CN112748719A - Method and device for controlling a transport vehicle - Google Patents
Method and device for controlling a transport vehicle Download PDFInfo
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- CN112748719A CN112748719A CN201911024853.8A CN201911024853A CN112748719A CN 112748719 A CN112748719 A CN 112748719A CN 201911024853 A CN201911024853 A CN 201911024853A CN 112748719 A CN112748719 A CN 112748719A
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0231—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means
- G05D1/0242—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means using non-visible light signals, e.g. IR or UV signals
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
- G05D1/0223—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory involving speed control of the vehicle
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0231—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means
- G05D1/0246—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means using a video camera in combination with image processing means
- G05D1/0253—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means using a video camera in combination with image processing means extracting relative motion information from a plurality of images taken successively, e.g. visual odometry, optical flow
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0259—Control of position or course in two dimensions specially adapted to land vehicles using magnetic or electromagnetic means
- G05D1/0263—Control of position or course in two dimensions specially adapted to land vehicles using magnetic or electromagnetic means using magnetic strips
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0276—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle
- G05D1/028—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle using a RF signal
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0276—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle
- G05D1/0285—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle using signals transmitted via a public communication network, e.g. GSM network
Abstract
The embodiment of the application discloses a method and a device for controlling a transport vehicle. One embodiment of the above method comprises: acquiring running information of each transport vehicle in real time, wherein the running information comprises the position and the running path of the transport vehicle; determining an unlawn path of each transport vehicle, at least one transport vehicle which is stopped currently, a stop position of the at least one transport vehicle and a next travel point of the stop position in the travel path according to the travel information; for each vehicle stopped, determining the number of intersections of the unlined path of the vehicle with unlined paths of other vehicles; and controlling the transport vehicle to wait at a stop position and lock the next driving point when the next driving point is idle in response to determining that the number of the intersection points is smaller than a preset number threshold. The embodiment can effectively deal with the condition of failure of the locking point of the transport vehicle and improve the transport efficiency of the transport vehicle.
Description
Technical Field
The embodiment of the application relates to the technical field of vehicle control, in particular to a method and a device for controlling a transport vehicle.
Background
In modern intelligent logistics systems, there is a constant trend to increase production efficiency using automation technology. The latest sorting mode used in the sorting center is to use an automatic guided vehicle to transport the delivered packages, which involves large-scale automatic guided vehicle transportation, and how to improve the sorting efficiency is an important issue.
The method and the device can reasonably coordinate the running of a plurality of automatic guided vehicles, and avoid traffic jam of the automatic guided vehicles so as to prevent the whole transportation road network from being paralyzed. In the prior art, the waiting or bypassing of the automatic guided vehicle cannot be reasonably analyzed and balanced.
Disclosure of Invention
The embodiment of the application provides a method and a device for controlling a transport vehicle.
In a first aspect, an embodiment of the present application provides a method for controlling a transport vehicle, where the transport vehicle travels in a warehouse, where the warehouse includes a plurality of travel points, and the method includes: acquiring running information of each transport vehicle in real time, wherein the running information comprises the position and the running path of the transport vehicle; determining an unlawn path of each transport vehicle, at least one transport vehicle which is stopped currently, a stop position of the at least one transport vehicle and a next travel point of the stop position in the travel path according to the travel information; for each vehicle stopped, determining the number of intersections of the unlined path of the vehicle with unlined paths of other vehicles; and controlling the transport vehicle to wait at a stop position and lock the next driving point when the next driving point is idle in response to determining that the number of the intersection points is smaller than a preset number threshold.
In some embodiments, the above method further comprises: in response to determining that the number of intersections is greater than or equal to the number threshold, determining idle travel points in the warehouse; planning a path of the transport vehicle according to the idle driving points to obtain an updated driving path; and sending the updated running path to the transport vehicle.
In some embodiments, the determining the idle driving points in the warehouse comprises: taking the intersection point between the locked driving point in the warehouse and the non-driving path of each transport vehicle as an obstacle point; and excluding the driving points serving as obstacle points in the warehouse, and taking the rest driving points as idle driving points.
In some embodiments, said locking said next travel point when said next travel point is idle comprises: determining a stopping time period of the at least two transportation vehicles at the respective stopping positions in response to determining that the at least two transportation vehicles wait to lock the next driving point; in response to determining that each stopping time length is smaller than a preset time length threshold value, determining the priority of each transport vehicle according to the stopping time length of each transport vehicle; and controlling the transport vehicle with the highest priority to lock the next driving point preferentially.
In some embodiments, the above method further comprises: in response to determining that the stopping time of the transport vehicle in the at least two transport vehicles is greater than or equal to the time threshold, determining a free travel point in the warehouse; according to the idle running points, carrying out path planning on the transport vehicles with the stopping time length being more than or equal to the time length threshold value to obtain an updated running path; and sending the updated running path to the transport vehicle with the stopping time length being more than or equal to the time length threshold value.
