Method and device for avoiding a path conflict of an automated guided vehicle

Abstract

The application discloses an automatic guided vehicle path conflict avoidance method and device, the method comprises the following steps: selecting a vehicle as an avoidance vehicle in a deadlock ring, and obtaining an avoidance point in a map; screening an effective avoidance point from the avoidance point; calculating the distance from the avoidance vehicle to the effective avoidance point; correcting the distance according to the road connectivity of the map and / or path information of other vehicles; selecting the effective avoidance point with the minimum distance as a target avoidance point, and planning an avoidance path. Through the above method, the efficiency of resolving the deadlock can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automation, in particular to an AGV path conflict avoidance method and device. BACKGROUND

[0002] Automated Guided Vehicle (AGV) is a key equipment in intelligent logistics and warehousing system, which can be used as a carrying robot to greatly save labor cost and improve work efficiency. AGV can move along the specified guide path during work, but there may be multiple AGVs in the same working area, and the movement paths of the AGVs may conflict with each other, forming a deadlock, which leads to the inability to continue moving. At this time, some AGVs need to avoid to resolve the conflict. Please refer to Figure 1 , Figure 1 is a flowchart of an AGV path conflict avoidance method in the prior art. In this method, it is first determined whether the AGV is in a deadlock state, and if so, the deadlock resolution process is entered. A selected AGV is used as an avoidance vehicle, and the given avoidance points are sorted according to their proximity to the avoidance vehicle, and the avoidance points closest to the avoidance vehicle are preferentially selected to plan an avoidance path. The path from the avoidance vehicle to the avoidance point is planned first, and then the path from the avoidance point to the task point is planned. The two paths are spliced and sent to the avoidance vehicle, so that the avoidance vehicle moves according to the avoidance path, and the other AGVs in the deadlock ring move according to the normal path. If the planning fails, the avoidance point is discarded, and the next avoidance point is selected for planning. If all avoidance points fail to plan, another AGV is selected as the avoidance vehicle for planning.

[0003] The inventors of the present application found in the long-term research and development process that the avoidance points in the above-mentioned scheme are directly given without considering other information in the map and environment, which may lead to incomplete deadlock resolution and form a secondary deadlock, or the avoidance process involves too many detours, reducing the work efficiency of the AGV. SUMMARY

[0004] The technical problem solved by the present application is to provide an AGV path conflict avoidance method and device, which can improve the efficiency of deadlock resolution.

[0005] To solve the above technical problem, one technical solution adopted by the present application is to provide an AGV path conflict avoidance method, which comprises the following steps: selecting an AGV as an avoidance vehicle in a deadlock ring, and obtaining avoidance points in a map; selecting valid avoidance points from the avoidance points; calculating the distance from the avoidance vehicle to the valid avoidance points; correcting the distance according to the road connectivity of the map and / or the path information of other AGVs; selecting the valid avoidance point with the smallest distance as a target avoidance point, and planning an avoidance path.

[0006] To solve the above technical problems, another technical solution adopted by the present application is to provide an automatic guided vehicle path conflict avoidance device, the device comprising a processor and a memory, the processor being coupled to the memory, the memory storing a program, and the processor being configured to execute the program to implement the automatic guided vehicle path conflict avoidance method.

[0007] To solve the above technical problems, another technical solution adopted by the present application is to provide a device with storage function, the device storing a program, the program being executed to implement the automatic guided vehicle path conflict avoidance method.

