Path planning method, electronic device and computer readable storage medium

Abstract

The application discloses a path planning method, an electronic device and a computer readable storage medium. The method comprises the following steps: obtaining a plurality of to-be-unlocked tugs forming a deadlock in a map; obtaining available avoidance points of the plurality of to-be-unlocked tugs from a set of avoidance points matched with the map and sorting the available avoidance points to generate an avoidance point sequence; determining a candidate tug corresponding to a candidate avoidance point and a blocked tug other than the candidate tug from the plurality of to-be-unlocked tugs; determining a first detour distance of the candidate tug and a second detour distance of the blocked tug based on the candidate avoidance point; obtaining a maximum allowed detour distance; selecting the candidate avoidance point corresponding to the candidate tug as a target avoidance point based on the first detour distance, the second detour distance and the maximum allowed detour distance; and determining an avoidance path of the plurality of to-be-unlocked tugs based on the target avoidance point. The above scheme can improve the operation efficiency of the tug.

Description

Technical Field

[0001] This application relates to the field of transport vehicle technology, and in particular to a path planning method, electronic device, and computer-readable storage medium. Background Technology

[0002] Automated Guided Vehicles (AGVs) are key equipment in intelligent logistics and warehousing systems, significantly reducing labor costs and improving work efficiency. While AGVs move along predetermined guide paths, multiple AGVs may exist within the same work area, potentially leading to conflicting paths, deadlocks, and halted movement. In such cases, some AGVs need to avoid the conflict. Current avoidance schemes typically select the nearest avoidance point for path planning. However, in scenarios with heavy transport workloads, due to the large number of AGVs, consistently selecting the nearest avoidance point may force AGVs to detour to that point, and the journey from the avoidance point to the task endpoint also requires a longer route, exacerbating congestion and reducing AGV operating efficiency. Therefore, improving AGV operating efficiency has become a pressing issue. Summary of the Invention

[0003] The main technical problem addressed by this application is to provide a path planning method, electronic device, and computer-readable storage medium that can improve the operating efficiency of a transport vehicle.

[0004] To address the aforementioned technical problems, the first aspect of this application provides a path planning method, comprising: acquiring multiple unlocked transport vehicles that are deadlocked in a map; acquiring and sorting available avoidance points for the unlocked transport vehicles from a set of avoidance points matched by the map to generate an avoidance point sequence; selecting available avoidance points in order from the avoidance point sequence; determining candidate transport vehicles corresponding to the available avoidance points; acquiring a first detour distance for the candidate transport vehicles; and acquiring a second detour distance for the blocked transport vehicles that are deadlocked with the candidate transport vehicles; acquiring a maximum permissible detour distance; and selecting an available avoidance point corresponding to the candidate transport vehicle as a target avoidance point based on the first detour distance, the second detour distance, and the maximum permissible detour distance, and planning an avoidance path.

[0005] To address the aforementioned technical problems, a second aspect of this application provides an electronic device including a memory and a processor coupled to each other, wherein the memory stores program instructions and the processor executes the program instructions to implement the method described in the first aspect.

[0006] To address the aforementioned technical problems, a third aspect of this application provides a computer-readable storage medium storing program instructions executable by a processor, the program instructions being used to implement the method described in the first aspect.

[0007] In the above scheme, when multiple transport vehicles' paths conflict and become deadlocked, the following steps are taken: First, multiple transport vehicles to be unlocked are identified. Then, available avoidance points for these vehicles are retrieved from a set of avoidance points and sorted to generate an avoidance point sequence. Next, candidate transport vehicles corresponding to these candidate avoidance points are determined from the remaining vehicles. Finally, transport vehicles blocked by these candidate avoidance points are identified as blocked transport vehicles. Based on these candidate avoidance points, the first detour distance for the candidate transport vehicles and the second detour distance for the blocked transport vehicles are determined. The detour distance can be adjusted according to the map size and route details. Based on connectivity, a maximum acceptable detour distance is determined and obtained. According to the first detour distance, the second detour distance, and the maximum acceptable detour distance, candidate avoidance points corresponding to candidate transport vehicles are selected as target avoidance points. Based on the target avoidance points, avoidance paths for multiple transport vehicles to be unlocked are determined. By identifying the risk of long detours for transport vehicles during the avoidance point selection process, and based on the maximum acceptable detour distance, it is determined whether to select the current candidate avoidance point or a subsequent candidate avoidance point, thereby avoiding excessively long avoidance paths and improving the operating efficiency of transport vehicles. Attached Figure Description