In some embodiments, the method further comprises the step of planning: determining a first transportation cost of an adjacent driving point according to the current position of the transport vehicle and the road condition of the adjacent driving point of the current position; adding the first transportation cost of the adjacent driving points and the second transportation cost of the path from the current position to the adjacent driving points to obtain a third transportation cost; adding the third transportation cost and a fourth transportation cost between the adjacent driving point and the end driving point to obtain a comprehensive transportation cost of the transport vehicle from the current position to the end driving point; and taking the adjacent driving point in the path with the minimum comprehensive transportation cost as the next driving point of the transport vehicle.
In some embodiments, the performing the path planning to obtain the updated driving path includes: taking the next driving point as the current position, and continuing to execute the planning step to obtain a plurality of next driving points; and taking the running path composed of a plurality of next running points as an updated running path.
In a second aspect, an embodiment of the present application provides an apparatus for controlling a transport vehicle, the transport vehicle traveling in a warehouse, the warehouse including a plurality of travel points, the apparatus including: an information acquisition unit configured to acquire, in real time, travel information of each transport vehicle, the travel information including a position of the transport vehicle and a travel path; an information determination unit configured to determine an unlawn route of each transport vehicle, at least one transport vehicle currently stopped, a stop position of the at least one transport vehicle, and a next travel point of the stop position in the travel route, based on the travel information; a number determination unit configured to determine, for each of the transport vehicles stopped, the number of intersections of the non-traveled path of the transport vehicle with the non-traveled paths of the other transport vehicles; a vehicle control unit configured to control the vehicle to wait at a stop position and to lock the next travel point when the next travel point is idle, in response to determining that the number of intersections is less than a preset number threshold.
In some embodiments, the apparatus further comprises a path planning unit, responsive to determining that the number of intersections is greater than or equal to the number threshold, the path planning unit configured to: determining idle driving points in the warehouse; planning a path of the transport vehicle according to the idle driving points to obtain an updated driving path; and sending the updated running path to the transport vehicle.
In some embodiments, the path planning unit is further configured to: taking the intersection point between the locked driving point in the warehouse and the non-driving path of each transport vehicle as an obstacle point; and excluding the driving points serving as obstacle points in the warehouse, and taking the rest driving points as idle driving points.
In some embodiments, the transporter control unit is further configured to: determining a stopping time period of the at least two transportation vehicles at the respective stopping positions in response to determining that the at least two transportation vehicles wait to lock the next driving point; in response to determining that each stopping time length is smaller than a preset time length threshold value, determining the priority of each transport vehicle according to the stopping time length of each transport vehicle; and controlling the transport vehicle with the highest priority to lock the next driving point preferentially.
In some embodiments, the apparatus further includes a path planning unit, and in response to determining that the stopping duration of the transport vehicle in the at least two transport vehicles is greater than or equal to the duration threshold, the path planning unit is configured to: determining idle driving points in the warehouse; according to the idle running points, carrying out path planning on the transport vehicles with the stopping time length being more than or equal to the time length threshold value to obtain an updated running path; and sending the updated running path to the transport vehicle with the stopping time length being more than or equal to the time length threshold value.
In some embodiments, the path planning unit comprises a planning module configured to perform the planning step: determining a first transportation cost of an adjacent driving point according to the current position of the transport vehicle and the road condition of the adjacent driving point of the current position; adding the first transportation cost of the adjacent driving points and the second transportation cost of the path from the current position to the adjacent driving points to obtain a third transportation cost; adding the third transportation cost and a fourth transportation cost between the adjacent driving point and the end driving point to obtain a comprehensive transportation cost of the transport vehicle from the current position to the end driving point; and taking the adjacent driving point in the path with the minimum comprehensive transportation cost as the next driving point of the transport vehicle.
In some embodiments, the path planning unit is further configured to: taking the next driving point as the current position, and continuing to execute the planning step to obtain a plurality of next driving points; and taking the running path composed of a plurality of next running points as an updated running path.
In a third aspect, an embodiment of the present application provides an electronic device, including: one or more processors; a storage device, on which one or more programs are stored, which, when executed by the one or more processors, cause the one or more processors to implement the method as described in any of the embodiments of the first aspect.
In a fourth aspect, the present application provides a computer-readable medium, on which a computer program is stored, which when executed by a processor implements the method as described in any one of the embodiments of the first aspect.
According to the method and the device for controlling the transport vehicles provided by the embodiment of the application, firstly, the running information of each transport vehicle can be acquired in real time, and the running information can comprise the position and the running path of the transport vehicle. Then, based on the travel information, an unlawn route of each vehicle, at least one vehicle currently stopped, a stop position of each stopped vehicle, and a next travel point of the stop position in the travel route are determined. For each vehicle stopped, the number of intersections of the non-traveled path of the vehicle with the non-traveled paths of the other vehicles is determined based on the travel path of the vehicle and the stop position. And if the number of the intersection points is less than the preset number threshold value, controlling the transport vehicle to wait at the stop position and locking the next driving point when the next driving point is idle. The method of the embodiment can effectively deal with the situation of failure of the locking point of the transport vehicle, and improves the transport efficiency of the transport vehicle.
