Route control device and method

Abstract

In a preferred embodiment of the present invention, a route control device comprises: a route providing unit for generating travel plans so that a plurality of autonomous driving units can pass through an intersection without stopping and for providing the generated travel plans to the respective autonomous driving units; a travel data receiving unit for receiving travel data in real time from each of the plurality of autonomous driving units; and a control unit for analyzing the travel data received from the autonomous driving units so as to change the speed of an autonomous driving unit, provide information regarding an autonomous driving unit that has passed through an arbitrary intersection, or determine whether there is an autonomous driving unit for which a change of route is required.

Description

Path control device and method

[0001] The present invention relates to a method for scheduling a route of an autonomous driving unit.

[0002] Project number: 20259700 Implementing agency: Ministry of SMEs and Startups Research management specialized agency: Korea Institute of Startups and Entrepreneurship Development Project name: 2024 TIPS Overseas Marketing Project name: Expandable Safety Dualization Solution (SleVCU) Host agency: ADIUS Co., Ltd. Research period: June 1, 2024 - March 31, 2025 Contribution ratio: 1 / 1

[0003] There is a growing need to minimize the travel time of autonomous vehicles for ESG management. When multiple autonomous vehicles are accurately controlled and no external events occur, the control center can control the route initially planned. However, transporting goods using multiple autonomous vehicles presents unique challenges, including control errors, irregularities in the timing of intermediate operations such as berthing and loading, and external events caused by the movement of workers and non-autonomous vehicles. These unique challenges are driving a growing need for technologies that optimize control and regenerate or reschedule routes by reflecting the status of each autonomous vehicle.

[0004] In a preferred embodiment of the present invention, when multiple autonomous driving units simultaneously use a common area such as an intersection, route scheduling is performed to minimize situations in which autonomous driving units collide.

[0005] As a preferred embodiment of the present invention, a route control device is characterized by including: a route provision unit that generates a driving plan so that a plurality of autonomous driving units can pass through an intersection without stopping and provides the driving plan to each autonomous driving unit; a driving data reception unit that receives driving data in real time from each of the plurality of autonomous driving units; and a control unit that analyzes the driving data received from each of the plurality of autonomous driving units to change the speed of at least one autonomous driving unit, provide information on an autonomous driving unit that has passed through a certain intersection, or determine whether any autonomous driving unit among the plurality of autonomous driving units requires a route change.

[0006] As a preferred embodiment of the present invention, the route control device is characterized in that the route providing unit generates the driving plan and the order in which a plurality of autonomous driving units pass through the arbitrary intersection based on the expected arrival time at the entry point and the expected passage time at the exit point of each autonomous driving unit at the arbitrary intersection.

[0007] As a preferred embodiment of the present invention, the route providing unit is characterized in that it generates a driving plan with minimized driving distance and intersection points based on work information assigned to each of the plurality of autonomous driving units when generating the driving plan.

[0008] As a preferred embodiment of the present invention, the control unit is characterized by including a speed control unit that predicts the expected arrival times of a plurality of autonomous driving units that will arrive at an arbitrary intersection based on the driving data, determines an autonomous driving unit that requires speed adjustment, and provides adjusted speed information for an adaptation space that is a section requiring speed adjustment within a route included in a driving plan provided to the autonomous driving unit that requires speed adjustment.

[0009] As a preferred embodiment of the present invention, the control unit is characterized by including a status notification unit that, when detecting an autonomous driving unit that has passed through an arbitrary intersection, broadcasts the information to all of the plurality of autonomous driving units to provide the information.

[0010] As a preferred embodiment of the present invention, the control unit is characterized in that it includes a route change determination unit that determines whether at least one of a route change of at least one autonomous driving unit among the plurality of autonomous driving units or a change of an intersection is required when it is determined that the expected arrival time of at least one autonomous driving unit has changed based on the driving data.

[0011] As a preferred embodiment of the present invention, when the route change determination unit determines that a change is necessary, the route provision unit provides a changed driving plan that regenerates the route to at least one autonomous driving unit, and at least one autonomous driving unit that receives the regenerated route drives according to the changed driving plan.

[0012] As a preferred embodiment of the present invention, the driving data includes location and speed information of the autonomous driving unit and event information detected by the autonomous driving unit while driving, and the event information includes construction and accident information.