[0008] The present application has the following advantages: unlike the prior art, the avoidance method provided by the present application considers the actual position of the AGV and the paths of other AGVs when screening for avoidance points, and tries to avoid selecting points on the path as avoidance points, making the selection of avoidance points more optimal, the distance required for avoidance movement shorter, and the efficiency of deadlock resolution greatly improved. In addition, the road connectivity of the map at the position of the AGV is also considered, effectively excluding some interference points. BRIEF DESCRIPTION OF DRAWINGS

[0009] Figure 1 is a flowchart of the automatic guided vehicle path conflict avoidance method in the prior art;

[0010] Figure 2 is a dispatch flowchart of the automatic guided vehicle of the present application;

[0011] Figure 3 is a flowchart of the automatic guided vehicle path conflict avoidance method of the present application;

[0012] Figure 4 is a partial schematic diagram of the topological map of the present application;

[0013] Figure 5 is a partial schematic diagram of the topological map of the present application;

[0014] Figure 6 is a partial schematic diagram of the topological map of the present application;

[0015] Figure 7 is a partial schematic diagram of the topological map of the present application;

[0016] Figure 8 is a structural schematic diagram of the first embodiment of the automatic guided vehicle path conflict avoidance device of the present application;

[0017] Figure 9 is a structural schematic diagram of the first embodiment of the device with storage function of the present application. DETAILED DESCRIPTION

[0018] For the purpose, technical solutions and effects of the present application to be clearer, more explicit, the following will be further described in detail with reference to the drawings and examples.

[0019] The present application provides an automatic guided vehicle path conflict avoidance method, which is used to autonomously select a temporary avoidance point according to the map characteristics when multiple AGVs are in path conflict and cannot move to form a deadlock, and plan a path from the current point to the avoidance point and then to the task point, so that other deadlocked AGVs can move to remove the deadlock.

[0020] Please refer to Figure 2 , Figure 2 is a schematic diagram of the automatic guided vehicle scheduling process of the present application. In this method, the AGV scheduling system is first initialized, and the current state information of all AGVs in the system is obtained. Then, according to the assigned task, a suitable AGV is selected to execute the task, and according to the current state information of the AGV, the task target information and the obstacle information in the environment, a collision-free path from the initial state to the target state is planned for the AGV. After the path is planned, the path is issued in segments according to certain conditions. If the subsequent segment path conflicts with the segment path of other vehicles, the subsequent segment path is unsafe, and after the current segment path is completed, the vehicle stops and waits, while constantly trying to issue the subsequent segment path. If the conflict disappears, the subsequent segment path can be successfully issued. When the number of attempts reaches a certain threshold and is still unsuccessful, the path is re-planned. When the re-planned path is unsuccessful or the path planning is successful but the first segment path cannot be successfully issued, the AGV is added to the unsafe queue. If there are AGVs with path conflicts in all unsafe AGVs, it is judged that they are in a deadlock ring, and the deadlock resolution process is entered. If the deadlock is successfully resolved, the AGVs in the same deadlock ring are deleted from the unsafe queue.

[0021] Among them, by using a depth search algorithm, the deadlock ring is found by judging which other AGVs the AGV has path conflict with.

[0022] Please refer to Figure 3 , Figure 3 is a schematic diagram of the automatic guided vehicle path conflict avoidance method of the present application. In this embodiment, the deadlock resolution process of path conflict includes the following steps:

[0023] S301: Select a vehicle in the deadlock ring as an avoidance vehicle, and obtain an avoidance point in the map.

[0024] The motion map of the AGV is a topological map, which is an abstract map that keeps the relative position relationship between points and lines correct without necessarily keeping the shape and area, distance, and direction of the map correct. A plurality of identification points can be set in the map, for example, using a two-dimensional code or other identification code to identify, or using a radio frequency chip to identify, so that the AGV can obtain position point information to confirm the position information of the AGV. When initializing the map, the points that meet the predetermined conditions can be preliminarily selected as avoidance points according to the data of the map, such as the rotatability of the nodes in the map, the road connectivity, the node attributes, the map attributes, and the like, according to a preset rule. Please refer to Figure 4 , Figure 4 is a local schematic view of the topological map of the present application. The points with a road connectivity greater than two and rotatable and directly connected to the point are selected as avoidance points. The road connectivity greater than two means that the point is connected to two or more other points, for example, the point is connected to three points, or in other words, the point has three roads leading to different points. At the same time, in order to avoid too much impact on the operation of other AGVs when avoiding, the special points in the map, such as charging points, workbenches, shelf areas, and queuing areas, are excluded when selecting. The points meeting the above principles can all be used as avoidance points to plan avoidance paths. After the avoidance points are selected, if the map does not change, the selection can be directly performed among the avoidance points in the subsequent scheduling process; if the map is updated, the avoidance points can be automatically added or deleted according to the above principles after the update.

