FR2765374A1 - Control of displacement of mobile objects between two set points, usable in railways or assembly lines - Google Patents

Abstract

The control of displacement of objects with variable itineraries and travelling between two points on a fixed network establishes at least two different itineraries from among the possible itineraries, as a function of one or more parameters. Before each movement on the network the different itineraries are evaluated as function of parameters such as occupancy of the network, the weight loading each moving object, their desired speed and eventual characteristics for a given period of time. The evaluation considers which of the itineraries takes best account one or more of the parameters selected.

Description

Method and device for controlling
moving moving objects between two specific points
The problem of controlling moving objects between two points of a pre-existing network is well known.

The railways are a typical example of such a network that is almost immutable given the extreme heaviness of possible modifications. It is the same for the transfer machines and carriers for example for moving parts from one workstation to another by means of trolleys running on a network of rails or guides.

There are also networks of tubes in which there is a differential air pressure exploited to drive enclosures containing documents.

Controlling displacements on these networks deemed immutable comes down to queuing and traffic management, that is to say that mobiles only know two states continuous waiting and continuous movement.

Indeed, in the case of a deliberately constructed finite network, its load, that is to say the quantity of mobiles present simultaneously on the network, is proportionate to the absorption capacity of the network, or more precisely, size the network according to the number of mobiles planned and if this number increases, it is necessary to enlarge the network, or to limit the number of mobiles, or to increase the wait times. In any case, there can be no equivalent to what is called "traffic jam" on a road network for example, the consequence of which is a disturbance of the displacement, which occurs both slowly and discontinuously. ("with dots").

There are also other situations in which mobiles must traverse a network but with the possibility of choosing between several routes, these choices being derived from calculations and statistics that take into account the load of the network at a time t.

In this regard, one can cite the example of grouping and sorting facilities (mail, courier, etc.) which include nacelles, bins and the like which are loaded at one of several "sending" stations and which are sent. , after loading, to one of several other stations "recipients", the network comprising a random load since it depends on the frequency of arrivals that is uncontrollable and the greater or less complexity of the recipient stations that depends itself uncontrollable external conditions.

For example, a transport company receives from a producer a lot of one thousand cases to be fragmented into a number of lots each having a quantity of cases which varies between I and for distributors distributed throughout France.

Before receiving the packing slip prepared by the manufacturer, the carrier does not know exactly how many recipients of how many cities will be delivered or how many trucks will be needed.

It is possible that a destination station corresponds to the loading of a truck for
Bayonne and that, precisely, none of the crates should be shipped there while another post recipient corresponds to the loading of a truck for Brest and that it must receive 15 batches of 1 to 18 boxes.

The ramifications between shipper and destination stations are extremely complex and the problem is to facilitate flows despite intersections, shears and congestion due to random factors that can only be controlled from statistics and external considerations. at the facility itself.

For example, we can take into account that every Wednesday there is a repetitive variation of flows of a certain type or that certain hours correspond to increases or decreases in traffic.

The present invention relates to the movement of moving objects between two points, in a network of the above type, that is to say with variable routes.

To this end, the subject of the invention is a method for controlling the displacement of moving objects along paths between two points designated among any points of a pre-existing network comprising several possible routes between these two points, so-called "going paths". "in one direction and" return "in the opposite direction, these two designated points being indifferently an origin or destination, characterized in that for each outward and return journey, at least two different types of routes are established among the routes possible, according to at least one parameter, then that, before each movement, at least one classification of the different standard routes is established as a function of at least one parameter such as the degree of occupation of the network, the load in weight moving objects, their desired speed, their possible specific characteristics and others, all for a given period of time, then determines, among the classified routes, a selected route which takes into account at least one of the different parameters taken into consideration.

