CN111861112B - Method and device for estimating conveying buffer capacity of multi-layer shuttle system - Google Patents
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Abstract
The invention belongs to the field of multi-layer shuttle systems, and provides a method and a device for estimating the delivery buffer capacity of a multi-layer shuttle system. The multi-layer shuttle system conveying buffer capacity estimation method comprises the steps of obtaining configuration parameters of the multi-layer shuttle system, modeling the multi-layer shuttle system by using a queuing theory, calculating average waiting queue lengths of a shuttle, a lifting machine and a picking station queue model, and respectively correspondingly serving as conveying buffer capacities between a roadway vehicle and a transfer vehicle, between the transfer vehicle and the lifting machine and between the lifting machine and a picking station, namely determining the conveying buffer capacity of the multi-layer shuttle system.
Description
Technical Field
The invention belongs to the field of multi-layer shuttle systems, and particularly relates to a method and a device for estimating the conveying buffer capacity of a multi-layer shuttle system.
Background
The statements in this section merely provide background information related to the present disclosure and may not necessarily constitute prior art.
With the continuous development of an e-commerce system, orders are characterized by small specification and multiple frequencies, and higher requirements are put on the operation of a logistics distribution center. Multi-layer Shuttle systems (SBS/RS) have been increasingly used in logistics distribution centers in recent years due to their high efficiency and accuracy. The multi-layer shuttle system consists of a shuttle, a lifter, a goods shelf and a picking platform, and is divided into a cross-layer multi-layer shuttle system and a non-cross-layer multi-layer shuttle system. In a cross-layer multi-layer shuttle system, the shuttle can run in different shelf layers and roadways; in a non-cross-layer multi-layer shuttle system, the shuttle can only operate in a fixed roadway fixed layer. Compared with the prior art, the non-cross-layer shuttle vehicle has higher warehouse-in and warehouse-out efficiency, and becomes the first choice of a high-throughput distribution center.
The inventor finds that in the aspect of improving the warehouse-in and warehouse-out efficiency of the multi-layer shuttle system, the number of lanes, the number of shelf columns, the number of shelf layers, the number of shuttles and the number of lifts are considered, but the influence on the warehouse-in and warehouse-out efficiency of the multi-layer shuttle system on the capacity of a conveying buffer (namely, the number of containers which can be temporarily stored in the conveying buffer) is not considered. Therefore, the warehouse-in and warehouse-out efficiency of the multi-layer shuttle system cannot be truly improved.
Disclosure of Invention
In order to solve the problems, the invention provides a method and a device for estimating the delivery buffer capacity of a multi-layer shuttle system, which are used for designing an actual multi-layer shuttle system and improving the warehouse-in and warehouse-out efficiency of the multi-layer shuttle system by modeling the multi-layer shuttle system to estimate the delivery buffer capacity.
In order to achieve the above purpose, the present invention adopts the following technical scheme:
the first aspect of the invention provides a method for estimating the delivery buffer capacity of a multi-layer shuttle system.
A multi-layer shuttle system delivery buffer capacity estimation method comprises the following steps:
the configuration parameters of the multi-layer shuttle system are obtained, the multi-layer shuttle system is modeled by using a queuing theory, the average waiting captain of the shuttle, the elevator and the picking station queue model is calculated, and the average waiting captain is respectively used as the conveying buffer capacity between the roadway vehicle and the transfer vehicle, the conveying buffer capacity between the transfer vehicle and the elevator and the conveying buffer capacity between the elevator and the picking station, namely, the conveying buffer capacity of the multi-layer shuttle system is determined.
The second aspect of the invention provides a system for estimating the delivery buffer capacity of a multi-layer shuttle system.
A multi-layer shuttle system delivery buffer capacity estimation system comprising:
the system modeling module is used for acquiring configuration parameters of the multi-layer shuttle system and modeling the multi-layer shuttle system by using a queuing theory;
the conveying buffer capacity estimation module is used for calculating average waiting queue lengths of the shuttle, the elevator and the picking station queue model based on the multi-layer shuttle system model, and respectively corresponding to the conveying buffer capacity between the roadway vehicle and the transfer vehicle, the conveying buffer capacity between the transfer vehicle and the elevator and the conveying buffer capacity between the elevator and the picking station, namely determining the conveying buffer capacity of the multi-layer shuttle system.
A third aspect of the present invention provides a computer-readable storage medium.
A computer readable storage medium having stored thereon a computer program which when executed by a processor performs the steps in the multi-layered shuttle system delivery buffer capacity estimation method as described above.
A fourth aspect of the invention provides a computer device.
A computer device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the steps in the multi-layered shuttle system delivery buffer capacity estimation method as described above when the program is executed.