[0008] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein: Figure 1 This is a flowchart illustrating one implementation method of the path planning method of this application; Figure 2 This is a flowchart illustrating another implementation of the path planning method of this application; Figure 3 This is a schematic diagram of the structure of one embodiment of the electronic device of this application; Figure 4 This is a schematic diagram of one embodiment of the computer-readable storage medium of this application. Detailed Implementation

[0009] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments, and different implementation methods can be adaptively combined. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0010] In this paper, the terms "system" and "network" are often used interchangeably. The term "and / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. Additionally, the character " / " generally indicates that the preceding and following related objects have an "or" relationship. Furthermore, "many" in this paper means two or more.

[0011] Please see Figure 1 , Figure 1 This is a flowchart illustrating one implementation of the path planning method. The method includes: S101: Obtain multiple unlocked transport vehicles that are deadlocked on the map, obtain the available avoidance points of multiple unlocked transport vehicles from the avoidance point set matched on the map and sort them to generate an avoidance point sequence; wherein, the available avoidance points in the avoidance point sequence are selected as candidate avoidance points in turn.

[0012] Specifically, the motion map of the transport vehicle is a topological map, an abstract map that maintains the correct relative positional relationships between points and lines but not necessarily the correct shape, area, distance, and direction. Multiple marker points can be set in the map, such as using QR codes or RFID chips, to allow the transport vehicle to obtain location information for reference and confirmation. During map initialization, based on map data such as the rotatability of nodes, road connectivity, node attributes, and map attributes, points meeting predetermined conditions are initially selected as a set of avoidance points according to preset rules. This set of avoidance points includes multiple avoidance points. When multiple transport vehicle paths conflict and become deadlocked, the multiple deadlocked transport vehicles to be unlocked are identified, and available avoidance points for these vehicles are obtained from the avoidance point set, sorted, and a sequence of avoidance points is generated.

[0013] This involves determining available avoidance points for each transport vehicle based on its subsequent path information in the deadlock, filtering and prioritizing them according to certain rules, such as prioritizing unlocking empty vehicles, prioritizing vehicles with low task priority, prioritizing points with shorter Manhattan distances to the current location of the transport vehicle, and eliminating avoidance points on the subsequent paths of other transport vehicles in the deadlock. Ultimately, a sequence of avoidance points that corresponds one-to-one with candidate transport vehicles and candidate avoidance points is determined.

[0014] In one application method, points with a road connectivity of more than two and rotatable points directly connected to the point are selected as avoidance points. Here, a road connectivity of more than two means that the point connects to two or more other points, such as the point connecting to three points, or in other words, there are three roads leading to different points from the point as the starting point.

[0015] In another application, to avoid excessive impact on the operation of other transport vehicles during avoidance, special points on the map, such as charging points, workbenches, shelving areas, and queuing areas, must be excluded when selecting the location.

[0016] It should be noted that once the avoidance points are selected, if the map does not change, these avoidance points can be directly selected during subsequent scheduling; if the map is updated, avoidance points can be automatically added or deleted according to the above principles after the update.

[0017] S102: Determine the candidate transport vehicle corresponding to the candidate avoidance point from multiple transport vehicles to be unlocked, as well as the blocked transport vehicles other than the candidate transport vehicles. Based on the candidate avoidance point, determine the first detour distance of the candidate transport vehicle and the second detour distance of the blocked transport vehicle.

[0018] Specifically, a candidate transport vehicle corresponding to a candidate avoidance point is determined from a plurality of transport vehicles to be unlocked, and a transport vehicle blocked by the candidate transport vehicle is determined as a blocked transport vehicle. Based on the candidate avoidance point, a first detour distance of the candidate transport vehicle and a second detour distance of the blocked transport vehicle are determined.

[0019] In one application method, candidate transport vehicles corresponding to candidate avoidance points are determined from multiple transport vehicles to be unlocked, and transport vehicles blocked by these candidate transport vehicles are identified as blocked transport vehicles. The candidate avoidance point is used as a forced waypoint, and a path planning algorithm (such as Dijkstra's algorithm) is applied. (etc.) Calculate the actual feasible path, and then compare it with the original path to obtain the detour distance.

