Method for solving single-line two-way traffic control based on obstacle avoidance points

Abstract

The invention relates to the technical field of intelligent scheduling, in particular to a method for solving single-line two-way traffic control based on obstacle avoidance points. The method comprises the following steps: setting a physical obstacle avoidance point in a single-line bidirectional path, and dividing the path into a plurality of mutually exclusive and occupied path sections; the AGV needs to seize the occupation right of the route segment before passing, and scheduling is carried out based on a dynamic priority strategy; for the AGV which does not preempt the occupancy right and has a coming vehicle in the opposite direction, the AGV is controlled to drive into the nearest obstacle avoidance point to temporarily stop and meet the vehicle; and after the AGV leaves, the route section is automatically released, and after the AGV preempts the authority in the obstacle avoidance point, the AGV leaves and continues the task. According to the method, the meeting buffer points are arranged in the path, so that close-range safe meeting of the AGVs is realized, deadlock and collision are effectively avoided, the waiting time and the empty driving distance are remarkably reduced, and the passing efficiency and the scheduling flexibility of the single-line two-way channel are greatly improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent scheduling, in particular to a method for solving single-line two-way traffic control based on an obstacle avoidance point. BACKGROUND

[0002] In logistics storage, factory workshop and other scenarios, AGV (Automatic Guided Vehicle) as the core equipment of material transportation is widely used in single-line path material transfer work. However, when AGV realizes two-way traffic in a single-line path scenario, it is easy to have multiple AGVs enter the same road section at the same time, thereby causing safety problems such as deadlock and collision.

[0003] The prior art has the following defects, which are specifically embodied in:

[0004] Deadlock and collision risk: When two or more AGVs running in opposite directions enter the same road section at the same time, if there is no effective scheduling mechanism, mutual blocking (deadlock) or even collision is likely to occur.

[0005] Low traffic efficiency: In order to avoid conflicts, some existing traffic control algorithms often adopt the strategy of making AGVs wait at the starting point or the far end of the path. This results in too long parking distance and increased idle waiting time, which seriously affects the overall transportation efficiency of the system.

[0006] Lack of dynamic response capability: Traditional static partition or fixed signal light type management mode is difficult to adapt to dynamic situations such as changes in task priority and uneven AGV load, and the scheduling is not flexible enough. SUMMARY

[0007] The purpose of the present application is to provide a method for solving single-line two-way traffic control based on an obstacle avoidance point to solve the problems raised in the background art.

[0008] To achieve the above purpose, the present application provides a method for solving single-line two-way traffic control based on an obstacle avoidance point, comprising: S1, path configuration: at least one physical obstacle avoidance point is set on the single-line two-way traffic path, and the path is logically divided into multiple independent route sections, wherein each route section is only allowed to be occupied by one AGV at the same time.

[0009] The obstacle avoidance point is used as a preset "meeting buffer zone", and its core advantage is to convert the possible "face-to-face" blockage into an orderly process of "one vehicle actively avoiding to a fixed safety zone". This avoids long confrontation or blind reversing of AGVs on narrow main roads, making the meeting behavior predictable and manageable.

[0010] Through path segmentation management, conflicts caused by multiple AGVs entering the same route section at the same time can be effectively avoided, providing a basic guarantee for two-way traffic.

[0011] S2, right management: when multiple AGVs need to use the same route segment with conflicts, the occupancy right of the route segment is dynamically determined and allocated based on the preset priority rules.

[0012] S3, conflict meeting: for the first AGV that does not obtain the occupancy right of the current required route segment, it is judged whether there is an AGV coming from the opposite direction. If it is judged that there is a second AGV driving into the conflict route segment, the first AGV is controlled to drive into the nearest free obstacle avoidance point in its forward direction for parking and waiting; if it is judged that there is no opposite vehicle, the first AGV is controlled to park and wait at a safe position.

[0013] S4, resource release and driving: when the AGV occupying the route segment drives away from the route segment, the occupancy right of the route segment is immediately released; the AGV waiting in the obstacle avoidance point drives out of the obstacle avoidance point after successfully occupying the occupancy right of the next target route segment and continues to execute the task.