According to other characteristics of this process:> the at least one of the parameters according to which the standard routes are established is based
historical data of possible routes; => moving objects being of inert nature, that is to say non-autonomous, the network does not
understands only objects to which selected routes are assigned; => we create two categories of mobile objects one of which includes objects to which are
assigned selected routes; => At least some of the objects being autonomous, that is to say, automobiles, they are driven
according to a selected route; => a mark is assigned to each outward journey and a marker to each return trip; => a typical route is rectified only if there are lasting changes to the network.

The invention also relates to a device for controlling the movement of moving objects along paths between two points designated among any points of a pre-existing network comprising several possible routes between these two points, so-called "go" paths in a meaning and "return" in the opposite direction, these two points being indifferently an origin or a destination, characterized in that it comprises on the one hand a computer for a central database subdivided into four components respectively corresponding to:
general and specific graphical representations of the network,
network occupation statistics,
informations,
behavioral strategies,
as well as means of treatment of the four components, in isolation and in
combination and means of access to this central base, and secondly an installation
telecommunication system comprising at least one transmitter and at least one receiver
connected directly or indirectly to an operational base connected to the base
central database and containing three separate databases corresponding respectively to
a catalog of origins and destinations, a benchmark index and a directory of
codes, this operational base being linked by means of transmission to each
origin.

According to other characteristics of this device:
=> each mobile object is associated with a transceiver granted on one of the channels
transmission of the operational base;
=> the moving objects are vehicles either remotely controlled or controlled.

The invention will be better understood by the detailed description hereinafter made with reference to the appended drawing. Of course, the description and the drawing are given only by way of indicative and nonlimiting example.

Figure 1 is a schematic view of a device which implements the method according to the invention according to a network of channels adapted to the displacement of grouping containers of articles.

Figure 2 is a partial schematic view of a pre-existing network with which is implemented the method according to the invention.

FIG. 3 is a schematic view of a characteristic zone of the network of FIG. 2.

Figure 4 is a diagram of the process of applying the method of the invention from three different variants.

Figures 5, 6 and 7 are three diagrams corresponding to the three variants following the diagram of Figure 4.

Referring to Figure 1, there is shown a device according to the invention, part of a larger facility for unbundling, sorting and grouping, and which can be that of a postal center or a center messaging and transport.

It is known that the transport of goods and courier objects is necessarily linked to a grouping of goods by destination.

Thus, for example, an industrial manufacturer of products can not economically insure himself the delivery of small lots for very small village spruces.

He can at most deliver big box stores and wholesalers. But. compared to its production. the quantities to be delivered in batches are still low, except those which represent the eharemeiit of an entire truck for a single consignee or for a small number of consignees sufficiently close to each other to justify a "tour"
In most cases, this company uses a specialized transportation company, which has a large number of trucks, constantly covering a vast area.

A transport company therefore necessarily includes a facility where trucks are received from its various industrial customers for unloading, sorting and forming batches, grouping by geographical destination and recipient.

From an unloading and storage area, not shown, the transport company organizes a certain number of posts where the goods received from the Customers are taken, items which constitute as many points of origin numbered in Roman numerals of I at XII.

Trucks used for transport to a given destination are all points of destination, intermediate between the original shipper (the industrial manufacturer) and the final consignee (the point of sale). They are identified by the capital letters A to 1.

A network is interposed between the origin points I-XII and the destination points A-1.

This network can be created especially for the implementation of the invention, but generally it pre-exists.

Whether it is materialized by roads, conveyor rails, etc., or that it is virtual on an area (this is the case of traffic tracks of vehicles drawn on airport areas), it necessarily entails bifurcations, crossings, crossroads since each of the points of origin must be connected to each of the points of destination.

Unless we accept the chances of individual choices leading to totally random operations, the rational operation of the network supposes an organization and, therefore, a management of departures according to the destinations and the load of the network, that is to say -describe its degree of bulk.

It is, for example, impossible to avoid an influx of deliveries at certain times and / or days.

It is understood, for example, that all perishable goods must arrive at the major professional markets (Rungis for the Pan Siena Region) as late as possible before the opening, ie early in the morning and must be transported at night. which means that transport companies receive deliveries in the evening or in the near noon.