[0020] In some application scenarios, the original path of the candidate transport vehicle is "current position → task endpoint", and the new path is "current position → candidate avoidance point → task endpoint". The difference in length between the two is the first detour distance. The original path of the blocked transport vehicle is "current position → task endpoint", and the new path is the shortest path to avoid the candidate transport vehicle (including the position of the candidate avoidance point). The difference in length between the two is the second detour distance.

[0021] In another application, a candidate transport vehicle corresponding to a candidate avoidance point is determined from multiple transport vehicles to be unlocked, and a transport vehicle blocked by the candidate transport vehicle is determined as the blocked transport vehicle. The detour distance is estimated according to preset rules (such as Manhattan distance, Euclidean distance or fixed coefficient).

[0022] In some application scenarios, based on the degree of deviation between the candidate avoidance point and the original path, a fixed coefficient (such as 1.5 times the length of the original path) is set to estimate the distance of the first detour and the distance of the second detour.

[0023] S103: Obtain the maximum allowable detour distance. Based on the first detour distance, the second detour distance, and the maximum allowable detour distance, select the candidate avoidance point corresponding to the candidate transport vehicle as the target avoidance point. Based on the target avoidance point, determine the avoidance path of multiple transport vehicles to be unlocked.

[0024] Specifically, based on the size of the map and the connectivity of the routes, an acceptable maximum allowable detour distance can be determined and obtained. Based on the first detour distance, the second detour distance, and the maximum allowable detour distance, candidate avoidance points corresponding to candidate transport vehicles can be selected as target avoidance points. Based on the target avoidance points, avoidance paths for multiple transport vehicles to be unlocked can be determined.

[0025] In one application, it is determined whether the distances of the first and second detours are both less than the maximum allowed detour distance. If so, the candidate avoidance point is selected as the target avoidance point, and a path planning algorithm (such as Dijkstra's algorithm) is applied based on the target avoidance point. (etc.) Replan the avoidance paths for multiple unlocked transport vehicles.

[0026] In another application, since the efficiency of the candidate transport vehicle needs to be prioritized, a higher weight (e.g., 0.7) can be assigned to the first detour distance, and a lower weight (e.g., 0.3) to the second detour distance. A comprehensive score is calculated for this candidate avoidance point, as follows: Comprehensive Score = (First Detour Distance / Maximum Allowable Detour Distance) × Weight 1 + (Second Detour Distance / Maximum Allowable Detour Distance) × Weight 2. When the comprehensive score is less than or equal to 1, this candidate avoidance point is selected as the target avoidance point, and a path planning algorithm (e.g., Dijkstra's algorithm) is used based on this target avoidance point. (etc.) Replan the avoidance paths for multiple unlocked transport vehicles.

[0027] In the above scheme, when multiple transport vehicles' paths conflict and become deadlocked, the following steps are taken: First, multiple transport vehicles to be unlocked are identified. Then, available avoidance points for these vehicles are retrieved from a set of avoidance points and sorted to generate an avoidance point sequence. Next, candidate transport vehicles corresponding to these candidate avoidance points are determined from the remaining vehicles. Finally, transport vehicles blocked by these candidate avoidance points are identified as blocked transport vehicles. Based on these candidate avoidance points, the first detour distance for the candidate transport vehicles and the second detour distance for the blocked transport vehicles are determined. The detour distance can be adjusted according to the map size and route details. Based on connectivity, a maximum acceptable detour distance is determined and obtained. According to the first detour distance, the second detour distance, and the maximum acceptable detour distance, candidate avoidance points corresponding to candidate transport vehicles are selected as target avoidance points. Based on the target avoidance points, avoidance paths for multiple transport vehicles to be unlocked are determined. By identifying the risk of long detours for transport vehicles during the avoidance point selection process, and based on the maximum acceptable detour distance, it is determined whether to select the current candidate avoidance point or a subsequent candidate avoidance point, thereby avoiding excessively long avoidance paths and improving the operating efficiency of transport vehicles.

[0028] Please see Figure 2 , Figure 2 This is a flowchart illustrating another embodiment of the path planning method of this application. The method includes: S201: Obtain multiple unlocked transport vehicles that are deadlocked on the map, obtain the available avoidance points for multiple unlocked transport vehicles from the avoidance point set matched on the map, sort them, and generate an avoidance point sequence.

[0029] Specifically, multiple unlocked transport vehicles that are deadlocked in the map are obtained, and the available avoidance points of multiple unlocked transport vehicles are obtained from the avoidance point set and sorted to generate an avoidance point sequence.