Drawings
Other features, objects and advantages of the present application will become more apparent upon reading of the following detailed description of non-limiting embodiments thereof, made with reference to the accompanying drawings in which:
FIG. 1 is an exemplary system architecture diagram in which one embodiment of the present application may be applied;
FIG. 2 is a flow chart of one embodiment of a method for controlling a transporter in accordance with the present application;
FIG. 3 is a schematic illustration of one application scenario of a method for controlling a transporter in accordance with the present application;
FIG. 4 is a flow chart of another embodiment of a method for controlling a transporter in accordance with the present application;
FIG. 5 is a schematic block diagram of one embodiment of an apparatus for controlling a vehicle according to the present application;
FIG. 6 is a schematic block diagram of a computer system suitable for use in implementing an electronic device according to embodiments of the present application.
Detailed Description
The present application will be described in further detail with reference to the following drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the relevant invention and not restrictive of the invention. It should be noted that, for convenience of description, only the portions related to the related invention are shown in the drawings.
It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present application will be described in detail below with reference to the embodiments with reference to the attached drawings.
Fig. 1 shows an exemplary system architecture 100 to which embodiments of the method for controlling a transporter or the apparatus for controlling a transporter of the present application may be applied.
As shown in fig. 1, the system architecture 100 may include transport vehicles 101, 102, terminal devices 103, a network 104, and a server 105. The network 104 is used to provide a medium for communication links between the vehicles 101, 102 and the terminal devices 103, the server 105. Network 104 may include various connection types, such as wired, wireless communication links, or fiber optic cables, to name a few.
The transport carts 101, 102 may travel in a warehouse, which may be an unmanned warehouse. A plurality of shelves may be stored in the warehouse, and lanes for the transportation vehicles 101, 102 to travel are provided between the shelves. The roadway may be formed of a plurality of travel points. During the driving of the vehicles 101, 102 in the roadway, the driving point at which the current position is located and the driving point ahead of the driving can be locked.
The vehicles 101, 102 can transmit their travel information to the terminal device 103 or the server 105 via the network 104 in real time. Various communication client applications, such as a vehicle scheduling application, etc., may be installed on the terminal device 103 or the server 105.
The terminal device 103 may be hardware or software. When the terminal device 103 is hardware, it may be various electronic devices having a display screen and supporting transportation vehicle scheduling, including but not limited to a smart phone, a tablet computer, a laptop portable computer, a desktop computer, and the like. When the terminal device 103 is software, it can be installed in the electronic devices listed above. It may be implemented as multiple pieces of software or software modules (e.g., to provide distributed services) or as a single piece of software or software module. And is not particularly limited herein.
The server 105 may be a server that provides various services, such as a background scheduling server that processes travel information of the transportation vehicles 101, 102. The background scheduling server may analyze and perform other processing on the received data such as the driving information, and feed back the processing result (e.g., scheduling mode) to the transportation vehicles 101 and 102.
The server 105 may be hardware or software. When the server 105 is hardware, it may be implemented as a distributed server cluster composed of a plurality of servers, or may be implemented as a single server. When the server 105 is software, it may be implemented as multiple pieces of software or software modules (e.g., to provide distributed services), or as a single piece of software or software module. And is not particularly limited herein.
It should be noted that the method for controlling the transportation vehicle provided in the embodiment of the present application may be executed by the terminal device 103, and may also be executed by the server 105. Accordingly, the means for controlling the transport vehicle may be provided in the terminal device 103, as well as in the server 105.
It should be understood that the number of vehicles, terminal devices, networks, and servers in fig. 1 are merely illustrative. There may be any number of vehicles, terminals, networks, and servers, as desired for implementation.
With continued reference to FIG. 2, a flow 200 of one embodiment of a method for controlling a transporter in accordance with the present application is shown. In this embodiment, the transport vehicle may travel in a warehouse, which may include a plurality of travel points. The transport vehicle may travel in the warehouse according to a pre-planned travel path, which may include a plurality of travel points. The method for controlling a transport vehicle of the present embodiment may include the steps of:
In the present embodiment, the execution subject of the method for controlling a transport vehicle (e.g., the terminal device 103 or the server 105 shown in fig. 1) may acquire the travel information of each transport vehicle in real time by a wired connection manner or a wireless connection manner. The transport vehicle is used for transporting goods on shelves in the warehouse to a designated place for further picking or packing. The travel information may include the position and travel path of the vehicle, and may further include the state (idle, occupied) and speed. It will be appreciated that locating means are provided in the vehicle, which locating means can determine the position of the vehicle and transmit the position of the vehicle to the performing body. The travel path of the transporter may be pre-planned by the enforcement body or other electronic device. The transport vehicle can travel according to a plurality of travel points included in the travel path. The travel path may include a start travel point and an end travel point.