[0014] As a further improvement of the technical solution, the physical obstacle avoidance point is specifically set based on at least one of the following: the topology and length of the single-line bidirectional traffic path.

[0015] The traffic bottleneck area or visual blind area position in the single-line bidirectional traffic path.

[0016] The space feasibility of the space available for setting the berth on the side of the single-line bidirectional traffic path.

[0017] The minimum AGV average waiting time or meeting distance in the single-line bidirectional traffic path.

[0018] As a further improvement of the technical solution, the division boundary of the route segment in S1 is determined according to the position of the physical obstacle avoidance point, the boundary of the fixed traffic control area in the path, and the key turning point in the AGV task path.

[0019] As a further improvement of the technical solution, the preset priority rules dynamically determine and allocate the occupancy right of the route segment, and the specific implementation method is: obtaining the task emergency degree, vehicle load state, battery power state and cumulative waiting time of all AGVs applying for occupying the same conflict route segment, calculating the task emergency degree coefficient of each AGV based on the emergency degree calculation formula, calculating the vehicle load coefficient of each AGV based on the load degree calculation formula, calculating the battery power coefficient of each AGV based on the battery power calculation formula, and calculating the waiting time coefficient of each AGV based on the waiting time calculation formula.

[0020] Based on the task urgency coefficient, vehicle load coefficient, battery power coefficient, and waiting time coefficient of each AGV, a weighted calculation is performed to obtain the priority coefficient of each AGV. The AGV corresponding to the maximum priority coefficient is then selected, and the scheduling system allocates the occupancy right of the route segment to the AGV corresponding to the maximum priority coefficient.

[0021] As a further improvement to this technical solution, the dynamic determination and allocation of the right to occupy the route segment also includes a priority conflict coordination mechanism: when multiple AGVs that need to use the conflicting route segment have the same priority, the intelligent scheduling system allocates the right to occupy based on the real-time distance relationship between each AGV and the conflicting route segment, and the AGV closest to the conflicting route segment gets priority to occupy; if multiple AGVs are at the same distance from the conflicting route segment, the right to occupy is determined by random allocation, and the AGVs that do not get the right to occupy perform an avoidance operation according to the S3 rule.

[0022] As a further improvement to this technical solution, the specific method for determining whether an AGV is approaching from the opposite direction is as follows: a detection point is set in the area in front of each physical obstacle avoidance point. The detection module adopts a fusion detection method, and the detection range completely covers the two-way traffic area of ​​the current route segment. Environmental data of the opposite traffic area is collected in real time and transmitted to the intelligent scheduling system. The intelligent scheduling system determines whether there is an AGV approaching from the opposite direction and its real-time position and speed through data analysis.

[0023] As a further improvement to this technical solution, the AGV is equipped with a self-positioning module. The AGV collects location information in real time through its self-positioning module. When the intelligent scheduling system confirms that the AGV has completely left the current route segment based on the location information, the AGV automatically sends a right-to-occupancy release signal to the intelligent scheduling system. After receiving the signal, the intelligent scheduling system immediately updates the occupancy status of the route segment to free, allowing other AGVs to apply for occupancy.

[0024] As a further improvement to this technical solution, the safe position is set away from curves, slopes and blind spots on the path, and maintains a safe passing distance from AGVs that may be coming from the front and rear, while not affecting the normal passage of other AGVs that have already obtained the right to occupy the route; after the AGV stops, it continuously sends a waiting status signal to the intelligent scheduling system and receives the route segment occupancy update information in real time.

[0025] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0026] 1. Improve security and reliability, and eliminate runtime deadlock.

[0027] This invention introduces a mutual exclusion mechanism between physical obstacle avoidance points and route segments, providing AGVs with clear meeting buffer spaces and passage rules in single-line bidirectional paths. This completely avoids head-on collisions and standoffs at the system design level. It transforms dynamic path conflicts into static, orderly parking control logic, resulting in highly reliable operation. This method fundamentally solves the core safety hazard of bidirectional passage in narrow passages.