[0030] In one embodiment, step S201 specifically includes: obtaining the task path of the target transport vehicle in the map, and controlling the movement of the target transport vehicle using the task path; in response to the deadlock between the target transport vehicle and at least one conflicting transport vehicle, obtaining the available avoidance points of the target transport vehicle and the available avoidance points of the conflicting transport vehicles from the avoidance point set and sorting them to generate an avoidance point sequence; wherein, the transport vehicles to be unlocked include the target transport vehicle and all conflicting transport vehicles.

[0031] Specifically, when a target transport vehicle receives a transport task, it uses the node connectivity information on the map, along with the real-time status of other transport vehicles such as their tasks, locations, and paths, to... The path planning algorithm plans a task path for the target transport vehicle on the map. This task path is the optimal global path from the starting point to the task endpoint. The target transport vehicle is controlled to move forward using the task path. When the target transport vehicle forms a deadlock with at least one conflicting transport vehicle, the available avoidance points of the target transport vehicle and the conflicting transport vehicle are obtained from the avoidance point set and sorted to generate an avoidance point sequence. By combining global path planning with dynamic avoidance, the task rhythm of multiple transport vehicles can be balanced, avoiding vehicle clustering in local areas, thereby optimizing the multi-vehicle collaboration efficiency and improving the overall space utilization.

[0032] In one implementation scenario, the steps for controlling the movement of the target transport vehicle using the task path specifically include: segmenting the task path to obtain multiple task sub-paths; determining whether the next task sub-path is safe; if so, issuing the next task sub-path to the target transport vehicle and controlling the target transport vehicle to move based on the next task sub-path; otherwise, determining whether the target transport vehicle has formed a deadlock with a conflicting transport vehicle; if so, executing the step of obtaining the available avoidance points of the target transport vehicle and the available avoidance points of the conflicting transport vehicle from the avoidance point set and sorting them to generate an avoidance point sequence; otherwise, after completing the current task sub-path, waiting in place and returning to the step of determining whether the next task sub-path is safe.

[0033] Specifically, the task path is segmented into multiple task sub-paths. A collision detection algorithm is used to determine if the next task sub-path to be issued is safe and collision-free. If it is safe and collision-free, the next task sub-path is issued to the target transport vehicle, which executes the issued task sub-path and moves forward. Otherwise, it is determined whether the target transport vehicle has formed a deadlock with a conflicting transport vehicle. If so, the steps are executed to obtain the available avoidance points of the target transport vehicle and the conflicting transport vehicle from the avoidance point set, sort them, and generate an avoidance point sequence. Otherwise, after the vehicle has completed its journey... After completing the current task sub-path, the system stops and waits in place before returning to perform the step of judging whether the next task sub-path is safe. By issuing sub-paths segment by segment, the system can reassess the safety of each path before execution based on the latest status (position, path adjustment, etc.) of other transport vehicles. This avoids the "path outdated" problem caused by the solidification of the entire path. In non-deadlock scenarios (such as only temporary conflicts), the "wait in place after completing the current sub-path" strategy can resolve conflicts without complex avoidance, reducing unnecessary detour costs and balancing efficiency and flexibility.

[0034] S202: Identify the candidate transport vehicle corresponding to the candidate avoidance point from multiple transport vehicles to be unlocked, as well as the blocked transport vehicles other than the candidate transport vehicles.

[0035] Specifically, from a plurality of transport vehicles to be unlocked, a candidate transport vehicle corresponding to a candidate avoidance point is determined, and a transport vehicle blocked by the candidate transport vehicle is determined as a blocked transport vehicle.

[0036] S203: Plan the first path from the current position of the candidate transport vehicle to the corresponding candidate avoidance point to obtain the first planned path.

[0037] Specifically, the first path from the current position of the candidate transport vehicle to the corresponding candidate avoidance point is planned, and it is determined whether the planning is successful. If the planning is successful, the first planned path is obtained.

[0038] S204: Plan the second path from the candidate avoidance point of the candidate transport vehicle to the corresponding task endpoint to obtain the second planned path.

[0039] Specifically, the second path from the candidate avoidance point of the candidate transport vehicle to the corresponding task endpoint is planned, and it is determined whether the planning is successful. If the planning is successful, the second planned path is obtained.

[0040] S205: Plan the third path from the current position of the blocked transport vehicle to the corresponding task endpoint to obtain the third planned path.