Compared with the prior art, the invention has the beneficial effects that:
according to the invention, the motion characteristics of the shuttle and the elevator in the non-cross-layer SBS/RS system are combined, the queuing theory is used for modeling the system, the average waiting queue length of the shuttle, the elevator and the sorting station queue model is analyzed, the conveying buffer capacity is estimated according to the average waiting queue length, and the theoretical and practical guiding significance is achieved for optimizing the design of the multi-layer shuttle system and improving the warehouse-in and warehouse-out efficiency of the multi-layer shuttle system.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention.
FIG. 1 is a top view of an SBS/RS of an embodiment of the present invention;
FIG. 2 is a warehousing process according to an embodiment of the invention;
FIG. 3 is a schematic diagram of an M/G/1 queue according to an embodiment of the invention;
FIG. 4 (a) is a comparison of average captain in queuing model and simulation model for a configuration with a system lane number of 10, hoist and pick station number of 3, and tier number of 7;
FIG. 4 (b) is a comparison of average captain in queuing model and simulation model for a configuration with a system lane number of 10, hoist and pick station number of 4, and tier number of 7;
FIG. 4 (c) is a comparison of average captain in queuing model and simulation model for a configuration with a system lane number of 10, hoist and pick station number of 3, and tier number of 9;
FIG. 5 (a) is a kinematic velocity line graph of a reversed vehicle as it may reach maximum velocity;
fig. 5 (b) is a movement speed line diagram when the transfer vehicle does not reach the maximum speed.
Detailed Description
The invention will be further described with reference to the drawings and examples.
It should be noted that the following detailed description is illustrative and is intended to provide further explanation of the invention. Unless defined otherwise, all technical and scientific terms used in this example have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present invention. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.
In the present invention, terms such as "upper", "lower", "left", "right", "front", "rear", "vertical", "horizontal", "side", "bottom", etc. refer to an orientation or a positional relationship based on that shown in the drawings, and are merely relational terms, which are used for convenience in describing structural relationships of various components or elements of the present invention, and do not denote any one of the components or elements of the present invention, and are not to be construed as limiting the present invention.
In the present invention, terms such as "fixedly attached," "connected," "coupled," and the like are to be construed broadly and refer to either a fixed connection or an integral or removable connection; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the terms in the present invention can be determined according to circumstances by a person skilled in the relevant art or the art, and is not to be construed as limiting the present invention.
Example 1
The method for estimating the transmission buffer capacity of the multi-layer shuttle system in the embodiment comprises the following steps:
the configuration parameters of the multi-layer shuttle system are obtained, the multi-layer shuttle system is modeled by using a queuing theory, the average waiting captain of the shuttle, the elevator and the picking station queue model is calculated, and the average waiting captain is respectively used as the conveying buffer capacity between the roadway vehicle and the transfer vehicle, the conveying buffer capacity between the transfer vehicle and the elevator and the conveying buffer capacity between the elevator and the picking station, namely, the conveying buffer capacity of the multi-layer shuttle system is determined.
In a specific implementation, the multi-deck shuttle system is comprised of a rack, a shuttle, a hoist and a pick platform, wherein the containers are stored in the rack; the shuttle vehicles are divided into roadway vehicles and transfer vehicles according to different functions, each roadway and each layer are provided with one roadway vehicle, and the conveying of containers in the roadway is completed; each layer is provided with a transfer vehicle which is responsible for conveying containers among roadways; each picking station is provided with two lifts which are respectively responsible for warehousing and ex-warehouse; the picking station is responsible for picking the cargo box. The conveying buffer is arranged between the roadway vehicle and the transfer vehicle, between the transfer vehicle and the lifting machine, and between the lifting machine and the picking platform, and is used for temporary storage of a container. The SBS/RS top view is shown in FIG. 1.
When the system executes a delivery task, a roadway vehicle moves a target container from a goods shelf to a delivery buffer corresponding to the roadway vehicle, a transfer vehicle moves to a delivery buffer corresponding to the roadway vehicle, a lifter moves to a delivery buffer corresponding to the picking station, and finally the picking station is reached for picking. And the warehouse-in process is opposite to the warehouse-out process, and the container is moved into the goods shelf by the hoisting machine, the reversed loading vehicle and the roadway vehicle in sequence. The warehouse-in and warehouse-out process is shown in fig. 2, wherein the solid line is the warehouse-out process, and the dotted line is the warehouse-in process.
In the process of leaving the warehouse, after the roadway vehicle finishes the current task, if the corresponding conveying buffer memory has an empty position, the container can be placed on the corresponding conveying buffer memory. However, when the corresponding transport buffer is empty, the roadway vehicle needs to wait until the transfer vehicle takes the first container of the corresponding transport buffer to be empty. When the conveying buffer memory is too long, cost waste is caused; when the conveying buffer memory is too short, waiting of roadway vehicles can be caused, and the warehouse-in and warehouse-out efficiency of the roadway vehicles is reduced. Therefore, the waiting time in the process of putting the roadway vehicle into goods can be effectively reduced by reasonably designing the conveying buffer capacity, the operation efficiency of the roadway vehicle is improved, and meanwhile, the cost investment waste can be reduced. And in the same way, reasonable conveying buffer capacity is required to be arranged between the transfer vehicle and the lifting machine and between the lifting machine and the picking platform, so that the efficiency of the system is improved and the investment cost is reduced.