[0028] 2. Optimize traffic flow efficiency and system throughput

[0029] The intelligent scheduling algorithm based on dynamic priority coefficients can assess multiple factors such as task urgency and vehicle load in real time to make optimal right-of-way allocation decisions, ensuring the smooth execution of critical tasks. Simultaneously, it guides vehicles to meet each other at obstacle avoidance points along the route, significantly reducing the empty runs and waiting time generated by traditional remote waiting strategies. This effectively improves the throughput capacity of a single-lane road per unit time.

[0030] 3. Achieve intelligent self-adaptation and flexible scheduling

[0031] The scheduling strategy of this invention is not fixed; its core algorithm can adaptively adjust according to real-time production needs and equipment status (such as power levels), demonstrating a high degree of intelligence. The system can flexibly respond to changes in production plans and the insertion of urgent orders, dynamically balancing multiple objectives such as efficiency, fairness, and equipment maintenance. This flexible scheduling capability significantly enhances the adaptability and robustness of the entire logistics system in dealing with complex operating conditions.

[0032] 4. Enhance the feasibility and cost-effectiveness of the plan.

[0033] This solution primarily relies on algorithm upgrades to the central scheduling system and simple modifications to physical obstacle avoidance points. It requires minimal alterations to the existing AGVs, has a low implementation threshold, and manageable modification costs. Its "strong central hub, simple terminal" architecture makes it easy to integrate and deploy within existing systems and supports smooth future expansion, demonstrating significant practical value and promising prospects for wider adoption. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 This is a schematic diagram of the implementation steps of the method of the present invention. Detailed Implementation

[0036] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0037] Example: Please refer to Figure 1 As shown, a method for solving single-line two-way traffic control based on obstacle avoidance points is provided, including: S1, path configuration: at least one physical obstacle avoidance point is pre-set on the single-line two-way traffic path, and the path is logically divided into multiple independent route segments, wherein each route segment is only allowed to be occupied by one AGV at the same time.

[0038] In one specific embodiment, the physical obstacle avoidance point is specifically set based on at least one of the following: the topology and length of the single-line bidirectional travel path.

[0039] The bottleneck area or blind spot in the single-line two-way traffic path.

[0040] The space available on the side of the single-line two-way traffic path can be used to set up berths.

[0041] The minimum average waiting time or passing distance of AGVs in the single-line bidirectional travel path.

[0042] Obstacle avoidance points are set during the system deployment phase, based on prior analysis of the physical paths. The main basis for this includes:

[0043] Path topology and length: Set in the middle of a longer straight or curved single-line channel to balance the meeting distance between the two AGVs.

[0044] Traffic bottleneck areas: Set up at the intersection of paths and in front of blind spots (such as corners) to resolve potential conflicts in advance.

[0045] Spatial feasibility: Select a location with sufficient space on the side of the path (such as a recess, widening area, or short branch line) to ensure that the physical berths will not affect the main line traffic.

[0046] Efficiency optimization: Through simulation or calculation, the location of obstacle avoidance points can be minimized to reduce the average waiting time and detour distance of all AGVs.

[0047] Advantages: Using obstacle avoidance points as pre-defined "passing buffer zones" transforms potential "face-to-face" congestion into an orderly process of "one vehicle actively yielding to a fixed safe zone." This avoids prolonged standoffs or blind reversing on narrow main roads by AGVs, making passing behavior predictable and manageable. The space is sufficient to accommodate at least one AGV without obstructing normal traffic flow on the main path. Obstacle avoidance points are pre-established, dedicated, and physically isolated safe areas off the main path. Their sole purpose is for AGVs to stop and yield. Entering an obstacle avoidance point will not block the route behind it.

[0048] In one specific embodiment, the route segment division boundary in S1 is based on: the location of the physical obstacle avoidance point, the boundary of the fixed traffic control area in the path, and the key turning points in the AGV task path.