[0041] Specifically, the third path from the current position of the blocked transport vehicle to the corresponding task endpoint is planned, and its success is determined. If the planning is successful, the third planned path is obtained. By planning the "first path from the candidate transport vehicle to the avoidance point" and the "second path from the avoidance point to the task endpoint" step by step, and verifying whether they can be planned successfully, the situation of "the candidate avoidance point seems usable but is actually unreachable (such as the path being completely blocked)" or "the original task cannot be completed from the avoidance point" can be eliminated in advance. This avoids making avoidance decisions based on infeasible paths, reduces invalid operations, and verifies the planning of the "third path from the current position to the task endpoint" of the blocked transport vehicle. This confirms whether the blocked vehicle can pass smoothly after avoidance, ensuring that the entire avoidance scheme is "bidirectionally feasible" (allowing both the candidate vehicle to avoid and the blocked vehicle to continue the task). This avoids new blockages caused by unilateral avoidance, thereby improving the reliability of system scheduling.

[0042] S206: Obtain the first distance corresponding to the first planned path, obtain the second distance corresponding to the second planned path, obtain the third distance corresponding to the third planned path, obtain the fourth distance from the current position of the candidate transport vehicle to the corresponding task endpoint, and obtain the fifth distance from the current position of the blocked transport vehicle to the corresponding task endpoint.

[0043] Specifically, the first distance corresponding to the first planned path, the second distance corresponding to the second planned path, the third distance corresponding to the third planned path, the fourth distance from the current position of the candidate transport vehicle to the corresponding task endpoint, and the fifth distance from the current position of the blocked transport vehicle to the corresponding task endpoint are calculated.

[0044] S207: Determine the first detour distance based on the first distance, the second distance, and the fourth distance; determine the second detour distance based on the third distance and the fifth distance.

[0045] Specifically, the first detour distance is calculated based on the first, second, and fourth distances, as follows: First detour distance = First distance + Second distance - Fourth distance. The second detour distance is calculated based on the third and fifth distances, as follows: Second detour distance = Third distance - Fifth distance. Providing data support for the scheduling of transport vehicle tasks helps avoid inefficiencies caused by experience-based decision-making.

[0046] S208: Obtain the maximum allowable detour distance. Based on the first detour distance, the second detour distance, and the maximum allowable detour distance, select the candidate avoidance point corresponding to the candidate transport vehicle as the target avoidance point. Based on the target avoidance point, determine the avoidance path of multiple transport vehicles to be unlocked.

[0047] Specifically, an acceptable maximum allowable detour distance is determined and obtained. The value of the maximum allowable detour distance can be flexibly set according to the connectivity of the map. Based on the first detour distance, the second detour distance and the maximum allowable detour distance, the candidate avoidance point corresponding to the candidate transport vehicle is selected as the target avoidance point. Based on the target avoidance point, the avoidance path of multiple transport vehicles to be unlocked is determined.

[0048] In one embodiment, step S208, selecting candidate avoidance points corresponding to candidate transport vehicles as target avoidance points based on the first detour distance, the second detour distance, and the maximum permissible detour distance, and determining the avoidance paths of multiple transport vehicles to be unlocked based on the target avoidance points, specifically includes: determining a first comparison result based on the first detour distance and the maximum permissible detour distance; determining a second comparison result based on the second detour distance and the maximum permissible detour distance; wherein, the first comparison result includes exceeding the maximum permissible detour distance and not exceeding the maximum permissible detour distance, and the second comparison result includes exceeding the maximum permissible detour distance and not exceeding the maximum permissible detour distance; selecting candidate avoidance points corresponding to candidate transport vehicles as target avoidance points based on the first comparison result and the second comparison result; and determining the avoidance paths of multiple transport vehicles to be unlocked based on the target avoidance points.

[0049] Specifically, a first comparison result is determined based on the first detour distance and the maximum allowable detour distance. A second comparison result is determined based on the second detour distance and the maximum allowable detour distance. Based on the first and second comparison results, candidate avoidance points corresponding to candidate transport vehicles are selected as target avoidance points. Based on the target avoidance points, avoidance paths for multiple transport vehicles to be unlocked are determined. By selecting the candidate avoidance points corresponding to candidate transport vehicles as target avoidance points based on the first and second comparison results, the most suitable one can be selected from multiple candidate avoidance points. This allows the transport vehicle to choose a relatively optimal position when avoiding obstacles or other transport vehicles, minimizing the impact on its own task execution, further optimizing the transport vehicle's operating path and efficiency.