To simplify the system model, the present embodiment makes the following assumptions about the system:
(1) The system adopts a random cargo space allocation strategy, namely the probability that each cargo box is searched in a warehouse-out task is the same;
(2) After a laneway vehicle, a transfer vehicle and a lifting machine finish a warehouse-out task, the laneway vehicle, the transfer vehicle and the lifting machine stay at a task finishing position to wait for the next task;
(3) Roadway vehicles, transfer vehicles, lifts and picking platforms all adopt a first-come-first-serve principle;
(4) In the embodiment, only a single-row order is considered, and the arrival rate of the order obeys poisson distribution;
(5) Each cargo space stores only one cargo box, and each cargo box stores only one goods;
(6) The container has enough stock to meet the needs of a single order;
(7) The batteries of the roadway vehicle, the transfer vehicle and the elevator are always in a charging state, and the shutdown time is ignored;
(8) The service time of the picking station is constant, the roadway vehicles, the transfer vehicles and the service time of the hoisting machine follow the general distribution.
Configuration parameters in the multi-layer shuttle system are defined as follows:
because the warehouse-in and warehouse-out processes of the multi-layer shuttle vehicle system are opposite, and the warehouse-in and warehouse-out task amount is almost the same in the normal operation process of the warehouse, the embodiment only considers the design of the conveying buffer capacity in the warehouse-out process, and the warehouse-in conveying buffer capacity is the same as the warehouse-out conveying buffer capacity. In the process of delivery, after the roadway vehicle executes the task, the container is moved to the corresponding conveying buffer, and the transfer vehicle continues to execute the delivery operation of the container. The output of the road vehicle is thus the input of the reversed vehicle. Similarly, the output of the transfer car is the input of the elevator, and the output of the elevator is the input of the picking station. Each of the execution units (aisle cart, transfer cart, elevator, pick-up station) and the next execution unit form an M/G/1 queue, as shown in fig. 3.
Because the random cargo space distribution principle is adopted in the embodiment, the ex-warehouse probability of the cargo containers in all cargo spaces in the multi-layer shuttle car system is consistent, and therefore the order arrival rate of each roadway car is equal to that of the other roadway carMeanwhile, as the output of all roadway vehicles in a single layer is the input of the transfer vehicle in the layer, the order arrival rate of each transfer vehicle is +.>Similarly, the output of the transfer car is the input of the hoisting machine,the order arrival rate of each elevator is known to be +.>The output of the elevator is used as the input of the picking stations, and the arrival rate of the order of each picking station is known to be +.>
And in the process of delivery, after the delivery task of the roadway vehicle is completed, placing the container in the corresponding delivery buffer. At this time, the transfer vehicle needs to carry out the delivery operation on the container after completing other earlier delivery tasks, so that the container can wait in a queue in the delivery buffer. In the same way, the transfer vehicle, the elevator can deliver and deliver the buffer with containers in line for waiting, and the delivery buffer capacity is large enough to store all waiting containers. Meanwhile, cost factors need to be considered, and the transmission buffer capacity needs to be as small as possible. It is therefore important to design the system to meet the requirements of storing all waiting containers with as little space as possible.
Assuming that the initial parking position of the roadway vehicle is located at the conveying buffer storage position, when the delivery container is located at the ith (i is less than or equal to 1) cargo space, the distance of the roadway vehicle from the parking position to the target cargo space is shown as a formula (1):
D vi ＝i×L T (1)
the moving time of the roadway vehicle is according to D vi The differences are divided into two cases:
(1) When D is vi Less than or equal to the movement distance required by the roadway vehicle to reach the maximum speed, namelyAnd the moving time of the roadway vehicle is shown in a formula (2):
(2) When D is vi Greater than the travel distance required by the roadway vehicle to reach maximum speed, i.eAnd the moving time of the roadway vehicle is shown in a formula (3):
because the roadway vehicle adopts a random cargo space distribution principle, the probability of each cargo space of the target cargo box in the roadway of the layer is consistent, and the average service time of the roadway vehicle is the sum of the average value of the round trip movement time from the stop position to each cargo space of the roadway of the layer and the time required for picking and placing the cargoes, as shown in a formula (4).