[0049] Partitioning is a logical operation performed on a digital map, discretizing a continuous path into multiple "route segments". The nodes (boundaries) of the partition typically include:

[0050] Physical obstacle avoidance points (these are the most common nodes).

[0051] The starting point and ending point (entrance / exit) of the path.

[0052] Other key resource points (such as charging stations and loading / unloading platform entrances).

[0053] Important points where the path changes shape (such as the start and end points of curves).

[0054] The purpose of partitioning is to achieve refined management and mutual exclusion of resources. Each segment acts like a "lock" to ensure single ownership, which is the logical basis for avoiding collisions.

[0055] In the path segmentation management, the boundaries of the route segment division include the front end of the meeting obstacle avoidance point, the rear end of the meeting obstacle avoidance point, and the physical boundary of the traffic control area. The length of each route segment does not exceed the maximum distance of a single continuous safe passage of the AGV, and the minimum route segment length is not less than twice the length of the AGV body, so as to avoid frequent permission requests due to excessively short route segments.

[0056] S2. Right-of-way management: When multiple AGVs need to use the same route segment that has conflicts, the right to occupy the route segment is dynamically determined and allocated based on preset priority rules.

[0057] In one specific embodiment, the preset priority rule dynamically determines and allocates the right to occupy the route segment. The specific implementation method is as follows: obtain the task urgency, vehicle load status, battery power status and cumulative waiting time of all AGVs applying to occupy the same conflicting route segment; calculate the task urgency coefficient of each AGV based on the urgency calculation formula; calculate the vehicle load coefficient of each AGV based on the load calculation formula; calculate the battery power coefficient of each AGV based on the battery power calculation formula; and calculate the waiting time coefficient of each AGV based on the waiting time calculation formula.

[0058] The formula for calculating urgency is as follows:

[0059] ;

[0060] in, This indicates the task urgency coefficient of the AGV. Indicates the remaining time for the task. This indicates the preset completion time limit for the task, which is the longest allowed completion time (user / system preset) allocated to this AGV task by the scheduling system.

[0061] The load factor calculation formula is as follows:

[0062] ;

[0063] in, This indicates the vehicle load factor. This indicates the current load weight of the AGV, the actual weight of the materials carried by the AGV (collected by the on-board weighing sensor). This indicates the rated load weight of the AGV, which is the maximum allowable load weight designed for the AGV (an inherent parameter of the equipment).

[0064] The battery capacity calculation formula is as follows:

[0065] ;

[0066] in, Indicates the battery capacity coefficient. This indicates the current battery level of the AGV and the real-time remaining battery level of the AGV (collected by the onboard BMS system in percentage form). This indicates the rated battery capacity of the AGV.

[0067] The formula for calculating the waiting time is as follows:

[0068] ;

[0069] in, This represents the waiting time coefficient. This indicates the cumulative waiting time of the AGV, representing the waiting time from the moment the AGV first requested the right to use the route segment until the current moment. This indicates the maximum allowed waiting time, the maximum waiting threshold for AGVs preset by the scheduling system (to avoid infinite waiting).

[0070] Based on the task urgency coefficient, vehicle load coefficient, battery power coefficient, and waiting time coefficient of each AGV, a weighted calculation is performed to obtain the priority coefficient of each AGV. The AGV corresponding to the maximum priority coefficient is then selected, and the scheduling system allocates the occupancy right of the route segment to the AGV corresponding to the maximum priority coefficient.

[0071] In one specific embodiment, the dynamic determination and allocation of the right to occupy the route segment also includes a priority conflict coordination mechanism: when multiple AGVs that need to use the conflicting route segment have the same priority, the intelligent scheduling system allocates the right to occupy based on the real-time distance relationship between each AGV and the conflicting route segment, and the AGV closest to the conflicting route segment gets priority to occupy; if multiple AGVs are at the same distance from the conflicting route segment, the right to occupy is determined by random allocation, and the AGVs that do not get the right to occupy perform an avoidance operation according to the S3 rule.