The device according to the invention therefore comprises means of action on the network and / or
on mobiles that borrow it, controlled by selective means.

The network of FIG. 1 is assumed to be formed of conveyors connected to each other at
numbered connection points in Arabic numerals from I to 33, conveyors to receive
baskets, nacelles, pallets or other handling containers.

Of course, it could be carts, wagons and other motorized vehicles
or not, moving on soils generally flattened and coated (soils of factories, of warehouses
or stores, for example).

Whatever their structure, these moving objects are here designated by the generic term
of "mobiles"
Such a network includes an immense number of possible theonic routes and one can not
can not be satisfied with managing the movement of a mobile from the sole observation that one
of these routes is clear.

On the one hand, it can be longer in distance and time; on the other hand, a more
short (or even direct) and fast can be busy but very tentatively, so that,
finally, the best solution may be to retain the shortest route, leaving to
delay a little departure.

Basically, the process according to the invention provides that at least one
two typical itineraries for each ongine-destination couple, that is to say that one makes a
choice between the multiple possible solutions.

For this, we refer to one or more criteria, in particular by observing and
memorizing past situations, that is, historical data from which
statistical lessons.

Then, a classification of the standard routes is carried out according to one or more
parameters, and for a given moment, only one of the routes
preclassified standard routes.

With the example of Figure 1, we remember the origin VIlI and the destination D and we choose
four routes General 1 (11
departure VIII, crossing at 21, crossing intersections 22. 23. 24 and 25 and arrival at
a dispatcher designated by reference 40, which terminates all routes from origins I to XII, and providing links to the various destinations A to I (transport trucks).

Route 2 (I2) from VIII, turn 13, crossing intersections 14, 15, 16, 17, 18, 19 and 20,
arrival at 40.

Inbound3 (13) departure from veVIII, bifurcation to 13, bifurcation to 14, bifurcation to 7, crossing
intersections 8, 9, 10, 11 and 12, arrived at 40.

Route 4 (14) from VIII, turn 21, turn 22, pass IX through 30, cross
intersections 30 and 31, fork at 32, fork at 25, crossing intersections 26,
27, 28 and 29, arrived at 40.

Note that the link VII 21 cuts the link VIII-13 and there is no intersection mark.

 This illustrates the possibility for the network to have crossings at different levels, which do not allow bifurcation.

Note also that the journey traveled by a mobile route I4 passes through the IX origin. In principle, this point is constantly occupied. The route I4 is therefore retained only if the origin IX is free.

This illustrates the possibility for the network to have a variable number of origin, as is the case, moreover, AI destinations since there are cases where there is no truck at each of the stations. loading, but to some only.

Having established the four routes II to I4, they are classified differently according to the circumstances of a given period.

Examples: when the network is very busy, we can give priority to mobile
from origin IV, because this post was designated for perishable products
and taking into account this priority, we take the shortest route although it is the most
loaded, because the mobiles coming from IV will benefit from the advantage of passing
the other mobiles arriving on the same section will have to stop. In this case, he
This would be direct route 1, 2, 3, 4, 5, 6, 40.

when one of the mobiles is extremely busy, we will adopt the route for him
closest to the post for which the truck is destined for that loading,
avoiding the routes with the most bifurcations.

when a mobile has to move as quickly as possible, we will adopt the route giving the
greater speed, was it longer in distance but less loaded.

 o etc.

Depending on the day and time, these itineraries may vary but, in principle, only a small number of possible routes have been selected, at least one of which takes into account precisely those critical days and hours.

When the network is intended for inert mobiles, that is to say non-autonomous, all mobiles are subject to the rules set out above because if it were otherwise, we would not achieve the desired result, some mobile disruptive necessarily the displacement of others.

When the network is for stand-alone mobiles, two categories of mobiles can be created, some of which are assigned to selected routes and others not because they can be controlled individually so that some can avoid others.