[0025] When resolving the deadlock, an AGV can be in multiple deadlock loops at the same time. When selecting an avoidance vehicle, the AGV with the most conflicts in the deadlock loop can be selected as the avoidance vehicle. In this way, after the vehicle avoids, multiple deadlock loops can be resolved at the same time, improving the efficiency. In other embodiments, the avoidance vehicle can also be selected according to the priority of the AGV, and the deadlock loop in which the AGV with an urgent task is located is preferentially selected to be resolved, so that the AGV can resume movement in time and complete the task.

[0026] S302: Selecting an effective avoidance point from the avoidance points.

[0027] The avoidance points preselected when initializing the map do not consider multiple factors in the environment, and if all of them are used as candidate avoidance points to plan an avoidance path, the calculation amount will be increased and the efficiency will be reduced. Therefore, the avoidance points can be further screened according to the environment where the avoidance vehicle is located, to exclude some avoidance points that obviously cannot be used in this unlocking process. If those points occupied by idle vehicles, charging vehicles and fault vehicles are excluded, because these AGVs are unlikely to move in a short time, even if a path is planned, the avoidance vehicle cannot successfully reach the avoidance point to implement avoidance. The avoidance points whose distance from the avoidance vehicle is less than the length of the vehicle should also be excluded, because these avoidance points are too close to the avoidance vehicle, and even if the avoidance vehicle reaches these avoidance points, it may still cause congestion and fail to achieve the purpose of avoidance. After excluding these points, the remaining avoidance points can be used as effective avoidance points to plan an avoidance path.

[0028] S303: Calculate the distance from the avoidance vehicle to the effective avoidance point.

[0029] Among the effective avoidance points, one optimized avoidance scheme needs to be selected to reduce the detour when avoiding, and therefore, the effective avoidance points can be further screened according to the distance from the avoidance vehicle to the effective avoidance point, to confirm the target avoidance point for planning an avoidance path. In an embodiment, Manhattan distance can be selected as the evaluation standard for the distance from the avoidance vehicle to the effective avoidance point. Because directly calculating the actual movement distance of the avoidance vehicle to the avoidance point requires considering multiple factors for path planning, the calculation amount is too large, and Manhattan distance is the sum of the absolute axis distances of two points in a standard coordinate system, which is closer to the actual movement distance than Euclidean distance (straight-line distance), and reduces the misjudgment rate.

[0030] S304: Correct the distance according to the road connectivity of the map and / or the path information of other transport vehicles.

[0031] The Manhattan distance is a theoretical distance, and there is still some difference between the actual movement path distance of the avoidance vehicle and the Manhattan distance, especially due to the limitation of the road connectivity of the map, sometimes the Manhattan distance is very small, but the actual movement distance can be very large, so this avoidance point is not an optimal avoidance point. Therefore, before confirming the target avoidance point according to the distance, the distance from the avoidance vehicle to the effective avoidance point should be corrected according to the road connectivity of the map. The road connectivity refers to the road between two points that can connect the two points for AGV walking.

[0032] In addition, the avoidance points can be on the movement paths of other AGVs in the deadlock ring. If an avoidance point on the path is selected to avoid, a secondary deadlock can be caused when the other AGV passes the point, and the unlocking is not complete. Therefore, these points are not optimization points. If the Manhattan distance between these points and the avoidance vehicle is small, these points can be selected as the target avoidance point. Therefore, the distances of these points need to be corrected.