After acquiring the running information of each transport vehicle, the execution main body can determine the non-running path of each transport vehicle according to each running information. The execution subject may determine the non-travel path of the transport vehicle according to the travel path and the current position of the transport vehicle. Specifically, the execution subject may take a route between the start travel point and the current position as a traveled route, and take a route between the current position and the end travel point as an untravelled route.
The execution agent may also determine each vehicle that is currently at a standstill. Specifically, if the positions of the vehicles acquired by the execution subject N (N is a natural number greater than 1) times in succession are the same, the vehicle is considered to be in a stopped state. There are many reasons why a vehicle stops, and it may be that the driving point in front is locked by another vehicle or that there is an obstacle in front.
In this embodiment, after the execution body confirms that the transport vehicle stops, the stop position of each of the stopped transport vehicles can be specified. Here, the stop position is a position where the stopped transport vehicle is currently located. The execution body may further confirm a next travel point of the stop position in the travel path. That is, when the transport vehicle travels along the travel route, the transport vehicle needs to move from the stop position to the next travel point. It is understood that when the stop position of the transportation vehicle is different, the corresponding next travel point may be the same.
In this embodiment, the determination of the stop position and the next travel point may be performed by the execution subject, or may be determined by the stopped vehicle itself and then sent to the execution subject.
For each vehicle stopped, the number of intersections of the non-traveled path of the vehicle with the non-traveled paths of the other vehicles is determined, step 203.
For each vehicle, the executive agent may further determine intersections of the undriven path of the vehicle with other undriven paths, and determine the number of intersections.
And step 204, in response to the fact that the number of the intersection points is smaller than the preset number threshold value, controlling the transport vehicle to wait at the stop position and locking the next driving point when the next driving point is idle.
The execution agent may compare the number of the above-mentioned intersections with a preset number threshold. Here, the preset number threshold may be set by a technician according to experience, for example, the number threshold may be any one of 3 to 5. If the number of the intersection points is larger than or equal to the preset number threshold value, the situation that the transport vehicle stopped at present may stop for multiple times in the future is shown, the congestion of the running road is easily caused, and the transportation efficiency is reduced. If the number of the intersection points is smaller than the preset number threshold value, the situation that the current stopped transport vehicle cannot be jammed in the future is shown, the road condition is good, and the execution main body can control the transport vehicle to wait at the stop position. And locking the next driving point when the next driving point is idle.
In this embodiment, the transportation vehicle may try to lock the current position and M (M is a natural number) traveling points ahead in the traveling path during traveling. When a driving point is locked by one transport vehicle, the other transport vehicles cannot lock the driving point again, i.e. cannot drive at the driving point. Therefore, smooth running of the transport vehicle can be ensured. If the forward M-1 travel point is not locked, indicating that the forward M-1 travel point is locked, the transporter may attempt to lock the forward M-2 travel points. If the 1 st driving point ahead (i.e. the next driving point) is locked, the vehicle must be stopped. When the next driving point is free, which indicates that the next driving point is released, the transportation vehicle can be locked to drive at the next driving point.
With continued reference to fig. 3, fig. 3 is a schematic diagram of one application scenario of the method for controlling a transporter according to the present embodiment. In the application scenario of fig. 3, the vehicles a, b, and c each travel in the unmanned warehouse according to the travel route. The travel paths of the vehicles a, b, and c intersect at a travel point (a dot shown in the figure). The travel point is locked by the transport vehicle b, and the transport vehicle a waits before the intersection and locks the intersection when the transport vehicle b releases the intersection.
The method for controlling the transport vehicles provided by the above embodiments of the present application may first obtain the driving information of each transport vehicle in real time, where the driving information may include the position and the driving path of the transport vehicle. Then, based on the travel information, an unlawn route of each vehicle, at least one vehicle currently stopped, a stop position of each stopped vehicle, and a next travel point of the stop position in the travel route are determined. For each vehicle stopped, the number of intersections of the non-traveled path of the vehicle with the non-traveled paths of the other vehicles is determined based on the travel path of the vehicle and the stop position. And if the number of the intersection points is less than the preset number threshold value, controlling the transport vehicle to wait at the stop position and locking the next driving point when the next driving point is idle. The method of the embodiment can effectively deal with the situation of failure of the locking point of the transport vehicle, and improves the transport efficiency of the transport vehicle.
With continued reference to fig. 4, a flow 400 of another embodiment of a method for controlling a transporter in accordance with the present application is shown. As shown in fig. 4, the method for controlling a transportation vehicle of the present embodiment may include the steps of:
For each vehicle stopped, the number of intersections of the unlined path of the vehicle with the unlined paths of other vehicles is determined, step 403.