[0072] The scheduling system monitors the occupancy status of each route segment, the usage status of each obstacle avoidance point, and the task status of all AGVs in real time, and dynamically updates the preset priority rules.

[0073] S3, Conflict Encounter: For the first AGV that has not obtained the right to occupy the current route segment, determine whether there is an AGV coming from the opposite direction. If it is determined that there is a second AGV traveling from the opposite direction and about to enter the conflict segment, then control the first AGV to drive to the nearest empty obstacle avoidance point in its forward direction to stop and wait; if it is determined that there is no oncoming vehicle, then control the first AGV to stop and wait in a safe position.

[0074] Safe position: This typically refers to a location within the current route segment that does not obstruct the passage of other AGVs, such as the start of the segment, a wide open area, or adjacent to one side. Waiting in this position still occupies the route segment. Therefore, "safe position parking" is suitable for scenarios where there is no opposing conflict, and the vehicle is waiting only because the route ahead is occupied by an AGV traveling in the same direction. The essential difference between the two lies in whether or not resources on the main path are released.

[0075] In one specific embodiment, the method for determining whether an AGV is approaching from the opposite direction is as follows: a detection point is set in the area in front of each physical obstacle avoidance point. The detection module adopts a fusion detection method, and the detection range completely covers the two-way traffic area of ​​the current route segment. Environmental data of the opposite traffic area is collected in real time and transmitted to the intelligent scheduling system. The intelligent scheduling system determines whether there is an AGV approaching from the opposite direction and its real-time position and speed through data analysis.

[0076] The obstacle avoidance point pre-detection point is set 5-10 meters in front of the obstacle avoidance point. The detection module adopts a fusion detection method of lidar and visual sensor. The detection range covers the two-way traffic area of ​​the current route segment, the detection accuracy is not less than 0.1 meters, and the detection signal is transmitted to the intelligent dispatch system in real time with a transmission delay of no more than 100 milliseconds.

[0077] Each obstacle avoidance point is equipped with an independent occupancy status indicator module, including an occupancy indicator light and a wireless signal transmitter. When an AGV enters the obstacle avoidance point, the indicator module switches to the "occupancy" state and sends a synchronization signal to the intelligent scheduling system. When an AGV leaves the obstacle avoidance point, the indicator module switches to the "idle" state, ensuring that multiple AGVs do not simultaneously accept the same obstacle avoidance point.

[0078] The AGVs stop at the obstacle avoidance point according to the "first-come, first-served" rule: the AGV that enters the obstacle avoidance point first will stop at the position closest to the exit direction; after the route right is released, the AGVs in the obstacle avoidance point will exit in order of their own passage priority, and if the priorities are the same, they will exit in the order in which they entered the obstacle avoidance point.

[0079] This is achieved from a global perspective based on the scheduling system. The system has a comprehensive understanding of all AGVs:

[0080] Real-time location and status (based on vehicle sensors and map positioning).

[0081] Preset path planning (the expected travel route for each AGV).

[0082] Route segment occupancy intention (route segments that the AGV has applied for or is about to apply for).

[0083] By comparing the target road segment of the "first AGV" with the current road segment and direction of travel of the "second AGV", the system can predict whether there will be path conflicts (mutual entry into the same segment) in the future. This is not a local perception between AGVs, but a global calculation by the central scheduling system.

[0084] S4. Resource Release and Continued Driving: When an AGV occupying a route segment leaves that route segment, the right to occupy that route segment is immediately released; AGVs waiting in the obstacle avoidance point will leave the obstacle avoidance point after successfully seizing the right to occupy their next target route segment and continue to perform their tasks.

[0085] In one specific embodiment, the AGV is equipped with a self-positioning module. The AGV collects location information in real time through its self-positioning module. When the intelligent scheduling system confirms that the AGV has completely left the current route segment based on the location information, the AGV automatically sends an occupation right release signal to the intelligent scheduling system. After receiving the signal, the intelligent scheduling system immediately updates the occupation status of the route segment to free, so that other AGVs can apply to occupy it.