[0013] As a preferred embodiment of the present invention, the route providing unit generates an action list, and the control unit determines whether a speed adjustment of at least one autonomous driving unit is required or a change in the route is required when at least one action from the action list generated by the route providing unit is not performed.

[0014] The route control device according to the present invention can shorten the work time for material transport by scheduling the driving plan of the autonomous driving unit used for material transport. Furthermore, by changing the driving plan of the autonomous driving unit in real time even in the event of unpredictable events such as accidents or construction, it has the effect of saving energy for material transport.

[0015] Figure 1 illustrates an example of moving logistics using multiple autonomous driving units in a logistics transportation system.

[0016] FIG. 2 illustrates the internal configuration of a path control device as a preferred embodiment of the present invention.

[0017] Figure 3 shows possible collision points between autonomous driving units in the logistics transport system of Figure 1.

[0018] FIG. 4 illustrates an example of generating a driving plan in a route provision unit, as a preferred embodiment of the present invention.

[0019] FIG. 5 illustrates an example of performing path control in a path control device as a preferred embodiment of the present invention.

[0020] As a preferred embodiment of the present invention, a route control device is characterized by including: a route provision unit that generates a driving plan so that a plurality of autonomous driving units can pass through an intersection without stopping and provides the driving plan to each autonomous driving unit; a driving data reception unit that receives driving data in real time from each of the plurality of autonomous driving units; and a control unit that analyzes the driving data received from each of the plurality of autonomous driving units to change the speed of at least one autonomous driving unit, provide information on an autonomous driving unit that has passed through a certain intersection, or determine whether any autonomous driving unit among the plurality of autonomous driving units requires a route change.

[0021] The following is explained with reference to the drawings.

[0022] Figure 1 illustrates an example of moving logistics using multiple autonomous driving units in a logistics transportation system.

[0023] In a preferred embodiment of the present invention, the autonomous driving unit (150) refers to a device capable of autonomously making decisions and operating without human intervention. Examples of the autonomous driving unit (150) include autonomous vehicles, trailers, and the like. Furthermore, the autonomous driving unit (150) includes a vehicle that connects a trailer to a tractor or carries a trailer for port logistics transport. In a preferred embodiment of the present invention, the autonomous driving unit (150) can determine its own location information using a GNSS sensor, a lidar sensor, a camera, and the like.

[0024] The autonomous driving unit (150) loads cargo unloaded from a ship by a quay crane in the berth area (110) and moves the unloaded cargo to the berth equipment yard in the transfer area (120). In addition, in the yard area (130), if the space for loading cargo by external trucks is separated according to the port's autonomous system, the autonomous driving unit moves the cargo from the location where the cargo is loaded to the space for loading cargo by external trucks. In the gate area (140), the control center performs the customs clearance procedure for external trucks. The control center (not shown) remotely controls the entire process of transferring cargo in the berth area (110), transfer area (120), yard area (130), and gate area (140).

[0025] FIG. 2 illustrates the internal configuration of a path control device (200) as a preferred embodiment of the present invention.

[0026] The route providing device (200) can be implemented in the form of a PC, laptop, mobile phone, terminal, wearable device, etc. The control center controls the autonomous driving unit using the route providing device (200).

[0027] As a preferred embodiment of the present invention, a route control device (200) includes a route provision unit (220), a driving data reception unit (230), and a control unit (240). It may further include a task generation unit (210). The control unit (240) includes a speed control unit (250), a status notification unit (260), and a route change determination unit (270).

[0028] The task generation unit (210) generates task information to be performed by each autonomous driving unit based on a pre-written task instruction. A task instruction refers to a form used to record details about safety accident prevention and tasks during construction and work. Task information includes information such as the type of task and the expected time required for the task. Examples of task types include container loading (quay / loading yard number, container number, loading time, etc.), container unloading (quay / loading yard number, container number, unloading time, etc.), charging (charging station number), waiting, and moving.

[0029] The path providing unit (220) can receive work information from the work generating unit (210) or can search for and use work information generated and stored in the work generating unit (210) from a memory such as a database.

[0030] The route provision unit (220) generates a driving plan for each autonomous driving unit based on the task information generated by the task generation unit (210) so that multiple autonomous driving units can pass through intersections without stopping, and then provides the plan to each autonomous driving unit. Each autonomous driving unit drives according to the driving plan received from the route provision unit (220). The driving plan includes information on the path that each autonomous driving unit will move, speed information for each section of the path, task information, and an action list. The path information includes waypoints that constitute the path and intermediate task information. The intermediate task information includes information such as the task content and the expected time required for the task. Refer to FIG. 4 for the action list.