In response to determining that the number of intersections is less than the preset number threshold, the transporter is controlled to wait at the stop position and lock the next travel point when the next travel point is idle, step 404.
The principle of steps 401 to 404 is similar to that of steps 201 to 204, and is not described herein again.
In response to determining that the number of intersections is greater than or equal to the number threshold, a determination is made as to whether there are free travel points in the warehouse, step 405.
If the execution subject determines that the number of the intersections is greater than or equal to the number threshold, it is determined that the currently stopped transport vehicle may be stopped for a plurality of times in the future, which may cause congestion on the traveling road and lower the transport efficiency. The enforcement agent may determine the free travel points in the warehouse, where the free travel points may include travel points that are not locked and travel points that do not have obstacles stored, i.e., travel points on which the transporter is available to travel. In particular, the enforcement agent may determine the free travel points based on the travel points to which each vehicle is locked and the location of the shelves or supports in the warehouse.
In some alternative implementations of the present embodiment, the execution subject may determine the idle driving point by the following steps not shown in fig. 4: taking the intersection point between the locked driving point in the warehouse and the non-driving path of each transport vehicle as an obstacle point; and (4) excluding the driving points serving as obstacle points in the warehouse, and taking the rest driving points as idle driving points.
In this implementation, the execution subject may use, as the obstacle point, a traveling point locked by each transport vehicle in the warehouse and an intersection point between non-traveling paths of each transport vehicle. Then, the travel points in the warehouse that are obstacle points are excluded, and the remaining travel points are used as idle travel points. In this way, at least one travel path is included between the free travel points.
And 406, planning the path of the transport vehicle according to the idle driving point to obtain an updated driving path.
And after the executive body obtains each idle driving point in the warehouse, the executive body can plan the secondary path of the transport vehicle. Specifically, the execution agent may perform route planning again for each transport vehicle according to the stop position of the transport vehicle and the position of the end travel point of the travel route, so as to obtain an updated travel route. In the route planning, the executing agent may use the route having the shortest travel distance as the updated travel route, or use the route having the smallest number of intersections with the non-travel routes of other vehicles as the updated travel route, or use the route having the smallest loss as the updated travel route.
In some optional implementations of the present embodiment, the executing agent may determine the next driving point in the path planning process by a planning step not shown in fig. 4: determining a first transportation cost of an adjacent driving point according to the current position of the transport vehicle and the road condition of the adjacent driving point of the current position; adding the first transportation cost of the adjacent driving points and the second transportation cost of the path from the current position to the adjacent driving points to obtain a third transportation cost; adding the third transportation cost and a fourth transportation cost between the adjacent driving point and the end driving point to obtain a comprehensive transportation cost of the transport vehicle from the current position to the end driving point; and taking the adjacent driving point in the path with the minimum comprehensive transportation cost as the next driving point of the transport vehicle.
In this implementation manner, the execution main body may determine the first transportation cost (y) of the adjacent driving point according to the road condition of the adjacent driving point at the current position of the transport vehicle. Specifically, the executive agent may determine cost (y) according to at least one of the following conditions: the case where the adjacent travel point is on the planned route of another transport vehicle, the case where the adjacent travel point is a traffic obstacle, or the case where the adjacent travel point is a turning travel point.
Then, the executive body may add cost (y) to the second transportation cost s (a, y) of the path from the current position to the adjacent driving point, resulting in a third transportation cost d (a, y). The second transportation cost s (a, y) may be determined according to a distance from the current position to the adjacent driving point, for example, if the distance from the current position to the adjacent driving point is 10, the second transportation cost s (a, y) is 10.
Then, the executing body may add d (a, y) to a fourth transportation cost s (y, b) between the adjacent driving point and the end driving point to obtain a comprehensive transportation cost f (a, b).
Finally, the executing body may take the adjacent travel point corresponding to when f (a, b) takes the minimum value as the next travel point. In this way, adjacent driving points with minimum transportation costs can be obtained.
In some optional implementations of this embodiment, after determining the next driving point, the executing entity may use the determined next driving point as the current position of the transportation vehicle, and continue to perform the planning step to further determine the next driving point. By performing the planning step a plurality of times, a plurality of next travel points is obtained. The travel route composed of the plurality of next travel points is the updated travel route. Therefore, path planning is achieved, the obtained updated driving path is the driving path with the minimum transportation cost, and the cost of the driving path is effectively controlled.
After determining the updated driving path, the execution main body can send the updated driving path to the transport vehicle, so that the transport vehicle can drive according to the new driving path, and road congestion is reduced.
In some optional implementations of this embodiment, the executing agent may implement step 404 described above by the following steps not shown in fig. 4: determining a stopping duration of the at least two vehicles at the respective stopping positions in response to determining that the at least two vehicles are waiting to lock the next driving point; in response to determining that each stopping time length is smaller than a preset time length threshold value, determining the priority of each transport vehicle according to the stopping time length of each transport vehicle; and controlling the transport vehicle with the highest priority to lock the next driving point preferentially.