[0033] Specifically, when correcting the distances, the distances between the avoidance points and the avoidance vehicle can be increased, such as manually setting the increase, or automatically increasing to a value of a certain order according to a preset rule. Through the correction, when confirming the target avoidance point according to the distance, the avoidance points that are not actually optimized can be avoided as much as possible.

[0034] In another embodiment, if the number of the alternative effective avoidance points is greater than a threshold value, such as greater than ten, twenty, etc., in order to reduce the amount of calculation, when correcting, these points can be directly deleted from the list of effective avoidance points, and they are no longer used as effective avoidance points.

[0035] S305: Select the effective avoidance point with the smallest distance as the target avoidance point, and plan an avoidance path.

[0036] Among them, according to the corrected distance, the avoidance point closest to the avoidance vehicle is selected as the target avoidance point to plan the avoidance path. The path of the avoidance vehicle from the current position to the target avoidance point and the path of the avoidance vehicle from the target avoidance point to the task point are planned. After splicing the two paths, the complete path of the avoidance vehicle is obtained, and the path is then sent to the avoidance vehicle in segments.

[0037] Among them, if the avoidance path cannot be successfully planned, or after the path is planned, the first path is not successfully sent, it means that the planning fails. The current avoidance point is discarded, and the next avoidance point is selected to retry. If the number of planning failures exceeds a preset value, another AGV in the deadlock ring is selected as the avoidance vehicle to re-plan. If all AGVs in the deadlock ring fail to plan, the planning of this round is ended. A new round of planning is started, and the above steps are repeated in the new round of planning until the avoidance point queue of all AGVs is empty. Or another deadlock ring is selected to start a new round of planning until the AGVs in the unsafe queue are empty.

[0038] Among them, if the planning is successful, and the first path is successfully sent, the avoidance vehicle starts moving towards the avoidance point. After the avoidance vehicle starts moving, the other AGVs in the deadlock ring wait, and then try to send the path according to the original planned path and move according to the original planned path. After the avoidance vehicle reaches the avoidance point, it is determined whether the AGV that forms a deadlock with it has moved. If not, the avoidance vehicle waits for a predetermined time at the avoidance point, and then continues to move. In this way, it is confirmed that the deadlock AGV has been avoided to prevent a secondary deadlock.

[0039] In addition, one AGV can be in multiple deadlock loops at the same time, once one deadlock loop is successfully unlocked, the AGV can not form a conflict with other AGVs in other deadlock loops, that is, other deadlock loops are unlocked at the same time.

[0040] In an embodiment, the effective avoidance points can be sorted according to the distance from the avoidance vehicle, and the avoidance point closest to the avoidance vehicle is arranged at the front end of the sequence. If the first avoidance point fails to be planned, the next avoidance point is selected in sequence to retry until the planning is successful or the number of planning failures exceeds the threshold.

[0041] Please refer to Figure 5 , Figure 5 is a local schematic diagram of the topological map of the present application. In an embodiment, the path information of other transport vehicles in the deadlock loop is obtained, the path area is determined, and the distance from the avoidance vehicle to the effective avoidance point on the path is adjusted. Wherein, when the Manhattan distance from the avoidance vehicle to the avoidance points A, B and C is directly calculated, the distance values obtained are smaller because the avoidance points A, B and C are closer to the avoidance vehicle. When the target avoidance point is confirmed according to the distance, these points will be arranged at the front end of the sequence and are more likely to be selected. However, the avoidance points A, B and C are on the movement path of other AGVs in the deadlock loop, and if these points are selected as avoidance points, it is easy to produce secondary deadlock, resulting in incomplete unlocking. Therefore, these points are not an optimized avoidance point. When the distance is adjusted, the distance from the avoidance vehicle to these avoidance points can be increased, such as manually setting the distance to the maximum (INT_MAX). In this way, when the distance is sorted, these points can be arranged at the end of the sequence and are not easy to be selected as the target avoidance point. In this way, secondary unlocking can be effectively avoided.