[0031] The route provision unit (220) generates a driving plan and the order in which multiple autonomous driving units pass through an arbitrary intersection based on the expected arrival time at the entry point and the expected time of passage through the exit point of each autonomous driving unit at an arbitrary intersection, and provides the plan to each autonomous driving unit.

[0032] When generating a driving plan, the route provider (220) utilizes the task information assigned to each of the multiple autonomous driving units to generate a driving plan that minimizes the driving distance or intersection points. For example, when considering the expected task duration, etc., if there is a gap between the expected time for container loading completion and the expected time for the container to be unloaded at the loading yard, the departure and arrival times are adjusted to minimize the number of intersections between autonomous driving units on the driving route.

[0033] The driving data receiver (230) receives real-time driving data from each of the multiple autonomous driving units. The driving data includes location and speed information for the autonomous driving unit, as well as event information detected while the autonomous driving unit was driving according to the driving plan. Event information includes construction, accident information, and road information.

[0034] The control unit (240) analyzes driving data received from each autonomous driving unit to change the speed of at least one autonomous driving unit, provide information on an autonomous driving unit that has passed an arbitrary intersection, or determine whether any autonomous driving unit among a plurality of autonomous driving units requires a route change.

[0035] The control unit (240) determines whether a collision can be prevented by adjusting the speed of some autonomous driving units. If a collision can be prevented, the control unit adjusts the speed of some autonomous driving units or changes the order in which they pass through the intersection. If a collision cannot be prevented, the control unit regenerates the driving path of at least one autonomous driving unit.

[0036] If the control unit (240) determines that an event has occurred based on the driving data received from the driving data receiving unit (230), it extracts a driving path that intersects the driving path passing through the area where the event occurred. Autonomous driving units assigned a driving path without an intersection among the extracted driving paths are excluded from further control. The control unit (240) determines whether collision avoidance is possible through speed adjustment only for autonomous driving units assigned a driving path with an intersection among the extracted driving paths.

[0037] The control unit (240) determines whether to regenerate a route only for autonomous driving units that cannot avoid a collision even with speed adjustment among those autonomous driving units that have a driving path that passes through an event occurrence area and a driving path that includes an intersection. The control unit then determines whether the economic feasibility of the regenerated route exceeds a preset threshold or whether route generation is impossible. If the economic feasibility is below the threshold and route generation is possible, the route is regenerated. Otherwise, the routes of all operating autonomous driving units are regenerated. For this purpose, refer to the example of FIG. 3.

[0038] The functions of the speed control unit (250), status notification unit (260), and path change determination unit (270) constituting the control unit (240) are as follows.

[0039] The speed control unit (250) analyzes driving data received in real time from each autonomous driving unit to predict the expected arrival times of multiple autonomous driving units arriving at a given intersection. Based on the expected arrival times, it determines which autonomous driving units require speed adjustment.

[0040] The speed control unit (250) provides information on the section (hereinafter, "adaptation space") requiring speed adjustment within the provided route to the autonomous driving unit that determines that speed adjustment is necessary, as well as information on the adjusted speed within the adaptation space. The adaptation space may be a space within a certain interval based on an intersection. The autonomous driving unit drives at the adjusted speed within the corresponding adaptation section based on the information received from the speed control unit (250).

[0041] To this end, the speed control unit (250) sorts intersections based on the order of the largest gap between the estimated arrival times for each intersection of each autonomous driving unit included in the driving plan provided to each autonomous driving unit from the route provision unit (220) and the estimated arrival times included in the driving data received in real time from each autonomous driving unit, and can adjust the speed in the adaptive space for autonomous driving units that require speed adjustment in the sorted intersection order. The speed control unit (250) can control autonomous driving units to adjust their speeds in the adaptive space, thereby changing the order in which a preceding autonomous driving unit or a following autonomous driving unit passes through any intersection.

[0042] When the status notification unit (260) detects an autonomous driving unit that has passed through an arbitrary intersection, it broadcasts information about the autonomous driving unit that has passed through the arbitrary intersection to at least one other autonomous driving unit. Referring to an example of FIG. 3, when the n-th autonomous driving unit (301) has passed the first intersection (310a), the status notification unit (260) broadcasts to all of the plurality of autonomous driving units (311, 312, 321, 322, 331, 332) that the n-th autonomous driving unit (301) has passed through the first intersection (310a).