[0050] In one implementation scenario, the step of selecting a candidate avoidance point corresponding to a candidate transport vehicle as a target avoidance point based on a first comparison result and a second comparison result, and determining the avoidance path for multiple transport vehicles to be unlocked based on the target avoidance point, specifically includes: in response to both the first comparison result and the second comparison result not exceeding the maximum allowable detour distance, selecting a candidate avoidance point corresponding to the candidate transport vehicle as a target avoidance point, and determining the avoidance path for multiple transport vehicles to be unlocked based on the target avoidance point; in response to at least one of the first comparison result and the second comparison result exceeding the maximum allowable detour distance, obtaining the current number of detour failures and the preset maximum allowable number of detour failures; and determining the current detour failure. If the number of detour failures is less than the maximum allowed number of detour failures, then the number of detour failures is increased by one, and the candidate avoidance point corresponding to the candidate transport vehicle is deleted from the avoidance point sequence. Then, the next candidate avoidance point is selected in sequence. Otherwise, if the number of detour failures is equal to the maximum allowed number of detour failures, then the number of detour failures is increased by one, and the process of obtaining multiple available avoidance points for the transport vehicles to be unlocked from the avoidance point set matched by the map and sorting them to generate an avoidance point sequence is returned. Otherwise, the candidate avoidance point corresponding to the candidate transport vehicle is selected as the target avoidance point, and the avoidance path for multiple transport vehicles to be unlocked is determined based on the target avoidance point.

[0051] Specifically, if both the first and second comparison results are within the maximum allowable detour distance, indicating no detour, then the candidate avoidance point corresponding to the candidate transport vehicle is selected as the target avoidance point. Based on this target avoidance point, the avoidance paths for multiple transport vehicles to be unlocked are redefined. If either the first or second comparison result exceeds the maximum allowable detour distance, indicating a detour, then the current number of detour failures and the pre-set maximum allowable number of detour failures are obtained. It is then determined whether the current number of detour failures is less than the maximum allowable number of detour failures. If it is less, the current number of detour failures is... The number of candidate avoidance points is increased by one, and the candidate avoidance points corresponding to the candidate transport vehicles are deleted from the avoidance point sequence. Then, the next candidate avoidance point is selected in order. Otherwise, it is determined whether the current number of failed detours is equal to the maximum allowed number of failed detours. If so, the number of failed detours is increased by one, and the process returns to the step in S201 of obtaining and sorting the available avoidance points of multiple transport vehicles to be unlocked from the avoidance point set matched on the map to generate an avoidance point sequence. Otherwise, the candidate avoidance point corresponding to the candidate transport vehicle is selected as the target avoidance point. Based on the target avoidance point, the avoidance path of multiple transport vehicles to be unlocked is determined.

[0052] Understandably, if the current number of failed detours equals the maximum allowed number of failed detours, it means that among the many candidate transport vehicles and candidate avoidance points, there are no available avoidance points within an acceptable detour distance. In this case, it is necessary to redetermine the avoidance point sequence for each candidate transport vehicle and candidate avoidance point, and to filter and prioritize them according to certain rules. This step ensures that when detours are allowed, the first selected avoidance point is still the relatively closest and most optimal avoidance point. Therefore, since the current number of failed detours equals the maximum allowed number of failed detours, adding one more to the current number of failed detours makes the total number of failed detours greater than the maximum allowed number of failed detours. This indicates that after redetermining the avoidance point sequence for each candidate transport vehicle and candidate avoidance point, a target avoidance point that has been planned and successfully tested but requires a detour has been found. Based on this target avoidance point, multiple avoidance paths for the transport vehicles to be unlocked can be determined, ensuring that when detours are allowed to resolve deadlocks, the optimal avoidance scheme for the candidate transport vehicle and candidate avoidance point is still prioritized.

[0053] It should be noted that when the target transport vehicle forms a deadlock with at least one conflicting transport vehicle, before performing the steps of obtaining the available avoidance points of the target transport vehicle and the available avoidance points of the conflicting transport vehicle from the avoidance point set and sorting them to generate an avoidance point sequence, it is also necessary to initialize the maximum allowable detour distance, the maximum allowable number of detour failures, and set the current number of detour failures to 0.

[0054] In one embodiment, after step S208, the method further includes: deleting the deadlock loop information corresponding to the deadlock, and returning to the step of determining whether the next task sub-path is safe.