This is, of course, the case of controlled mobiles such as forklifts used in large warehouses.

In this case, the device comprises simple control means, such as light signals, direction arrows or prohibition panels that are interpreted by each pilot.

When the mobiles are remotely controlled, the device comprises telecommunications means terminating at each mobile to control its steering members
When it comes to mobile inert, as is the case of baskets, swing, pallets, etc. traveling on a network formed of rails or carriers, the device comprises control means located at intersections and bifurcations.

Deflection members such as bars or pivoting panels, called "gendarmes" are often used with belt conveyors or rollers and the device of the invention then comprises means for controlling the pivoting of these deflection members, so to force mobiles to fork or to allow them free passage intersections.

Once arrived at destination (A to I), the mobiles must return to the origin (I to XII) when they constitute a means of transport. This is obviously not the case when the mobiles are the objects to load themselves.

The return route may not be the same as that of the go because the circumstances are not the same in both cases, but the command principle of mobile and / or network components remains the same and it It is not necessary to repeat the explanations above which remain valid, mutatis mutandis.

The implementation of the method according to the invention requires the taking into account of numerous and complex parameters. In order to quickly obtain the data specific to the control of mobiles and / or network components, a computer associated with a central database is used, subdivided into four main components:
The first component comprises data representative of the network, in its
together or in fractions. These data should only be corrected if the network
same is changed significantly and or over a long period. They allow
a graphic visualization that greatly facilitates the interpretation of other data.

e The second component includes statistics or "history" of the network in order to
know the probable load of this network at a given time: date, time, events,
as precisely as possible, section by section.

The third component includes important updated information as well
often as necessary. In a transport company, it is necessary, for example, to introduce
in this part of the database the indications of arrival of delivery trucks,
the departure of loaded trucks, the nature of the products to be treated (perishable or not, urgent
or not, etc.).

The fourth component includes data that is useful for
behavior. This may include, for example, the transport of dangerous goods
impose a number of constraints on the network, or the allocation of a
priority, or an authoritarian choice prohibiting one of the classified routes.

The device also has an operational database with three databases different from those of the central database. The first contains a catalog of origins and destinations whose identification is
likely to be reproduced in clear,
the second is an index of the marks corresponding to said origins and destinations, this
which corresponds, with the example of Figure 1, to marks I to XII on the one hand and to
marks A to I on the other hand.

the third is a directory of access codes intended to prohibit persons not
authorized the possibility of using the device.

The operational base is connected to a private or public telecommunications installation which is all the more useful if the network is extended and therefore the information processing base is remote from at least some of its points.

After loading the trucks at points A to I, they engage in the road network, which is, in a way, an extension of the transfer of goods from their unbundling to their consolidation.

The invention also makes it possible to control the movements of the mobiles which are the trucks whose difference with trolleys or baskets is only their size and their structure, the service rendered being always the same, namely to move goods of a point to another.

To illustrate the invention, we will now describe an example of application of the invention to control the movement of controlled mobiles: trolleys and other road vehicles such as cars, trucks and others.

Figure 2 shows a map of Paris and its immediate surroundings.

It is assumed that the origin O is located in Colombes, near the station and that destination D is Place de la Bastille.

Among the many possible routes, four major and one-fifth bypass are identified in the case of a major construction site or demonstration: Route 1 (I1) It is the most direct route that leads directly to La Bastille. From O,
bifurcation in 1 and 2, then straight to destination.

Route 2 (I2) If If the direct routes of Il are too busy, route I2 is expected. From O,
bifurcation at 3 and junction at 4 with I1 followed to the destination.

Itinerary 3 (I3) Si If the center of Paris is very busy, route I3 is expected. From O,
bifurcation in 3, 4, 5, 6 and 7, then arrived at La Bastille.

Itinerary 4 (I4) This one avoids all the entrances West of Paris. From O, crossing 3,
bifurcation at 8, 9, 10, 11, 12 and 13, then join 14 with I3 followed
to destination.