[0042] Please refer to Figure 6 , Figure 6 is a local schematic diagram of the topological map of the present application. In an embodiment, the map information within a predetermined range of the current position of the avoidance vehicle is obtained; the inflection point information with road connectivity greater than two closest to the avoidance vehicle on the straight path where the avoidance vehicle is located is obtained, the straight path area is determined, and the distance from the avoidance vehicle to the effective avoidance point in the straight path area is adjusted. Wherein, the straight path refers to a road with only points with connectivity of two, and the AGV can only move forward or backward on the current line, but cannot turn to another road, or in other words, the straight path does not represent a straight line direction, and can turn in direction; but there is no branch road or cannot turn to other roads.

[0043] Although the avoidance points A, B, C and D are close to the avoidance vehicle, the distances are small, but the avoidance points A, B, C and D are on the same straight-through path with the avoidance vehicle. If these points are selected as the avoidance points, because the avoidance vehicle does not change the road, it is easy to cause incomplete unlocking and form secondary deadlock. It is as if the avoidance vehicle and the avoidance points are on a "single log bridge". Even if the avoidance vehicle reaches the avoidance point, it is still on the single log bridge and cannot allow other AGVs to pass, and the unlocking is not complete. Therefore, these points are also some interference points and are not optimization points. When the distance is corrected, the distance from the avoidance vehicle to these avoidance points can be increased. In this way, when the distance is sorted as the standard, these points can be arranged at the end of the sequence and are not easy to be selected as the target avoidance point.

[0044] Please refer to Figure 7 , Figure 7 is a local schematic view of the topological map of the present application. In an embodiment, the map information within a predetermined range of the current position of the avoidance vehicle is acquired; the inflection point information with road connectivity greater than two closest to the avoidance vehicle on the straight-through path where the avoidance vehicle is located is acquired, and the distance from the avoidance vehicle to the inflection point is calculated; it is judged whether there is a distance from the avoidance vehicle to the effective avoidance point that is less than the distance from the avoidance vehicle to the inflection point; if so, the distance from the avoidance vehicle to the effective avoidance point is increased.

[0045] In which, the calculated Manhattan distance from the avoidance vehicle to the avoidance point is a theoretical value, without considering the road connectivity of the map, so that there is a large difference between the actual movement path distance of the avoidance vehicle and the Manhattan distance. For example, the avoidance points A and B, the distances from the avoidance vehicle to the two are small when the Manhattan distance is calculated, but because the roads are not connected, the avoidance vehicle cannot directly reach the avoidance points A and B, but needs to take a very long route to reach. This leads to an overlong avoidance path and is not an optimized avoidance point. When the distance is corrected, the distance from the avoidance vehicle to these avoidance points can be increased. In this way, when the distance is sorted as the standard, these points can be arranged at the end of the sequence and are not easy to be selected as the target avoidance point. If there are multiple such points, the distances of all of them are increased.

[0046] In another embodiment, map information within a predetermined range of the current position of the evading vehicle and any valid evading point can also be acquired, and an evading area is determined, which is a rectangular area formed by the current position of the evading vehicle and the valid evading point as diagonal endpoints; it is determined whether there is a complete and connected road in the evading area connecting the evading vehicle and the valid evading point; and if not, the distance from the evading vehicle to the valid evading point is increased. Specifically, the Manhattan distance is the sum of the absolute axis distances of two points in a standard coordinate system, which defines a rectangular area. If there is no complete and connected road in this rectangular area connecting the two points, it means that the evading vehicle needs to go to an area outside the rectangle to reach the evading point, and the actual road traveled by the evading vehicle can be much longer than the Manhattan distance. In this way, some evading points that need to be detoured can be excluded.