[0055] Specifically, after re-determining the avoidance paths for multiple transport vehicles to be unlocked, the deadlock loop information corresponding to the deadlock is deleted, and the new path segments are distributed to the target transport vehicle to control the target transport vehicle to move forward, while continuing to determine whether the next task sub-path is safe.

[0056] In one implementation scenario, after the step of sending the next task sub-path to the target transport vehicle and controlling the target transport vehicle to travel based on the next task sub-path, the process also includes: determining whether the target transport vehicle has reached the task endpoint; if so, ending the path planning; otherwise, returning to the step of determining whether the next task sub-path is safe.

[0057] Specifically, when it is determined that the target transport vehicle has reached the task endpoint, the path planning ends; otherwise, the safety of the next task sub-path is reassessed.

[0058] Please see Figure 3 , Figure 3 This is a schematic diagram of an embodiment of the electronic device of this application. The electronic device 30 includes a memory 300 and a processor 302 coupled to each other. The memory 300 stores program data (not shown). The processor 302 calls the program data to implement the method in any of the above embodiments. For related descriptions, please refer to the detailed description of the above method embodiments, which will not be repeated here. Specifically, the electronic device 30 includes: desktop computers, laptops, tablet computers, servers, etc., which are not limited here. In addition, the processor 302 can also be called a CPU (Center Processing Unit). The processor 302 may be an integrated circuit chip with signal processing capabilities. The processor 302 can also be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. The general-purpose processor can be a microprocessor or any conventional processor. In addition, the processor 302 can be implemented by integrated circuit chips.

[0059] Please see Figure 4 , Figure 4This is a schematic diagram of a computer-readable storage medium according to an embodiment of the present application. The computer-readable storage medium 40 stores program data 400. When the program data 400 is executed by a processor, it implements the method in any of the above embodiments. For a detailed description of the relevant content, please refer to the detailed description of the above method embodiments, which will not be repeated here.

[0060] It should be noted that the units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0061] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0062] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute all or part of the steps of the methods of various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0063] The above description is merely an embodiment of this application and does not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A path planning method, characterized in that, include: Multiple unlocked transport vehicles that are deadlocked in the map are obtained. Available avoidance points for multiple unlocked transport vehicles are obtained from the avoidance point set matched by the map and sorted to generate an avoidance point sequence. The available avoidance points in the avoidance point sequence are selected as candidate avoidance points in turn. From the plurality of transport vehicles to be unlocked, a candidate transport vehicle corresponding to the candidate avoidance point is determined, as well as a blocked transport vehicle other than the candidate transport vehicle. Based on the candidate avoidance point, a first detour distance of the candidate transport vehicle and a second detour distance of the blocked transport vehicle are determined. Obtain the maximum permissible detour distance. Based on the first detour distance, the second detour distance, and the maximum permissible detour distance, select the candidate avoidance point corresponding to the candidate transport vehicle as the target avoidance point. Based on the target avoidance point, determine the avoidance paths for multiple transport vehicles to be unlocked. The avoidance paths are obtained based on the following steps: A first comparison result is determined based on the first detour distance and the maximum allowable detour distance, and a second comparison result is determined based on the second detour distance and the maximum allowable detour distance; wherein, the first comparison result includes exceeding the maximum allowable detour distance and not exceeding the maximum allowable detour distance, and the second comparison result includes exceeding the maximum allowable detour distance and not exceeding the maximum allowable detour distance; Based on the first comparison result and the second comparison result, a candidate avoidance point corresponding to the candidate transport vehicle is selected as a target avoidance point. Based on the target avoidance point, an avoidance path for multiple transport vehicles to be unlocked is determined. Specifically, this includes: in response to both the first comparison result and the second comparison result not exceeding the maximum allowable detour distance, a candidate avoidance point corresponding to the candidate transport vehicle is selected as a target avoidance point. Based on the target avoidance point, an avoidance path for multiple transport vehicles to be unlocked is determined. In response to at least one of the first comparison result and the second comparison result exceeding the maximum allowable detour distance, the current number of detour failures and the preset maximum allowable number of detour failures are obtained. If the current number of detour failures is less than the maximum allowable number of detour failures, the number of detour failures is increased by one, and the candidate avoidance point corresponding to the candidate transport vehicle is deleted from the avoidance point sequence. Then, the next candidate avoidance point is selected sequentially. Wherein, the original path of the candidate transport vehicle is from the current position to the task endpoint, and the new path is from the current position to the candidate avoidance point to the task endpoint. The length difference between the new path and the original path of the candidate transport vehicle is the first detour distance. The original path of the blocked transport vehicle is from the current position to the task endpoint, and the new path is the shortest path to avoid the candidate transport vehicle. The length difference between the new path and the original path of the blocked transport vehicle is the second detour distance.

