarchical connectivity structure formed in step S2.

[0089] It should be noted that the material flow direction described in this step is used to characterize the material supply relationships already determined in the logistics layout design phase, and is not a dynamic transportation task generated based on the real-time location, real-time task, or immediate traffic status of the transport equipment. Therefore, the determined logistics path is used to generate spatial passage routes in the mixed-line final assembly logistics layout, and does not involve real-time path scheduling during the operation of the transport equipment.

[0090] S32. Determine the layout range of logistics channels based on the distribution of each logistics path in the hierarchical interconnection structure; After processing in step S31, the logistics paths corresponding to each material flow direction have been obtained. Since different material flows may pass through the same multi-mode common area or the same spatial connection, or may enter the passable range of the corresponding transportation mode after approaching different assembly stations, it is necessary to further compare the distribution relationship of each logistics path under the unified mixed-line final assembly area spatial benchmark to determine the overlapping path segments that can be merged and the non-overlapping path segments that need to be retained separately.

[0091] Each logistics path is divided into continuous path segments according to the adjacent spatial connections retained in step S13, and path segments corresponding to the same actual spatial connection are compared according to a unified spatial location. Let any path segment involved in all logistics paths be... Then the path segment The number of times it is used in each logistics route is expressed as follows: (14) In the formula, Indicates the path segment traversed The number of logistics routes; Indicates the characteristic function, when the path segment Belongs to the logistics route The value is 1 if the condition is met, and 0 otherwise.

[0092] when When this occurs, it indicates that at least two logistics paths pass through the same spatial path segment, thus defining the path segment. When overlapping path segments are identified, overlapping path segments corresponding to the same actual spatial location in different logistics paths are merged and retained once; When, it indicates the path segment If a segment belongs to only one logistics route, it is identified as a non-overlapping route segment and retained. Through the above process, overlapping route segments in each logistics route are merged, while non-overlapping route segments in each logistics route are retained, forming a merged set of route segments, denoted as [missing information]. The determination of path segment overlap is based on their actual spatial connection in the unified grid map, rather than solely on the numbers of the two logistics paths or the material flow direction. Therefore, different material flows can share the corresponding path segments when they actually pass through the same spatial location, while non-overlapping path segments are retained at locations where different transport modes separate or extend towards different assembly stations.

[0093] For each merged route segment, it is also necessary to determine which transportation modes it actually serves, in order to further determine the layout scope of the logistics channel based on the spatial access requirements of the corresponding transportation modes. For route segments The set of transportation modes corresponding to each logistics path passing through this path segment is denoted as: (15) In the formula, Represents path segment The actual set of transportation modes involved; Indicates the first The material flow direction corresponds to the transportation mode.

[0094] Therefore, for overlapping path segments, A transport path can contain one or more transport modes. For non-overlapping path segments, the corresponding transport mode is determined based on the actual logistics path that passes through the segment. It should be noted that overlapping path segments are determined according to the spatial distribution of logistics paths. Different material flows corresponding to the same transport mode can also form overlapping path segments. Therefore, overlapping path segments do not necessarily require that different transport modes pass through them together.

[0095] After determining the set of transport modes corresponding to a route segment, the layout range of the logistics channel corresponding to that route segment is determined based on the corresponding transport mode traffic constraints determined in step S1. For the first... Transportation modes along the route segment The actual trajectory formed is denoted as The motion trajectory is determined based on the adjacency relationships, entry direction, exit direction, and direction conversion relationships retained in step S13, and its corresponding sweep area is determined according to equation (4). Therefore, the path segment The corresponding logistics channel layout range is represented as follows: (16) In the formula, Represents path segment The corresponding logistics channel layout range; Indicates the first Transportation modes along the route segment The corresponding motion trajectory; This indicates that the first step determined according to step S13 is... The sweeping area formed along the motion trajectory by the transport mode.

[0096] For overlapping route segments traversed by multiple transport modes, the union of the sweep areas corresponding to each transport mode ensures that the corresponding logistics channel layout covers the space required by each transport mode actually sharing the route segment. For route segments traversed by only one transport mode, the logistics channel layout is determined by the sweep area corresponding to that transport mode. Therefore, it is not necessary to uniformly set up logistics channels according to the maximum space requirements of all transport modes throughout the entire mixed-line assembly area; instead, the corresponding space range is determined based on the transport modes actually used by different route segments.

[0097] The merged set of path segments The layout range of logistics channels corresponding to each path segment is spatially merged to obtain the layout range of logistics channels corresponding to the mixed-line final assembly area: (17) In the formula, This indicates the layout range of logistics channels in the mixed-line final assembly area; This represents the set of path segments obtained after merging overlapping path segments in each logistics path and retaining non-overlapping path segments.