[0043] The route change determination unit (270) determines whether to change the driving plan if it determines that there is a possibility of a collision even when driving at an adjusted speed in the adaptive space provided by the speed control unit (250). Examples of changes to the driving plan include changing the route of at least one autonomous driving unit among multiple autonomous driving units, changing an intersection, etc. In addition, the route change determination unit (270) determines whether to change the driving plan if at least one action from the action list included in the driving plan provided by the route provision unit (220) based on driving data is not performed.

[0044] Figure 3 shows the intersection between autonomous driving units in the logistics transport system of Figure 1.

[0045] In a preferred embodiment of the present invention, the autonomous driving unit (301, 311, 312, 321, 322, 331, 332) performs autonomous driving according to a driving plan provided by a route providing device.

[0046] As a preferred embodiment of the present invention, the route providing device generates and provides route information so that the first to sixth autonomous driving units (311, 312, 321, 322, 331, 332) can pass through a first intersection (310a) that can occur during driving of a first autonomous driving unit (311) and a second autonomous driving unit (312), a second intersection (320a) that can occur during driving of a third autonomous driving unit (321) and a fourth autonomous driving unit (322), and a third intersection (330a) that can occur between the third autonomous driving unit (321) and a fifth autonomous driving unit (331) without stopping.

[0047] As another preferred embodiment of the present invention, the route providing device receives driving data due to external events such as changes in the work time of the berth and loading, etc. assigned to each autonomous driving unit (301, 311, 312, 321, 322, 331, 332), control error problems of each autonomous driving unit (301, 311, 312, 321, 322, 331, 332), and accidents occurring during driving of each autonomous driving unit (301, 311, 312, 321, 322, 331, 332), and changes the previously provided route information, thereby providing a plurality of autonomous driving units (301, 311, 312, 321, 322, 331, 332). 331, 332) are controlled to pass through the intersection without stopping. Each autonomous driving unit (301, 311, 312, 321, 322, 331, 332) provides its current location and driving data to the route providing device.

[0048] As a preferred embodiment of the present invention, when the control unit determines that there is a possibility of collision between the first autonomous driving unit (311) and the second autonomous driving unit (312) at the first intersection (310a), an example of controlling the autonomous driving unit in the path providing device is as follows.

[0049] The path providing device receives driving data from the first autonomous driving unit (311). If the control unit determines through the driving data that the time at which the first autonomous driving unit (311) arrives at the first intersection (310a) is later than the driving plan due to an external event, it detects at least one autonomous driving unit (312, 322, 331) having a moving path that has a possibility of intersecting with the moving path of the first autonomous driving unit (311).

[0050] The path providing device determines whether a collision can be prevented by adjusting the speed of some of the detected autonomous driving units (312, 322, 331) in the adaptive space while maintaining the intersection order of at least one detected autonomous driving unit (312, 322, 331). If it determines that a collision can be prevented, it provides information on the adaptive space in which some autonomous driving units must adjust their speeds and information on the adjusted speeds to be maintained in the adaptive space. The adaptive space can be defined as a region in preset units based on intersections.

[0051] For example, the path providing device provides adaptive space information and adjusted speed information to the first autonomous driving unit (311) and the second autonomous driving unit (312) to adjust speed so that the second autonomous driving unit (312) passes through the first intersection (310a) first.

[0052] However, if the path providing device determines that collision prevention is not possible through speed adjustment in the adaptive space, it regenerates the driving path of the first autonomous driving unit (311) whose expected arrival time has changed and at least one autonomous driving unit (312, 322, 331) detected to have a possibility of intersecting with the first autonomous driving unit (311). In this case, in order to minimize regeneration of the driving path, the driving path is regenerated by considering at least one intersection (320a, 330a) to be used by the third autonomous driving unit (321) that does not directly intersect with the first autonomous driving unit (311).

[0053] As another preferred embodiment of the present invention, it is assumed that the task of the third autonomous driving unit (321) is completed quickly first, and the control unit changes the route of the fifth autonomous driving unit (331) or the fourth autonomous driving unit (322).