2. The method according to claim 1, characterized in that, Before determining the first detour distance of the candidate transport vehicle and the second detour distance of the blocked transport vehicle based on the candidate avoidance points, the method further includes: The first planned path is obtained by planning the first path from the current position of the candidate transport vehicle to the corresponding candidate avoidance point; The second planned path is obtained by planning the second path from the candidate avoidance point of the candidate transport vehicle to the corresponding task endpoint. A third planned path is obtained by planning the third path from the current position of the blocked transport vehicle to the corresponding task endpoint.

3. The method according to claim 2, characterized in that, The step of determining the first detour distance of the candidate transport vehicle and the second detour distance of the blocked transport vehicle based on the candidate avoidance points includes: Obtain the first distance corresponding to the first planned path, obtain the second distance corresponding to the second planned path, obtain the third distance corresponding to the third planned path, obtain the fourth distance from the current position of the candidate transport vehicle to the corresponding task endpoint, and obtain the fifth distance from the current position of the blocked transport vehicle to the corresponding task endpoint. Based on the first distance, the second distance, and the fourth distance, the first detour distance is determined, and based on the third distance and the fifth distance, the second detour distance is determined.

4. The method according to claim 1, characterized in that, The method further includes: If the current number of failed detours is equal to the maximum allowed number of failed detours, then the number of failed detours is increased by one, and the process of obtaining and sorting multiple available avoidance points for the unlocked transport vehicles from the avoidance point set matched on the map to generate an avoidance point sequence is returned. Otherwise, the candidate avoidance point corresponding to the candidate transport vehicle is selected as the target avoidance point, and the avoidance path for multiple unlocked transport vehicles is determined based on the target avoidance point.

5. The method according to claim 1, characterized in that, The process involves obtaining multiple unlocked transport vehicles that are deadlocked in the map, retrieving and sorting available avoidance points for these vehicles from the set of avoidance points matched by the map, and generating an avoidance point sequence, including: Obtain the task path of the target transport vehicle on the map, and use the task path to control the movement of the target transport vehicle; In response to a deadlock between the target transport vehicle and at least one conflicting transport vehicle, the available avoidance points of the target transport vehicle and the available avoidance points of the conflicting transport vehicle are obtained from the avoidance point set and sorted to generate the avoidance point sequence; wherein, the transport vehicle to be unlocked includes the target transport vehicle and all the conflicting transport vehicles.

6. The method according to claim 5, characterized in that, The step of controlling the movement of the target transport vehicle using the task path includes: The task path is segmented to obtain multiple task sub-paths; Determine whether the next task sub-path is safe. If so, send the next task sub-path to the target transport vehicle and control the target transport vehicle to travel based on the next task sub-path. Otherwise, determine whether the target transport vehicle has formed a deadlock with the conflicting transport vehicle. If yes, execute the step of obtaining the available avoidance points of the target transport vehicle and the available avoidance points of the conflicting transport vehicle from the avoidance point set, sorting them, and generating the avoidance point sequence; otherwise, after completing the current task sub-path, wait in place and return to execute the step of determining whether the next task sub-path is safe.

7. The method according to claim 6, characterized in that, After determining the avoidance paths of multiple transport vehicles to be unlocked based on the target avoidance point, the process further includes: Delete the deadlock loop information corresponding to the deadlock and return to the step of determining whether the next task sub-path is safe; After issuing the next task sub-path to the target transport vehicle and controlling the target transport vehicle to travel based on the next task sub-path, the process further includes: Determine whether the target transport vehicle has reached the task endpoint. If yes, end the path planning; otherwise, return to the step of determining whether the next task sub-path is safe.

8. An electronic device, characterized in that, The method includes a memory and a processor coupled to each other, the memory storing program instructions, and the processor executing the program instructions to implement the method according to any one of claims 1-7.

9. A computer-readable storage medium, characterized in that, The system stores program instructions that can be executed by a processor, the program instructions being used to implement the method described in any one of claims 1-7.

Images