[0086] After the AGV submits a route occupancy permission request, the response time of the intelligent scheduling system shall not exceed 500 milliseconds. If no response is received after the request times out, the AGV will automatically resubmit the request with an interval of 100 milliseconds, and will repeat the request a maximum of 3 times. If there is still no response, an alarm mechanism will be triggered and the AGV will stop driving.

[0087] In one specific embodiment, the safe location is set away from curves, slopes and blind spots on the path, and maintains a safe passing distance from AGVs that may be approaching from the front and rear, while not affecting the normal passage of other AGVs that have already obtained the right to occupy the route; after the AGV stops, it continuously sends a waiting status signal to the intelligent scheduling system and receives the route segment occupancy update information in real time.

[0088] This embodiment is implemented in a warehousing and logistics scenario, which has a straight bidirectional AGV channel of about 50 meters long, used to connect the picking area and the packing area.

[0089] Step 1: System Initialization and Modeling

[0090] First, mark the passage as a "single-line bidirectional path" on the digital map. At the midpoint (15 meters from each end of the passage, i.e., the middle point of the entire passage), create a recess slightly longer than the AGV's length on one side of the passage as a physical obstacle avoidance point. Next, logically divide the entire passage into three route segments, using the entrance and exit at both ends of the passage and the obstacle avoidance point as boundaries: Segment A (entrance to obstacle avoidance point), Segment B (obstacle avoidance point area), and Segment C (obstacle avoidance point to exit). Set an "occupancy lock" for each route segment.

[0091] Step 2: AGV passage example

[0092] Assume that AGV-1 performs a high-priority task from the entrance to the exit, and AGV-2 performs a normal task from the exit to the entrance, and both approach the passage at almost the same time.

[0093] AGV-1 requested to occupy "segment A" and successfully acquired the lock.

[0094] AGV-2 requested to occupy "segment C" and successfully acquired the lock. It then needs to request "segment B" and "segment A".

[0095] When AGV-2 requested "segment B", the scheduling system found that AGV-1 was already heading to "segment B" and that AGV-1's task priority was higher. Therefore, AGV-2's request was postponed.

[0096] Conflict handling: The scheduling system determines that there is an oncoming vehicle from the opposite direction of AGV-2 (i.e., AGV-1), and AGV-2 has not preempted the "segment B" permission. Therefore, the system sends an instruction to AGV-2 to guide it to drive into the obstacle avoidance point located at the end of "segment C" (in this example, AGV-2 is already located in segment C and can directly drive into the side obstacle avoidance point) for temporary parking.

[0097] AGV-1 successfully passed through sections A and B and entered section C.

[0098] Resource Release and Continuation: After AGV-1 completely leaves segment B and enters segment C, the occupancy lock of segment B is released. At this time, AGV-2, which was waiting in the obstacle avoidance point, successfully takes over the occupancy right of segment B. After AGV-1 completely leaves the passage (segment C is released), AGV-2 takes over segment C again, then leaves the obstacle avoidance point, and passes through segment B and segment A in sequence to complete the passage.

[0099] Through the above process, the two AGVs traveling in opposite directions efficiently and safely completed their meeting near the obstacle avoidance point in the middle of the channel. AGV-2 had a very short waiting distance, and the high-priority AGV-1 was not obstructed in any way.

[0100] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed invention.

Claims

1. A method for resolving single-lane two-way traffic control based on obstacle avoidance points, characterized by, The application relates to a method for AGV (Automatic Guided Vehicle) collision avoidance and management in a single-line bidirectional path, comprising the following steps: S1, path configuration: at least one physical obstacle point is set in advance in a single-line bidirectional path, and the path is logically divided into multiple independent route segments, wherein each route segment is allowed to be occupied by only one AGV at the same time; S2, right-of-way management: when multiple AGVs need to use the same route segment with conflicts, the occupation right of the route segment is dynamically determined and allocated based on a preset priority rule; S3, conflict meeting: for a first AGV that does not obtain the occupation right of the current required route segment, it is judged whether there is an AGV coming from the opposite direction, if a second AGV that drives in the opposite direction and will enter the conflict route segment is determined, the first AGV is controlled to drive into the nearest idle obstacle point in the forward direction to stop and wait; if no opposite vehicle is determined, the first AGV is controlled to stop and wait at a safe position; S4, resource release and continuous driving: when the AGV occupying the route segment drives away from the route segment, the occupation right of the route segment is immediately released; the AGV waiting in the obstacle point drives out of the obstacle point and continues to execute the task after successfully occupying the occupation right of the next target route segment.