[0098] Through the above processing, the space through which multiple materials flow together forms only one corresponding logistics channel layout range, while the paths where each transport mode separates or extends to different assembly stations respectively form corresponding local logistics channel layout ranges. Thus, the multi-mode common area formed in step S2, the connectivity between different multi-mode common areas, and the extension relationship formed by the target common area to the corresponding passable range are further realized as the actual spatial occupation relationship of the logistics channel.

[0099] S33. Generate a mixed-line final assembly logistics layout based on the layout range of the logistics channels; Within the scope of logistics channel layout Subsequently, the layout range of the logistics channels is spatially correlated with the mixed-line assembly area planar layout data used in step S11. While retaining the obstacle areas corresponding to production equipment, assembly stations, columns, walls, and other fixed facilities, the layout range of the logistics channels is marked to their corresponding actual spatial locations, generating a mixed-line assembly logistics layout. The mixed-line assembly logistics layout includes at least the spatial location and layout range of the logistics channels, and associates and saves the transport modes corresponding to each logistics channel path segment. This allows the logistics channel portions used by multiple modes, the logistics channel portions extended by different transport modes, and the access portions formed towards the corresponding assembly stations to be represented under a unified mixed-line assembly area spatial reference.

[0100] In the generated mixed-line final assembly logistics layout, the material transportation relationship involving multiple transportation modes can utilize the common areas and connectivity relationships of the multiple modes determined in step S2. Overlapping path segments corresponding to the same spatial location are merged to form a shared logistics channel. As the transportation modes that can be satisfied by different spatial locations change, the corresponding logistics channel retains the transportation modes that can continue to pass according to the hierarchical connectivity structure, and forms the corresponding access part according to the actual transportation mode required by the assembly station when facing a specific assembly station.

[0101] Therefore, the logistics channels do not uniformly cover the entire logistics area according to the higher passage requirements of all transportation modes, nor do they form independent complete logistics channels for each transportation mode. Instead, they are arranged according to the spatial relationship between different transportation modes that can be used together and separately, as well as the actual material flow direction, so that the layout range of the logistics channels corresponds to the actual passage requirements of each transportation mode and the logistics requirements of the assembly station.

[0102] Example 2 When the spatial layout or traffic constraints of the mixed-line assembly area change, the mixed-line assembly logistics layout generated in Example 1 is updated. The spatial layout changes include changes in the location and occupancy of production equipment, assembly stations, columns, walls, or other fixed facilities; the traffic constraint changes include changes in the external dimensions, safety clearance, minimum turning radius, or turning method of the transport vehicle. These changes will alter the traffic conditions of some or all spatial locations for the corresponding transport mode. Therefore, it is necessary to determine the affected spatial range and transport mode based on the changes and update the corresponding logistics spatial relationships. It should be noted that the update described in this example is an update of the mixed-line assembly logistics layout design results and does not involve real-time task scheduling or dynamic obstacle avoidance during the operation of transport equipment.

[0103] When the spatial layout changes, the corresponding layout change location is determined based on the planar layout data before and after the change, and the affected grid is determined by combining the corresponding outline dimensions and safety clearance of each transport mode. When the passage constraints of a certain transport mode change, that transport mode is determined as the affected transport mode. For the affected grid or affected transport mode, geometric passage is re-determined according to step S12, and kinematic feasibility is re-checked according to step S13 for the relevant adjacency relationships and direction conversion relationships. Then, the corresponding passability state is updated according to step S14. and passable range For spatial locations and transport modes that are not affected by changes in spatial layout or traffic constraints, the original passable results will be retained.

[0104] Based on the updated accessibility status, the number of accessible transport modes corresponding to the affected spatial locations is re-determined according to step S21. and transport mode set The overlapping relationship between the affected passable range and other passable ranges is updated. When the overlapping state or the corresponding transport mode set changes, the classification and connectivity partitioning are re-performed according to step S22, and the multi-mode common area involving the changed location is updated. It is further determined whether the original target common area corresponding to each assembly station still meets the transport mode and connectivity conditions specified in step S23; when it no longer meets the conditions, the target common area of ​​the corresponding assembly station is redefined.

[0105] Based on the updated multi-mode common area, adjacency relationship, and movement direction information, the corresponding hierarchical connectivity structure is adjusted according to step S24, and the material flow direction affected by the adjustment is determined. For material flow directions where the original logistics path passes through the affected space or where the corresponding connectivity relationship changes, the logistics path is re-determined according to step S31; unaffected logistics paths are retained. Subsequently, the changed overlapping and non-overlapping path segments are re-determined according to step S32, and the layout range of the corresponding logistics channels is updated to obtain the updated mixed-line final assembly logistics layout.