Assuming that the initial stop point of the transfer vehicle is the j (1.ltoreq.j.ltoreq.L) th lifting machine, and completing the goods taking from the transport buffer memory of the i (1.ltoreq.i.ltoreq.A) th roadway. Meanwhile, the distance from the ith tunnel to the jth elevator is D ij . The movement time of the transfer vehicle is according to D ij The differences are divided into two cases:
(1) When D is ij Less than or equal to the distance of travel required by the truck to reach maximum speed, i.eWhen the transfer vehicle moves, the moving time of the transfer vehicle is shown in a formula (5):
(2) When D is ij Greater than the distance of travel required for the transfer vehicle to reach maximum speed, i.eWhen the transfer vehicle moves, the moving time of the transfer vehicle is shown in a formula (6):
after the goods are taken, the transfer vehicle needs to be moved from the ith tunnel to the v (v is more than or equal to 1 and less than or equal to L) lifter for unloading. Because the probability that the stop point of the transfer vehicle is positioned on each lifting machine is the same, and the probability that the target roadway is positioned on each roadway is also the same, the average service time of the transfer vehicle is composed of three parts: (1) The moving time of the transfer vehicle from any elevator to any roadway; (2) the movement time of the transfer car returning to any elevator; and (3) taking and placing the goods for the required time as shown in a formula (7).
The motion process of the hoister is similar to that of a roadway vehicle and a transfer vehicle, and the hoister starts to move from an initial stop position, namely a conveying buffer position of a layer of picking stations to a layer of transfer vehicles to pick up goods, and then moves back to the conveying buffer position of the layer of picking stations. When the target container is on the ith (1.ltoreq.i.ltoreq.T) layer, the moving distance is as shown in formula (8):
D li ＝(i-1)×H T (8)
the moving time of the elevator is according to D li The differences are divided into two cases:
(1) When D is li Less than or equal to the distance the elevator needs to travel to reach maximum speed, i.eAnd when the elevator moves, the moving time of the elevator is shown in a formula (9):
(2) When D is li Greater than the distance of travel required for the hoisting machine to reach maximum speed, i.eDuring the process, the elevator movesThe dynamic time is shown in formula (10):
because the probability that the goods taking position of the elevator is positioned on each layer is the same, the average service time of the elevator is the sum of the moving time average value of all layers and the time required for taking and placing goods, as shown in a formula (11):
in the M/G/1 queuing system, according to the formula of the Bozernike-Xin Qin, the average number of customers of the system is shown as formula (12):
from this, the average waiting time is shown in equation (13):
in the formulas (12) and (13), lambda is the customer arrival rate of the queuing system, sigma 2 And p is the utilization rate of the queuing system, which is the service time variance of the queuing system.
For a queuing system between a roadway vehicle and a transfer vehicle, the queuing queue length of the system is shown in a formula (14):
in formula (14)Order arrival rate for the i-th layer transfer vehicle, which is equal to +.> Service time variance for a reversed vehicle, the value of which is equal to +.> For the ith layer of transfer car utilization, its value is equal to +.>μ vs Service rate for a reversed vehicle, the value of which is equal to +.> Probability of picking up a box for an i-th layer transfer car, since this embodiment follows the random access principle,/->The value of +.>
For a queuing system between a transfer vehicle and a hoist, the queuing queue length of the system is shown in a formula (15):
in formula (15)Order arrival rate for the ith elevator, which is equal to +.> Service time variance for elevator, its value is equal to +.> For the utilization rate of the ith elevator, the value is equal to +.>μ l For the system service rate, its value is equal to +.>P l i Probability of picking a container for the ith elevator, P, since this embodiment follows the random access principle l i The value of (2) is
For queuing systems for lifts and pick-up stations, the queuing queue length of the system is as shown in equation (16):
in the formula (16) of the present invention,for the ith picking station utilization, its value is equal to +.> wherein />Order arrival rate for the ith pick-up station, which is equal to +.>μ W For the pick-up station the service rate is equal to +.> Probability of picking for the ith picking station, which value is equal to +.>
The main function of the conveying buffer is to temporarily store a container between the roadway vehicle and the transfer vehicle, between the transfer vehicle and the lifting machine, and between the lifting machine and the picking station. Therefore, the number of containers waiting in line is set as the conveying buffer capacity, namely the conveying buffer capacity between the roadway vehicle and the transfer vehicle isThe conveying buffer capacity between the transfer car and the elevator is +.>The conveying buffer capacity between the elevator and the picking platform is +.>
To verify the correctness of the model, this embodiment uses Flexsim for simulation experiments. Assume that the system parameters are as shown in table 1.
TABLE 1 System parameter Table
This example was tested under three system configurations. (1) The number of system lanes is 10, the number of lifts and picking stations is 3, and the number of layers is 7; (2) The number of system lanes is 10, the number of lifts and picking stations is 4, and the number of layers is 7; (3) The number of system lanes is 10, the number of lifts and picking stations is 3, and the number of layers is 9. When the order arrival per hour is changed from 500 to 1000 (interval 50), the average queue length comparisons of the three configurations in the queuing model and the simulation model are shown in fig. 4 (a), 4 (b), and 4 (c), respectively.