2. The method according to claim 1, wherein, The physical obstacle point is specifically set based on at least one of the following: The topological structure and length of the single-line bidirectional path; The traffic bottleneck area or visual blind area position in the single-line bidirectional path; The space feasibility of the parking space that can be set on the side of the single-line bidirectional path; The minimum AGV average waiting time or meeting distance in the single-line bidirectional path.

3. The method according to claim 1, wherein, The division boundary of the route segment in S1 comprises the position of the physical obstacle point, the boundary of the fixed traffic control area in the path and the key turning point in the AGV task path.

4. The method according to claim 1, wherein, The preset priority rule dynamically determines and allocates the occupation right of the route segment, and the specific implementation method is as follows: The task emergency degree, vehicle load state, battery power state and cumulative waiting time of all AGVs applying for occupying the same conflict route segment are obtained, the task emergency degree coefficient of each AGV is calculated based on an emergency degree calculation formula, the vehicle load coefficient of each AGV is calculated based on a load degree calculation formula, the battery power coefficient of each AGV is calculated based on a battery power calculation formula, and the waiting time coefficient of each AGV is calculated based on a waiting time calculation formula; The priority coefficient of each AGV is obtained by weighted calculation based on the task emergency degree coefficient, the vehicle load coefficient, the battery power coefficient and the waiting time coefficient of each AGV, the AGV corresponding to the maximum priority coefficient is screened, and the scheduling system allocates the occupation right of the route segment to the AGV corresponding to the maximum priority coefficient.

5. The method according to claim 1, wherein, The dynamic determination and allocation of the occupation right of the route segment also comprises a priority conflict coordination mechanism: when the priority of multiple AGVs that need to use the conflict route segment is the same, the intelligent scheduling system allocates the occupation right based on the real-time distance relationship between the AGVs and the conflict route segment, the AGV closest to the conflict route segment has the priority to obtain the occupation right, if the distances of multiple AGVs to the conflict route segment are the same, the occupation right is determined by a random allocation mode, and the AGV that does not obtain the occupation right executes the avoidance operation according to the rule S3.

6. The method of claim 1, wherein the method is based on a solution of the single-lane two-way traffic regulation problem using the obstacle-avoiding points. The method for judging whether an AGV is coming from the opposite direction is as follows: A detection point is arranged in the front area of each physical obstacle avoidance point, a fusion detection method is adopted by the detection module, the detection range completely covers the bidirectional traffic area of the current route segment, the environmental data of the opposite traffic area are collected in real time and transmitted to the intelligent scheduling system, the intelligent scheduling system determines whether there is an AGV coming from the opposite direction and its real-time position and speed through data analysis.

7. The method according to claim 1, wherein, The AGV is provided with a self-positioning module, the AGV collects position information in real time through the self-positioning module, when the intelligent scheduling system confirms that the AGV has completely driven away from the current route segment based on the position information, the AGV automatically sends an occupation right release signal to the intelligent scheduling system, and the intelligent scheduling system immediately updates the occupation state of the route segment to be idle after receiving the signal, so as to be applied for occupation by other AGVs.

8. The method of claim 1, wherein the method is based on a solution of the single-lane two-way traffic regulation problem using the obstacle-avoiding points. The safe position is set far away from the path curve, slope and visual blind area, and maintains a safe meeting distance with AGVs possibly coming from the front and rear, while not affecting the normal traffic of other AGVs that have obtained the occupation right; the AGV continuously sends a waiting state signal to the intelligent scheduling system after parking, and receives the route segment occupation right update information in real time.

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