Itinerary 5 (I5)
This route is significantly longer, in kilometers, than the previous four, but
corresponds to a large bypass through generally cleared pathways that
avoid the large congestion of entries in Paris by highways.

When it comes to the entrances and exits of a big city, the following five routes are generally chosen: 1. the major axes, 2. the secondary axes, 3. a combination 1-2, 4. a combination 2- 3, 5. a bypass (for example during heavy work).

The invention allows its direct industrial exploitation, as described above but also in the form of a service to inform people making a frequent drive by car on the possibilities of a route as fast as possible, account traffic conditions at a given time, whether immediate or at a later date and time.

This Service can be described as follows
A customer, for example, takes a subscription to the service and gives him a journey from a point of origin (his home, for example) to a point of destination (his place of work, for example).

The Service then establishes the five best routes, according to the above parameters, calculated according to the average known travel times.

These five itineraries are communicated to the Customer in a detailed way back and forth, that is to say, in the order Origin - Destination (OD) and in the order DO the intersections, the names of the tracks. , bifurcations, crossings, etc. and for each characteristic point, changes of direction "D" = right, "G" = left, "T" = to cross, "S" = exit, "E" = entry.

In addition, these routes are graphically represented on a map or a more or less schematic map.

The Customer can also receive a typical plan of a particularly important area such as the ring road in the case of Paris, which is shown in Figure 3, zone associated with characteristic landmarks which are icz the names of entries and exits, that is, the names of the doors of Pans, as well as their serial number. The inner boulevard accesses have a 0 number and the exterior boulevard has a number starting with 1.

The Customer receives an account number, possibly associated with a PIN, whereby the Customer can, at any time, access the Service by telephone and / or by computer terminal.

It may, indifferently, inquire about the choice between one of the four "normal" routes, or the bypass route, or on any stretch of the ring road between two doors designated by it.

 If, for example, these two doors are approximately diametrically opposed, the Service will indicate to the Client whether it is preferable to borrow the interior houIcvard or the boulevard exterior, these two boulevards not being frequented in the same way every day. and the hours considered.

The information provided by the Service always provides an estimate of travel time, based on routes, and a trend that indicates how this time will likely change over the expected travel time for each proposed route, both increasing and decreasing.

Where the origin or destination is not in an agglomeration but where the
Customer wants to either cross or circumvent (example of a trip in France between Tours and
Reims by highways) the Service provides a map of Paris and a map of the Region
Parisian with indication of five routes and a limited number of points of entry and exit of the defined area The Service will then indicate to the Customer the travel times of each route p

 depending on whether the client chooses "DEPAKT DIFFERE" or "DÉPAR.r IMMEDIAT" or "DEPAKT CONSEILLE" the rest of the process, after the common sequence A, is either B (FIG. 5), C (FIG. 6), or D (FIG. Figure 7).

In Bi, a message confirms the choice of the Customer, then step B2 is a recognition of the code provided by the Customer and corresponding to the chosen route. If this code is wrong, return to step A3 with message B3 displayed. If this code is correct, the step B4 performs a vénfication of the availability of the path whose code was provided by the Customer.

If this code corresponds to a route not selected for this Customer, he / she is informed by the message B5 and is invited. to reintroduce this code among already selected ccux.

If this code is correct, the Customer has the confirmation of the return trip to B6 of the start and destination addresses and then receives the answer expected by the message B7.

After a while, the message B7 is replaced by the end-of-sequence message B8.

Referring now to Figure 6, we see the diagram corresponding to the sequence
C, following the common sequence A.

In C1. a message confirms the choice of the Customer, and in C2, the message reminds that this program corresponds to a specific moment and the Customer is invited to make his choice known. An additional message in C3 gives the customer the top to enter the desired date and time for departure. Step C4 corresponds to the recognition of the information provided by the Customer. In case this information is not in the desired format, the message of C5 informs the Client and the program resumes in step C3.