As can be seen from fig. 4 (a) -4 (c), the queuing length difference between the queuing model and the simulation model in the three configurations is within 7%, and the average value is 6.7%. Therefore, the queuing model can be considered to calculate the waiting captain among the devices more accurately.
And the influence of system parameters on the delivery buffer capacity is analyzed, so that the method has guiding significance on system design. When the transport buffer capacity is too large or too small, it can be adjusted by adjusting system parameters.
TABLE 2 influence of order arrival Rate on delivery buffer Capacity
TABLE 3 influence of lane number on transport buffer capacity
Because the service rate of the roadway vehicles is changed, only the order arrival rate of a queuing network formed by the roadway vehicles and the transfer vehicles is changed, only the order arrival rate, the roadway number, the shelf layer number, the number of lifts, the transfer vehicle service rate, the lift service rate and the picking station service rate have influence on the captain or the conveying buffer capacity, and the influence on the roadway vehicle service rate is not considered.
Suppose acceleration a of transfer vehicle vs Is 1m/s 2 Maximum speed V vs 2m/s; acceleration a of elevator l Is 2m/s 2 Maximum speed V l 3m/s; the number A of lanes is 10, the number T of shelf layers is 7, the number L of lifts is 3, the number W of picking stations is 3, and the time T is needed for the picking stations to complete an order W 10s.
When the order arrival rate is changed from 550 orders/hour to 1000 orders/hour, the system queues the queue length, and the delivery buffer capacity and waiting time are shown in Table 2.
As can be seen from table 2, as the order arrival rate increases, the queuing queue becomes longer, the delivery buffer capacity increases, and the waiting time increases. When the order arrival rate is increased, the number of delivery tasks required to be completed by the roadway vehicles and the transfer vehicles in unit time is increased, however, the service time is not changed, in this case, the waiting service time is necessarily increased, and the queuing captain is correspondingly increased, so that the delivery buffer capacity is also increased.
Assuming an order arrival rate of 900 orders/hour, when the lane number is changed from 5 to 14 and the other parameters are consistent with table 2, the system queues the queue length, and the change of the delivery buffer capacity and the waiting time is shown in table 3.
As can be seen from table 3, when the number of lanes increases, the waiting queue between the lane vehicle and the transfer vehicle increases, but the waiting queue length between the transfer vehicle and the elevator, the elevator and the picking station is unchanged. When the number of lanes increases, the average moving distance and time of the transfer vehicle increase, and the average service time of the transfer vehicle increases, so that the waiting time of the queue length and the delivery buffer capacity of the transfer vehicle also increase correspondingly. The average service time of the elevator and the picking platform is unchanged, so that the queuing queue length and the conveying buffer capacity are also unchanged.
Assuming an order arrival rate of 800 orders/hour, when the shelf level is changed from 5 to 14, and other parameters are consistent with Table 2, the system queues the queue, and the delivery buffer capacity and waiting time are shown in Table 4.
TABLE 4 influence of shelf tier number on delivery buffer capacity
/>
As can be seen from table 4, when the number of shelf layers increases, the waiting length of the aisle cart and the transfer cart decreases, the waiting length of the transfer cart and the elevator increases, and the waiting length between the elevator and the picking station does not change. This is because as the number of shelf levels increases, the height of the multi-deck shuttle system increases, the average travel distance and time of the elevator increases, and the average service time of the elevator increases, and thus its captain, waiting time, and delivery buffer capacity correspondingly increases. Order arrival rate of transfer vehicleThe number of layers T is reduced along with the increase of the number of layers T, and meanwhile, the waiting captain of the roadway vehicle and the transfer vehicle is shortened because the service time is unchanged, so that the conveying buffer capacity is correspondingly reduced.
Assuming an order arrival rate of 700 orders/hour, the system queues the queue, delivering the buffer capacity and waiting time as the number of lifts and pick stations increases from 2 to 11, with other parameters consistent with Table 2, as shown in Table 5.
As can be seen from table 5, as the number of lifts and pick-up stations increases, the waiting queue between the aisle cart and the transfer cart increases, while the waiting queue between the transfer cart and the lifts and between the lifts and the pick-up stations shortens.
Fig. 5 (a) is a movement speed line graph when the transfer vehicle can reach the maximum speed, and fig. 5 (b) is a movement speed line graph when the transfer vehicle does not reach the maximum speed. It can be seen that when the single movement target distance of the transfer vehicle is far, the speed of the transfer vehicle can reach the maximum, and the transfer vehicle runs in an acceleration-uniform speed-deceleration state, so that the transport efficiency of the transfer vehicle is high. When the number of the elevators is increased, the average distance of single movement of the transfer vehicles is shortened, the conditions of running in an acceleration-deceleration state in the delivery task of the transfer vehicles are increased, the maximum speed cannot be achieved, the transportation efficiency of the transfer vehicles is reduced, the average movement time and the service time of the transfer vehicles are further increased, the waiting time and the waiting captain between the roadway vehicles and the transfer vehicles are increased, and the transportation buffer capacity is correspondingly increased.