In this implementation, if there are at least two vehicles waiting to lock the same driving point, the execution body may first determine the length of time that the at least two vehicles are stopped at the respective stop positions. The statistics of the stop time period here are counted from the time when the transport vehicle travels to the stop position. The execution main body may compare the stop duration of each transport vehicle with a preset duration threshold, and if each stop duration is less than the duration threshold, the priority of each transport vehicle may be determined according to the stop duration of each transport vehicle. Specifically, the execution agent may determine the priority of each transport vehicle according to the length of the stop time. The longer the stop duration, the higher the priority. The enforcement agent may control the highest priority vehicle to lock the next driving point.
In some optional implementations of this embodiment, the method may further include the following steps not shown in fig. 4: in response to determining that the stopping time of the transport vehicle in the at least two transport vehicles is greater than or equal to the time threshold, determining a free travel point in the warehouse; according to the idle running points, carrying out path planning on the transport vehicles with the stopping time length being more than or equal to the time length threshold value to obtain an updated running path; and sending the updated running path to the transport vehicle with the stopping time length being more than or equal to the time length threshold value.
If the execution subject determines that one of the transport vehicles waiting to be locked at the same driving point is a transport vehicle, and the stop time of the transport vehicle is greater than or equal to the time threshold, in order to avoid the reduction of the transportation efficiency caused by the overlong stop time of the transport vehicle, the driving path can be re-planned for the transport vehicle with the overlong stop time. I.e. similar to the principle of steps 405-407.
The method for controlling the transport vehicle provided by the embodiment of the application can avoid the transport vehicle from stopping at the stop position for too long time, and can re-plan the running path of the transport vehicle stopping for too long time, thereby improving the transport efficiency.
With further reference to fig. 5, as an implementation of the method shown in the above figures, the present application provides an embodiment of an apparatus for controlling a transporter, which corresponds to the embodiment of the method shown in fig. 2, and which is particularly applicable in various electronic devices.
In this embodiment, the transport vehicle may travel in a warehouse, which may include a plurality of travel points. The transport vehicle may travel in the warehouse according to a pre-planned travel path, which may include a plurality of travel points.
As shown in fig. 5, the apparatus 500 for controlling a transport vehicle of the present embodiment includes: an information acquisition unit 501, an information determination unit 502, a number determination unit 503, and a transporter control unit 504.
The information acquisition unit 501 is configured to acquire the travel information of each transport vehicle in real time. The travel information includes the position of the transport vehicle and the travel route.
An information determination unit 502 configured to determine an unlawn route of each transport vehicle, at least one transport vehicle currently stopped, a stop position of the at least one transport vehicle, and a next travel point of the stop position in the travel route, based on the respective travel information.
A number determination unit 503 configured to determine, for each vehicle stopped, the number of intersections of the non-traveled path of the vehicle with the non-traveled paths of the other vehicles.
A transporter control unit 504 configured to control the transporter to wait at a stop position and lock a next driving point when the next driving point is idle, in response to determining that the number of intersections is less than a preset number threshold.
In some optional implementations of this embodiment, the apparatus 500 may further include a path planning unit not shown in fig. 5, and in response to determining that the number of intersections is greater than or equal to the number threshold, the path planning unit is configured to: determining idle driving points in the warehouse; planning a path of the transport vehicle according to the idle driving points to obtain an updated driving path; and sending the updated running path to the transport vehicle.
In some optional implementations of this embodiment, the path planning unit may be further configured to: taking the intersection point between the locked driving point in the warehouse and the non-driving path of each transport vehicle as an obstacle point; and (4) excluding the driving points serving as obstacle points in the warehouse, and taking the rest driving points as idle driving points.
In some optional implementations of this embodiment, the transporter control unit 504 may be further configured to: determining a stopping duration of the at least two vehicles at the respective stopping positions in response to determining that the at least two vehicles are waiting to lock the next driving point; in response to determining that each stopping time length is smaller than a preset time length threshold value, determining the priority of each transport vehicle according to the stopping time length of each transport vehicle; and controlling the transport vehicle with the highest priority to lock the next driving point preferentially.
In some optional implementations of this embodiment, the apparatus 500 may further include a path planning unit not shown in fig. 5, and in response to the stop duration of the transport vehicle existing in the at least two transport vehicles being greater than or equal to the duration threshold, the path planning unit is configured to: determining idle driving points in the warehouse; according to the idle running points, carrying out path planning on the transport vehicles with the stopping time length being more than or equal to the time length threshold value to obtain an updated running path; and sending the updated running path to the transport vehicle with the stopping time length being more than or equal to the time length threshold value.