[0106] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for generating a mixed-line final assembly logistics layout based on hierarchical connectivity of transport modes, characterized in that, include: Based on the traffic constraints of at least two transport modes, determine the passable range corresponding to each transport mode; Based on the overlapping relationship of different passable ranges, a multi-mode common area is determined, and a hierarchical connectivity structure extending from the multi-mode common area to the corresponding passable range is constructed, constrained by the transport mode required by each assembly station. Based on the hierarchical connectivity structure, the layout range of logistics channels is determined, and a mixed-line final assembly logistics layout is generated.

2. The method for generating mixed-line final assembly logistics layout based on hierarchical connectivity of transport modes according to claim 1, characterized in that, The determination of the multi-mode common area based on the overlap relationship of different passable ranges includes: The passable ranges corresponding to each transport mode are spatially superimposed to determine the overlapping areas that simultaneously belong to at least two passable ranges, and the common areas of the multi-mode are determined according to the transport modes corresponding to each overlapping area.

3. The method for generating mixed-line final assembly logistics layout based on hierarchical connectivity of transport modes according to claim 2, characterized in that, The step of determining the multi-mode common area based on the transport mode corresponding to each overlapping area includes: Based on the transport modes corresponding to each overlapping region, a corresponding transport mode set is formed. The overlapping regions are classified according to the transport mode set, and the overlapping regions with the same transport mode set are divided into connected components. Each connected component obtained is determined as a multi-mode common region of the corresponding transport mode set.

4. The method for generating mixed-line final assembly logistics layout based on hierarchical connectivity of transport modes according to claim 3, characterized in that, The construction of a hierarchical connectivity structure extending from the multi-mode common area to the corresponding passable range includes: For each assembly station, a target common area is determined from the multi-mode common area containing the required transport modes of the assembly station, and the target common area is extended to the assembly station to form the hierarchical connectivity structure.

5. The method for generating mixed-line final assembly logistics layout based on hierarchical connectivity of transport modes according to claim 4, characterized in that, The determination of the common target region includes: Within the passable range corresponding to the required transport mode of the assembly station, a multi-mode common area that can be connected to the assembly station is determined, and the multi-mode common area with the smallest reachable distance from the assembly station is determined as the target common area.

6. The method for generating mixed-line final assembly logistics layout based on hierarchical connectivity of transport modes according to claim 1, characterized in that, The determination of the layout range of the logistics channel based on the hierarchical connectivity structure includes: The corresponding starting area and target area are determined according to the material flow direction in the mixed assembly area, and the logistics path from the starting area to the target area is determined in the hierarchical connection structure based on the transportation mode corresponding to the material flow direction. The layout range of logistics channels is determined based on the distribution of each logistics path in the hierarchical connectivity structure.

7. The method for generating mixed-line final assembly logistics layout based on hierarchical connectivity of transport modes according to claim 6, characterized in that, The step of determining the layout range of logistics channels based on the distribution of each logistics path in the hierarchical connectivity structure includes: The overlapping segments of at least two logistics routes are merged, and the non-overlapping segments of each logistics route are retained. The layout range of the logistics channel is determined based on the merged overlapping segments and the non-overlapping segments.

8. The method for generating mixed-line final assembly logistics layout based on hierarchical connectivity of transport modes according to claim 1, characterized in that, The traffic constraints include geometric traffic constraints and kinematic constraints; the geometric traffic constraints are determined based on the outer dimensions and safety clearance of the transport vehicle under the corresponding transport mode, and the kinematic constraints are determined based on the minimum turning radius and steering mode of the transport vehicle.

9. The method for generating mixed-line final assembly logistics layout based on hierarchical connectivity of transport modes according to claim 8, characterized in that, Determining the passable range corresponding to each transportation mode includes: Based on the outer dimensions and safety clearance, the area that meets the spatial passage requirements of the corresponding transport mode is determined, and the direction conversion relationship in the area is checked based on the minimum turning radius and turning method; The areas that meet the space access requirements and pass the verification are determined as the passable range of the corresponding transportation mode.

10. The method for generating mixed-line final assembly logistics layout based on hierarchical connectivity of transport modes according to claim 1, characterized in that, When the spatial layout or access constraints of the mixed-line assembly area change, the affected accessible range is updated according to the changed spatial layout or access constraints, and the overlap relationship between the affected accessible range and other accessible ranges is updated. Adjust the corresponding hierarchical connectivity structure based on the updated overlap relationship, and update the layout range of the logistics channel based on the adjusted hierarchical connectivity structure.

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