On the other hand, the increase of the number of the elevators leads the order arrival rate of each elevatorWhen the service time is unchanged, the waiting captain of the transfer car and the elevator is reduced, and the conveying buffer capacity is correspondingly reduced.
TABLE 5 influence of the number of lifts on the delivery buffer capacity
TABLE 6 influence of transfer vehicle service Rate on delivery buffer Capacity
Similarly, increasing the number of pick stations increases the order arrival rate at each pick stationWhen the service time is unchanged, the waiting captain and the conveying buffer capacity of the lifting machine and the picking platform are correspondingly reduced.
Changing the maximum speed and acceleration of the transfer vehicle can affect its service rate. When the maximum speed and the acceleration of the transfer vehicle are increased, the transfer vehicle can be moved to a target pickup faster, the moving time is shortened, and the service rate of the transfer vehicle is increased. Assuming an order arrival rate of 900 orders/hour, when the acceleration of the transfer vehicle is from 0.5m/s 2 Becomes 1.4m/s 2 When the other parameters are consistent with table 2, the system queues the queue length, the delivery buffer capacity and the waiting time are shown in table 6.
As can be seen from table 6, as the service rate of the reversed vehicles increases, the queue length, the delivery buffer capacity and the waiting time of the queuing models of the roadway vehicles and the reversed vehicles decrease. When the service rate of the transfer vehicle is increased, the average moving time of the transfer vehicle is reduced, so that the average service time is reduced, and finally, the waiting captain between the roadway vehicle and the transfer vehicle is reduced, and the conveying buffer capacity and the waiting time are correspondingly reduced.
Changing the maximum speed and acceleration of the elevator can affect its service rate. When the maximum speed and the acceleration of the elevator are increased, the elevator can move to the target layer faster to pick, the moving time is shortened, and the service rate of the elevator is increased. Assuming an order arrival rate of 900 orders/hour, when the elevator acceleration is from 1.2m/s 2 Varying to 3m/s 2 When the other parameters are consistent with table 2, the system queues the queue length, the delivery buffer capacity and the waiting time are shown in table 7.
As can be seen from table 7, as the hoist service rate increases, the waiting captain, the delivery buffer capacity and the waiting time of the transfer car and the hoist decrease. This is because when the service rate of the hoist increases, the average movement time of the hoist decreases, and eventually the waiting queue length between the transfer car and the hoist decreases, and the transport buffer capacity and waiting time correspondingly decrease.
When a picking station processes a time change for a single order, its service rate also changes accordingly. Assuming an order arrival rate of 800 orders/hour, the system queues the queue, delivering the buffer capacity and waiting time as shown in Table 8 when the picking station picks a single order for a time varying from 4 seconds to 13 seconds, with other parameters consistent with Table 2.
As can be seen from table 8, as the time required to process a single order increases, the rate of service at the pick station decreases, the waiting captain between the hoist and the pick station increases, and the delivery buffer capacity increases accordingly. This is due to the increased picking time at the picking stations, the service time of the queuing network consisting of lifts and picking stations, and ultimately the waiting captain, delivery buffer capacity and waiting time.
TABLE 7 Effect of elevator service Rate on delivery buffer Capacity
TABLE 8 influence of picking station service rate on delivery buffer capacity
According to the embodiment, the system is modeled by combining the motion characteristics of the shuttle and the elevator in the non-cross-layer SBS/RS system and using the queuing theory, the average waiting queue length of the shuttle, the elevator and the sorting station queue model is analyzed, the conveying buffer capacity is estimated according to the average waiting queue length, and the theory and practice guiding significance is achieved for optimizing the design of the multi-layer shuttle system and improving the warehouse-in and warehouse-out efficiency of the multi-layer shuttle system.
Example two
The embodiment provides a system for estimating the delivery buffer capacity of a multi-layer shuttle system, which comprises:
(1) The system modeling module is used for acquiring configuration parameters of the multi-layer shuttle system and modeling the multi-layer shuttle system by using the queuing theory.
Specifically, in modeling a multi-layer shuttle system using queuing theory, the following assumptions are made:
(a) A random cargo space allocation strategy is adopted, namely the probability that each cargo box is searched in a delivery task is the same;
(b) After a laneway vehicle, a transfer vehicle and a lifting machine finish a warehouse-out task, staying at a task finishing position to wait for a next task;
(c) Roadway vehicles, transfer vehicles, lifts and picking platforms all adopt a first-come-first-serve principle;
(d) Considering only a single row of orders, and the arrival rate of the orders obeys poisson distribution;
(e) Each cargo space stores only one cargo box, and each cargo box stores only one goods;
(f) The container is provided with a preset number of stock, so that the single order requirement is met;
(g) The batteries of the roadway vehicle, the transfer vehicle and the elevator are always in a charging state, and the shutdown time is ignored;
(h) The time of the picking station service is constant, and the service time of the roadway vehicle, the transfer vehicle and the elevator follow the general distribution.