In some optional implementations of this embodiment, the path planning unit comprises a planning module configured to perform the planning step: determining a first transportation cost of an adjacent driving point according to the current position of the transport vehicle and the road condition of the adjacent driving point of the current position; adding the first transportation cost of the adjacent driving points and the second transportation cost of the path from the current position to the adjacent driving points to obtain a third transportation cost; adding the third transportation cost and a fourth transportation cost between the adjacent driving point and the end driving point to obtain a comprehensive transportation cost of the transport vehicle from the current position to the end driving point; and taking the adjacent driving point in the path with the minimum comprehensive transportation cost as the next driving point of the transport vehicle.
In some optional implementations of this embodiment, the path planning unit is further configured to: taking the next driving point as the current position, and continuing to execute the planning step to obtain a plurality of next driving points; and taking the running path composed of a plurality of next running points as an updated running path.
It should be understood that the units 501 to 504 described in the device 500 for controlling a transporter correspond to the individual steps in the method described with reference to fig. 2. Thus, the operations and features described above with respect to the method for controlling a transporter are equally applicable to the apparatus 500 and the units contained therein and will not be described in detail herein.
Referring now to fig. 6, a schematic diagram of an electronic device (e.g., the server or terminal device of fig. 1) 600 suitable for use in implementing embodiments of the present disclosure is shown. The terminal device in the embodiments of the present disclosure may include, but is not limited to, a mobile terminal such as a mobile phone, a notebook computer, a digital broadcast receiver, a PDA (personal digital assistant), a PAD (tablet computer), a PMP (portable multimedia player), a vehicle terminal (e.g., a car navigation terminal), and the like, and a fixed terminal such as a digital TV, a desktop computer, and the like. The electronic device shown in fig. 6 is only an example, and should not bring any limitation to the functions and the scope of use of the embodiments of the present disclosure.
As shown in fig. 6, electronic device 600 may include a processing means (e.g., central processing unit, graphics processor, etc.) 601 that may perform various appropriate actions and processes in accordance with a program stored in a Read Only Memory (ROM)602 or a program loaded from a storage means 608 into a Random Access Memory (RAM) 603. In the RAM 603, various programs and data necessary for the operation of the electronic apparatus 600 are also stored. The processing device 601, the ROM 602, and the RAM 603 are connected to each other via a bus 604. An input/output (I/O) interface 605 is also connected to bus 604.
Generally, the following devices may be connected to the I/O interface 605: input devices 606 including, for example, a touch screen, touch pad, keyboard, mouse, camera, microphone, accelerometer, gyroscope, etc.; output devices 607 including, for example, a Liquid Crystal Display (LCD), a speaker, a vibrator, and the like; storage 608 including, for example, tape, hard disk, etc.; and a communication device 609. The communication means 609 may allow the electronic device 600 to communicate with other devices wirelessly or by wire to exchange data. While fig. 6 illustrates an electronic device 600 having various means, it is to be understood that not all illustrated means are required to be implemented or provided. More or fewer devices may alternatively be implemented or provided. Each block shown in fig. 6 may represent one device or may represent multiple devices as desired.
In particular, according to an embodiment of the present disclosure, the processes described above with reference to the flowcharts may be implemented as computer software programs. For example, embodiments of the present disclosure include a computer program product comprising a computer program embodied on a computer readable medium, the computer program comprising program code for performing the method illustrated in the flow chart. In such an embodiment, the computer program may be downloaded and installed from a network via the communication means 609, or may be installed from the storage means 608, or may be installed from the ROM 602. The computer program, when executed by the processing device 601, performs the above-described functions defined in the methods of embodiments of the present disclosure. It should be noted that the computer readable medium described in the embodiments of the present disclosure may be a computer readable signal medium or a computer readable storage medium or any combination of the two. A computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the foregoing. More specific examples of the computer readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In embodiments of the disclosure, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. In embodiments of the present disclosure, however, a computer readable signal medium may comprise a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated data signal may take many forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: electrical wires, optical cables, RF (radio frequency), etc., or any suitable combination of the foregoing.
The computer readable medium may be embodied in the electronic device; or may exist separately without being assembled into the electronic device. The computer readable medium carries one or more programs which, when executed by the electronic device, cause the electronic device to: acquiring running information of each transport vehicle in real time, wherein the running information comprises the position and running path of the transport vehicle; determining an unlawn path of each transport vehicle, at least one transport vehicle which is stopped currently, a stop position of at least one transport vehicle and a next travel point of the stop position in the travel path according to the travel information; for each vehicle stopped, determining the number of intersections of the unlined path of the vehicle with unlined paths of other vehicles; in response to determining that the number of intersections is less than the preset number threshold, controlling the transport vehicle to wait at a stop position and locking a next travel point when the next travel point is idle.
Computer program code for carrying out operations for embodiments of the present disclosure may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C + +, and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider).
The flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
The units described in the embodiments of the present disclosure may be implemented by software or hardware. The described units may also be provided in a processor, and may be described as: a processor includes an information acquisition unit, an information determination unit, a number determination unit, and a transportation vehicle control unit. Here, the names of these units do not constitute a limitation to the unit itself in some cases, and for example, the information acquiring unit may also be described as a "unit that acquires the travel information of each transport vehicle in real time".