[0047] In the process of correcting the distance according to the road connectivity of the map and / or the path information of other transport vehicles, the correction steps can be performed in any order. For example, the road connectivity of the map can be considered first, or the path of other AGVs can be considered first. In addition, only part of the distance can be corrected, for example, only the distance can be corrected according to the road connectivity of the map, without considering the path of other AGVs; or only the distance can be corrected according to the path of other AGVs, without considering the road connectivity of the map. That is, the above-mentioned correction scheme can be selectively executed in one or more of the above-mentioned ways. When the distance is increased, the evading point with poor road connectivity can be arranged in front of the evading point on other paths, or the evading point on other paths can be arranged in front of the evading point with poor road connectivity, without limitation.

[0048] The above-mentioned scheme does not need to manually configure the evading point according to different maps during the unlocking process, and the evading point is automatically configured by the preset algorithm according to the input map data, which has good universality. If the position, number and structure of the map are adjusted during the project, the algorithm side does not need to be modified and adjusted, and the evading point can still be automatically configured, which is more intelligent. At the same time, when the evading point is selected, the actual position of the AGV and the path of other AGVs are considered, so as to avoid selecting points on the path as much as possible, so that the selection of the evading point is more optimal, the moving distance required for evading is shorter, and secondary unlocking is avoided, so that the efficiency of unlocking is greatly improved. In addition, the road connectivity of the map at the position of the AGV is also considered, which effectively excludes some interference points.

[0049] On this basis, the application further provides an automatic guided vehicle path conflict avoiding device, please refer to Figure 8 , Figure 8is a structural schematic diagram of a first embodiment of the automatic guided vehicle path conflict avoidance device. In this embodiment, the avoidance device 80 includes a processor 801 and a memory 802, the processor 801 is coupled to the memory 802, the memory 802 stores a program, and the processor 801 is configured to execute the program to implement the automatic guided vehicle path conflict avoidance method described above, and has corresponding beneficial effects. For details, please refer to the description of the above embodiment, which will not be repeated here. The device can be a general control scheduling platform, or a chip built into an AGV.

[0050] The application also provides a device with a storage function. Please refer to Figure 9 , Figure 9 is a structural schematic diagram of a first embodiment of the device with a storage function. In this embodiment, the storage device 90 stores a program 901, and the program 901 is executed to implement the automatic guided vehicle path conflict avoidance method described above. The specific working process is consistent with the method embodiment described above, and will not be repeated here. For details, please refer to the description of the corresponding method steps above. The device with a storage function can be a portable storage medium such as a U disk, an optical disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk, etc. Various media that can store program codes, or terminals, servers, etc.

[0051] In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented in other ways. For example, the above-described device embodiment is only schematic, for example, the division of the modules or units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the displayed or discussed units can be indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0052] The units described as separate components can or can not be physically separated, and the components displayed as units can or can not be physical units, that is, they can be located in one place, or can be distributed on a plurality of network units. According to actual needs, part or all of the units can be selected to achieve the purpose of the embodiment scheme.

[0053] In addition, each function unit in each embodiment of the present application can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of a software function unit.

[0054] When the integrated unit is realized in the form of a software function unit and sold or used as an independent product, it can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application, essentially or in part, or all or part of the technical solutions, can be embodied in the form of a software product. The computer software product is stored in a storage medium, and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor to perform all or part of the steps of the methods described in the various embodiments of the present application.

[0055] The above description is merely an embodiment of the present application, and does not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made by using the content of the present application specification and drawings, or directly or indirectly applied to other related technical fields, is also included in the patent protection scope of the present application.