(2) The conveying buffer capacity estimation module is used for calculating average waiting queue lengths of the shuttle, the elevator and the picking station queue model based on the multi-layer shuttle system model, and respectively corresponding to the conveying buffer capacity between the roadway vehicle and the transfer vehicle, the conveying buffer capacity between the transfer vehicle and the elevator and the conveying buffer capacity between the elevator and the picking station, namely determining the conveying buffer capacity of the multi-layer shuttle system.
Specifically, in the transport buffer capacity estimation module, the transport buffer capacity between the roadway vehicle and the transfer vehicle is
wherein ,order arrival rate of the i-th layer transfer vehicle; />Service time variance for a reversed truck; />The utilization rate of the transfer vehicle for the ith layer; mu (mu) vs Service rate for the reversed truck; />The probability of taking a container for an ith layer of transfer vehicle is T, wherein T is the number of layers of the goods shelf;
the conveying buffer capacity between the transfer car and the elevator is as follows
wherein ,order arrival rate of the ith elevator; />Service time variance for the elevator; />The utilization rate of the ith elevator is the utilization rate of the ith elevator; mu (mu) l Service rate for the elevator; />The probability of taking a container for the ith lifting machine is that L is the number of lifting machines;
the conveying buffer capacity between the elevator and the picking platform is as follows
wherein ,the utilization rate for the ith picking station; wherein->Order arrival rate for the ith pick station; mu (mu) W Serve picking station rate-> The probability of picking for the ith picking station, W is the number of picking stations. />
According to the embodiment, the system is modeled by combining the motion characteristics of the shuttle and the elevator in the non-cross-layer SBS/RS system and using the queuing theory, the average waiting queue length of the shuttle, the elevator and the sorting station queue model is analyzed, the conveying buffer capacity is estimated according to the average waiting queue length, and the theory and practice guiding significance is achieved for optimizing the design of the multi-layer shuttle system and improving the warehouse-in and warehouse-out efficiency of the multi-layer shuttle system.
Example III
The present embodiment provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps in the method for estimating a delivery buffer capacity of a multi-layered shuttle system as described in the above embodiment.
The specific implementation steps of the method for estimating the delivery buffer capacity of the multi-layer shuttle system are as described in the first embodiment, and are not further described here.
Example IV
The present embodiment provides a computer device, including a memory, a processor, and a computer program stored in the memory and capable of running on the processor, where the processor implements the steps in the method for estimating the delivery buffer capacity of the multi-layer shuttle system according to the first embodiment.
The specific implementation steps of the method for estimating the delivery buffer capacity of the multi-layer shuttle system are as described in the first embodiment, and are not further described here.
It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of a hardware embodiment, a software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, magnetic disk storage, optical storage, and the like) having computer-usable program code embodied therein.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
Those skilled in the art will appreciate that implementing all or part of the above-described methods in accordance with the embodiments may be accomplished by way of a computer program stored on a computer readable storage medium, which when executed may comprise the steps of the embodiments of the methods described above. The storage medium may be a magnetic disk, an optical disk, a Read-Only Memory (ROM), a Random access Memory (Random AccessMemory, RAM), or the like.
The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (6)
1. The method for estimating the delivery buffer capacity of the multi-layer shuttle system is characterized by comprising the following steps of:
acquiring configuration parameters of a multi-layer shuttle system, modeling the multi-layer shuttle system by using a queuing theory, calculating average waiting captain of a shuttle, a lifter and a picking station queue model, and respectively correspondingly serving as a conveying buffer capacity between a roadway vehicle and a transfer vehicle, a conveying buffer capacity between the transfer vehicle and the lifter and a conveying buffer capacity between the lifter and a picking station, namely determining the conveying buffer capacity of the multi-layer shuttle system;
the conveying buffer capacity between the roadway vehicle and the transfer vehicle is as follows
wherein ,order arrival rate of the i-th layer transfer vehicle; />Service time variance for a reversed truck; />The utilization rate of the transfer vehicle for the ith layer; mu (mu) vs Service rate for the reversed truck; />The probability of taking a container for an ith layer of transfer vehicle is T, wherein T is the number of layers of the goods shelf;
the conveying buffer capacity between the transfer car and the elevator is as follows
wherein ,order arrival rate of the ith elevator; />Service time variance for the elevator; />The utilization rate of the ith elevator is the utilization rate of the ith elevator; mu (mu) l Service rate for the elevator; />The probability of taking a container for the ith lifting machine is that L is the number of lifting machines;
the conveying buffer capacity between the elevator and the picking platform is as follows
wherein ,the utilization rate for the ith picking station; wherein->Order arrival rate for the ith pick station; mu (mu) W Serve picking station rate-> The probability of picking for the ith picking station, W is the number of picking stations.