The foregoing description is only exemplary of the preferred embodiments of the disclosure and is illustrative of the principles of the technology employed. It will be appreciated by those skilled in the art that the scope of the invention in the embodiments of the present disclosure is not limited to the specific combination of the above-mentioned features, but also encompasses other embodiments in which any combination of the above-mentioned features or their equivalents is made without departing from the inventive concept as defined above. For example, the above features and (but not limited to) technical features with similar functions disclosed in the embodiments of the present disclosure are mutually replaced to form the technical solution.
Claims (10)
1. A method for controlling a transporter traveling in a warehouse, the warehouse comprising a plurality of travel points, the method comprising:
acquiring running information of each transport vehicle in real time, wherein the running information comprises the position and running path of the transport vehicle;
determining an unlawn path of each transport vehicle, at least one transport vehicle which is stopped currently, a stop position of the at least one transport vehicle and a next travel point of the stop position in the travel path according to the travel information;
for each vehicle stopped, determining the number of intersections of the unlined path of the vehicle with unlined paths of other vehicles;
in response to determining that the number of intersections is less than a preset number threshold, controlling the transport vehicle to wait at a stop position and locking the next travel point when the next travel point is idle.
2. The method of claim 1, wherein the method further comprises:
in response to determining that the number of intersections is greater than or equal to the number threshold, determining idle travel points in the warehouse;
planning a path of the transport vehicle according to the idle driving points to obtain an updated driving path;
and sending the updated running path to the transport vehicle.
3. The method of claim 2, wherein the determining a driving point that is idle in the warehouse comprises:
taking the intersection point between the locked driving point in the warehouse and the non-driving path of each transport vehicle as an obstacle point;
and excluding the driving points serving as obstacle points in the warehouse, and taking the rest driving points as idle driving points.
4. The method of claim 1, wherein said locking the next travel point while the next travel point is idle comprises:
determining a stopping duration of at least two transport vehicles at respective stopping positions in response to determining that the at least two transport vehicles are waiting to lock the next travel point;
in response to determining that each stopping time length is smaller than a preset time length threshold value, determining the priority of each transport vehicle according to the stopping time length of each transport vehicle;
and controlling the transport vehicle with the highest priority to lock the next driving point preferentially.
5. The method of claim 4, wherein the method further comprises:
in response to determining that there is a stopping duration of a vehicle in the at least two vehicles that is greater than or equal to the duration threshold, determining a free travel point in the warehouse;
according to the idle running point, carrying out path planning on the transport vehicle with the stopping time length being more than or equal to the time length threshold value to obtain an updated running path;
and sending the updated running path to the transport vehicle with the stopping time length being more than or equal to the time length threshold value.
6. The method according to claim 2 or 5, wherein the method further comprises a planning step:
determining a first transportation cost of an adjacent driving point according to the current position of a transport vehicle and the road condition of the adjacent driving point of the current position;
adding the first transportation cost of the adjacent driving points and the second transportation cost of the path from the current position to the adjacent driving points to obtain a third transportation cost;
adding the third transportation cost and a fourth transportation cost between the adjacent driving point and the end driving point to obtain a comprehensive transportation cost of the transport vehicle from the current position to the end driving point;
and taking the adjacent driving point in the path with the minimum comprehensive transportation cost as the next driving point of the transport vehicle.
7. The method of claim 6, wherein the performing path planning to obtain an updated travel path comprises:
taking the next driving point as the current position, and continuing to execute the planning step to obtain a plurality of next driving points;
and taking the running path composed of a plurality of next running points as an updated running path.
8. An apparatus for controlling a transporter traveling in a warehouse, the warehouse including a plurality of travel points, the apparatus comprising:
an information acquisition unit configured to acquire, in real time, travel information of each transport vehicle, the travel information including a position of the transport vehicle and a travel path;
an information determination unit configured to determine an unlawn route of each transport vehicle, at least one transport vehicle currently stopped, a stop position of the at least one transport vehicle, and a next travel point of the stop position in the travel route, based on the travel information;
a number determination unit configured to determine, for each of the transport vehicles stopped, the number of intersections of the non-traveled path of the transport vehicle with the non-traveled paths of the other transport vehicles;
a transporter control unit configured to control the transporter to wait at a stop position and lock the next travel point when the next travel point is idle, in response to determining that the number of intersections is less than a preset number threshold.
9. An electronic device, comprising:
one or more processors;
a storage device having one or more programs stored thereon,
when executed by the one or more processors, cause the one or more processors to implement the method of any one of claims 1-7.
10. A computer-readable medium, on which a computer program is stored which, when being executed by a processor, carries out the method according to any one of claims 1-7.
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| CN201910981471 | 2019-10-16 | ||
| CN2019109814718 | 2019-10-16 |
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