Claims

1. A method for avoiding a path conflict of an automated guided vehicle, characterized in that, The method comprises: determining which transport vehicles have path conflicts by using a deep search algorithm, determining a deadlock ring, selecting one transport vehicle as an avoidance vehicle in the deadlock ring, and obtaining an avoidance point in a map; filtering out an effective avoidance point from the avoidance point; calculating the Manhattan distance from the avoidance vehicle to the effective avoidance point; correcting the distance according to the road connectivity of the map and the path information of other transport vehicles; selecting the effective avoidance point with the smallest distance as a target avoidance point, and planning an avoidance path; if the planning is successful, the avoidance path is sequentially sent to the avoidance vehicle; in response to the first segment of the path being successfully sent, the avoidance vehicle starts moving towards the avoidance point; and after the avoidance vehicle reaches the avoidance point, it is determined whether the transport vehicle that forms a deadlock with the avoidance vehicle has moved, if not, the avoidance vehicle waits for a predetermined time at the avoidance point, and then continues to move; wherein the correction of the distance according to the road connectivity of the map comprises: obtaining map information within a predetermined range of the current position of the avoidance vehicle; obtaining information of a turning point with connectivity greater than two closest to the avoidance vehicle on a straight path on which the avoidance vehicle is located, determining a straight path region, and the straight path region being a straight path region with the current position of the avoidance vehicle and the turning point as end points; increasing the distance from the avoidance vehicle to the effective avoidance point in the straight path region; and / or the correction of the distance according to the road connectivity of the map and / or the path information of other transport vehicles comprises: obtaining map information within a predetermined range of the current position of the avoidance vehicle and any effective avoidance point, determining an avoidance region, and the avoidance region being a rectangular region with the current position of the avoidance vehicle and the effective avoidance point as diagonal end points; determining whether there is a complete road connecting the avoidance vehicle and the effective avoidance point in the avoidance region; if not, increasing the distance from the avoidance vehicle to the effective avoidance point. the correction of the distance according to the road connectivity of the map and / or the path information of other transport vehicles comprises:

2. The method of claim 1, wherein, obtaining path information of other transport vehicles in the deadlock ring, determining a path region, increasing the distance from the avoidance vehicle to the effective avoidance point in the path region, and the path region being a region through which the path of other transport vehicles passes. the correction of the distance according to the road connectivity of the map and / or the path information of other transport vehicles comprises:

3. The method of claim 1, wherein, obtaining map information within a predetermined range of the current position of the avoidance vehicle; obtaining information of a turning point with connectivity greater than two closest to the avoidance vehicle on a straight path on which the avoidance vehicle is located, and calculating the distance from the avoidance vehicle to the turning point; determining whether there is a distance from the avoidance vehicle to the effective avoidance point that is less than the distance from the avoidance vehicle to the turning point; if so, increasing the distance from the avoidance vehicle to the effective avoidance point. the selection of the effective avoidance point with the smallest distance as the target avoidance point, and the planning of the avoidance path comprise:

4. The method of claim 1, wherein, planning a path from the current position of the avoidance vehicle to the target avoidance point, and a path from the target avoidance point to a task point, and splicing the two paths to form the avoidance path. ​ 5. The method of claim 1, wherein, The effective avoidance point with the minimum distance is selected as a target avoidance point, and an avoidance path is planned. If the planning fails, another effective avoidance point is selected as the target avoidance point, and the avoidance path is planned again. If the number of planning failures exceeds a preset value, another transport vehicle in the deadlock ring is selected as an avoidance vehicle to re-plan.

6. The method of claim 1, wherein, The avoidance vehicle is selected from the transport vehicles in the deadlock ring, and includes: The transport vehicle with the maximum number of conflicts in the deadlock ring is selected as the avoidance vehicle.

7. The method of claim 1, wherein, The avoidance points are obtained in the map, and the effective avoidance points are selected from the avoidance points, and include: The points with a connectivity greater than two and directly connected to the points are selected as the avoidance points. The avoidance points with a distance greater than the length of the avoidance vehicle and not occupied by the idle vehicle, the charging vehicle or the fault vehicle are selected as the effective avoidance points.

8. An automated guided vehicle path conflict avoidance apparatus, characterized by, The device includes a processor and a memory, the processor is coupled to the memory, the memory stores a program, and the processor is used to execute the program to realize the automatic guided transport vehicle path conflict avoidance method in any one of claims 1-7.

9. An apparatus having a storage function, characterized by comprising: The device stores a program, and the program is executed to realize the automatic guided transport vehicle path conflict avoidance method in any one of claims 1-7.

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