2. The method for estimating the delivery buffer capacity of the multi-layer shuttle system according to claim 1, wherein in the process of modeling the multi-layer shuttle system by using queuing theory, the method specifically comprises the following steps:
(1) A random cargo space allocation strategy is adopted, namely the probability that each cargo box is searched in a delivery task is the same;
(2) After a laneway vehicle, a transfer vehicle and a lifting machine finish a warehouse-out task, staying at a task finishing position to wait for a next task;
(3) Roadway vehicles, transfer vehicles, lifts and picking platforms all adopt a first-come-first-serve principle;
(4) Considering only a single row of orders, and the arrival rate of the orders obeys poisson distribution;
(5) Each cargo space stores only one cargo box, and each cargo box stores only one goods;
(6) The container is provided with a preset number of stock, so that the single order requirement is met;
(7) The batteries of the roadway vehicle, the transfer vehicle and the elevator are always in a charging state, and the shutdown time is ignored;
(8) The time of the picking station service is constant, and the service time of the roadway vehicle, the transfer vehicle and the elevator follow the general distribution.
3. A multi-layer shuttle system delivery buffer capacity estimation system, comprising:
the system modeling module is used for acquiring configuration parameters of the multi-layer shuttle system and modeling the multi-layer shuttle system by using a queuing theory;
the conveying buffer capacity estimation module is used for calculating average waiting queue lengths of the shuttle, the elevator and the picking station queue model based on the multi-layer shuttle system model, and respectively corresponding to the conveying buffer capacity between the roadway vehicle and the transfer vehicle, the conveying buffer capacity between the transfer vehicle and the elevator and the conveying buffer capacity between the elevator and the picking station, namely determining the conveying buffer capacity of the multi-layer shuttle system;
in the transport buffer capacity estimation module, the transport buffer capacity between the roadway vehicle and the reversed vehicle is as follows
wherein ,order arrival rate of the i-th layer transfer vehicle; />Service time variance for a reversed truck; />The utilization rate of the transfer vehicle for the ith layer; mu (mu) vs Service rate for the reversed truck; />The probability of taking a container for an ith layer of transfer vehicle is T, wherein T is the number of layers of the goods shelf;
or in the conveying buffer capacity estimation module, the conveying buffer capacity between the transfer vehicle and the elevator is as follows
wherein ,order arrival rate of the ith elevator; />Service time variance for the elevator; />The utilization rate of the ith elevator is the utilization rate of the ith elevator; mu (mu) l Service rate for the elevator; />The probability of taking a container for the ith lifting machine is that L is the number of lifting machines;
or in the conveying buffer capacity estimation module, the conveying buffer capacity between the elevator and the picking platform is as follows
wherein ,the utilization rate for the ith picking station; wherein->Order arrival rate for the ith pick station; mu (mu) W Serve picking station rate-> The probability of picking for the ith picking station, W is the number of picking stations.
4. The system for estimating the delivery buffer capacity of a multi-layer shuttle system according to claim 3, wherein the modeling of the multi-layer shuttle system using queuing theory comprises:
(1) A random cargo space allocation strategy is adopted, namely the probability that each cargo box is searched in a delivery task is the same;
(2) After a laneway vehicle, a transfer vehicle and a lifting machine finish a warehouse-out task, staying at a task finishing position to wait for a next task;
(3) Roadway vehicles, transfer vehicles, lifts and picking platforms all adopt a first-come-first-serve principle;
(4) Considering only a single row of orders, and the arrival rate of the orders obeys poisson distribution;
(5) Each cargo space stores only one cargo box, and each cargo box stores only one goods;
(6) The container is provided with a preset number of stock, so that the single order requirement is met;
(7) The batteries of the roadway vehicle, the transfer vehicle and the elevator are always in a charging state, and the shutdown time is ignored;
(8) The time of the picking station service is constant, and the service time of the roadway vehicle, the transfer vehicle and the elevator follow the general distribution.
5. A computer readable storage medium having stored thereon a computer program, characterized in that the program when executed by a processor implements the steps in the multi-layered shuttle system delivery buffer capacity estimation method according to any one of claims 1-2.
6. A computer device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the steps of the method for estimating the transport buffer capacity of a multi-layered shuttle system according to any one of claims 1-2 when the program is executed by the processor.
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| CN111160698A (en) * | 2019-11-26 | 2020-05-15 | 山东大学 | Multi-layer shuttle system performance evaluation method and device |
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