The program then makes the necessary calculations while a waiting message is broadcast in
C6, after which the Customer has confirmation
the C7 call-back from the start and end addresses
date and time of departure.

The CE message replaces the C7 message and provides the expected response.

After a while, the message C7 is replaced by the message CS which advises the
Client dc verify the accuracy of the information given, the actual departure, then appears in C10 a message dc end of sequence Sc scoring maiflienant in Figure 7. we oit the diagram corresponding to the sequence
D, following the common sequence A.

This program is invcrse of that C of the "DEPART DIFFERE" Indeed, it corresponds to a desire of the Customer and, therefore, to a question to which the Service must respond without any initiative other than that of the calculations made according to the process.

The D sequence, on the other hand, solicits advice and therefore requires an initiative from the Scrvice, which must investigate because the Client asks the Service to tell him which time is the best on a given day to benefit from the fastest possible route.

In D1, a message confirms the Customer's choice, and reminds that this program corresponds to a date but not a schedule, and asks the Customer to enter the chosen date.

The program having received information on the A3 journey and information on the date in
D1, the program is able to perform the desired calculations while a waiting message is broadcast in D2, after which the Customer has confirmation in D3
the return journey of the starting and ending addresses,
date and time of departure,
In D4, the Service indicates the recommended route (s) because in this program, the Customer can not indicate a route a priori since the one he / she has selected is the worst of all for this date, whatever the time departure.

After a while, the message D4 is replaced by the message D5 which advises the
Customer to verify the accuracy of the information given at the actual departure, then appears in D6 an end of sequence message.

Claims (10)

1. Method for controlling the movement of moving objects along paths between two  designated points from any points of a pre-existing network including  several possible routes between these two points, so-called "one-way" trips in one direction and  "return" in the opposite direction, these two designated points being indifferently an origin  or destination, characterized in that for each outward and for each journey  back, at least two different types of itineraries are  possible, depending on at least one parameter, then that, before each move, one  establishes at least one ranking of the different standard routes according to at least one  parameter such as the degree of network occupation, the weight load of moving objects,  their desired speed, their possible specific characteristics and others, all for  given period of time, and then one of the routes classified as  selected route that takes into account at least one of the different parameters taken into  consideration. 2. Method according to claim 1, characterized in that the or at least one of the  parameters according to which one establishes the typical routes is based on data  historical routes possible. 3. Method according to claim 1, characterized in that the mobile objects being of nature  inert ie non-autonomous, the network includes only objects that are  assigned selected routes. 4. Method according to claim 1, characterized in that two categories of objects are created  mobile devices, one of which includes objects to which  selected. 5. Method according to claim 1, characterized in that at least some of the objects being  Autonomous, that is to say automobiles, they are driven according to a route  selected. 6. Method according to claim 1, characterized in that a reference mark is assigned to each  one-way trip and a marker on each return trip. 7. Method according to claim 1, characterized in that a standard route is not rectified.  only if there are lasting changes to the network. 8. Device for controlling the movement of moving objects along paths between  two points designated among any points of a pre-existing network comprising  several possible routes between these two points, so-called "one-way" trips in one direction and  "return" in the opposite direction, these two points being indifferently an origin or a  destination, characterized in that it comprises on the one hand a computer for a base of  central data divided into four components corresponding respectively to:  general and specific graphical representations of the network,  network occupation statistics,  informations,  behavioral strategies,  as well as means of treatment of the four components, in isolation and in  combination and means of access to this central base, and secondly an installation  telecommunication system comprising at least one transmitter and at least one receiver  connected directly or indirectly to an operational base connected to the base  central database and containing three separate databases corresponding respectively to  a catalog of origins and destinations, a benchmark index and a directory of  codes, this operational base being linked by transmission channels to each ongine. 9. Device according to claim 8, characterized in that each moving object is associated  to a transceiver granted on one of the transmission channels of the base  operational. 10.Device according to claim 8, characterized in that the moving objects are  vehicles either remotely controlled or piloted.