[0054] The control unit determines the gap between the expected arrival time at the second intersection (320a) determined based on the driving data received in real time from the third autonomous driving unit (321) and the expected arrival time at the second intersection (320a) in the driving plan received by the third autonomous driving unit (321).

[0055] Based on the gap, the control unit adjusts the speed of the third autonomous driving unit (321) and the fourth autonomous driving unit (322) at the second intersection (320a) to change the order of passage through the second intersection (320a). After adjusting the speed of the third autonomous driving unit (321) and the fourth autonomous driving unit (322), the control unit determines whether to adjust the driving speed of the fifth autonomous driving unit (331) and the sixth autonomous driving unit (332) through the same process.

[0056] As another preferred embodiment of the present invention, it is assumed that immediately after the fifth autonomous driving unit (331) passes, the concrete on the floor of the fifth autonomous driving unit (331) caves in and construction is required.

[0057] When the concrete on the road passed by the fifth autonomous driving unit (331) caves in, the control unit analyzes the driving data received from the sixth autonomous driving unit (332) driving to the accident location to recognize the impossibility of driving. In this case, the driving data includes sensing information sensed by the sensor installed in the sixth autonomous driving unit (332). The route change determination unit designates the area as a no-driving zone and regenerates the driving routes of all autonomous driving units (332, 321) passing through the area. Thereafter, the route change determination unit changes the intersection if the economic feasibility of the regenerated route is higher than a preset reference value.

[0058] For example, when only the driving paths of the 6th autonomous driving unit (332) and the 3rd autonomous driving unit (321) are regenerated and the path economy is lower than the preset reference value, the range of the relevant autonomous driving units is expanded to regenerate the path by including the 4th autonomous driving unit (322) whose path overlaps with the 3rd autonomous driving unit (321). As a result of the path regeneration, the 2nd intersection (320a) is moved to a location closer to the 4th autonomous driving unit (322).

[0059] FIG. 4 illustrates an example of a preferred embodiment of the present invention in which a first autonomous vehicle (420) and a second autonomous vehicle (430) pass through an arbitrary intersection (410). The route providing unit generates a driving plan so that the first autonomous vehicle (420) and the second autonomous vehicle (430) pass through the arbitrary intersection (410) without stopping.

[0060] For example, the route provider generates a driving plan in which the second autonomous vehicle (430) passes through the intersection (410) first, followed by the first autonomous vehicle (420). To this end, the route provider generates an action list. An example of an action list is as follows.

[0061] Action 1: The first autonomous vehicle (420) drives along the first route (S420).

[0062] Second action: The second autonomous vehicle (430) drives on the second route (S430).

[0063] Third Action: The first autonomous vehicle (420) must pass through entry point S1 (S421) to S1_t, and the second autonomous vehicle (430) must pass through exit point E2 (S423) and then pass through exit point E1 (S422).

[0064] 4th Action: The second autonomous vehicle (430) must pass the entry point S2 (S422) at S2_t and the exit point E2 (S423) at the planned speed P2.

[0065] In this case, S1_t represents the expected arrival time of the first autonomous vehicle (420) at the entry point, E1_t represents the expected time of the first autonomous vehicle (420) to pass the exit point, S2_t represents the expected arrival time of the first autonomous vehicle (420) at the entry point, and E2_t represents the expected time of the second autonomous vehicle (430) to pass the exit point. The exit point of the vehicle that passes first at the intersection has a margin time as an attribute.

[0066] In a preferred embodiment of the present invention, the driving data receiving unit receives driving data of a first autonomous vehicle (420) and a second autonomous vehicle (430) in real time. The speed control unit analyzes the driving data received in real time to predict the expected arrival times (S422, S434) of a plurality of autonomous driving units (420, 430) that will arrive at the intersection (410), determines which autonomous driving unit requires speed adjustment, and calculates and provides the speed of a section (adaptive space) requiring speed adjustment within a route (S420, S430) included in a driving plan provided to the autonomous driving unit that requires speed adjustment. For example, if the expected arrival time of the second autonomous vehicle (430) is delayed, the first autonomous vehicle (420) is controlled to adjust its speed within the adaptive space within the route (S420).

[0067] As a preferred embodiment of the present invention, when the second autonomous vehicle (430) passes the intersection (410), the control unit transmits a message that the second autonomous vehicle (430) has passed the intersection (410) to all autonomous vehicles through the status notification unit.

[0068] In a preferred embodiment of the present invention, if at least one action from the action list generated by the route provision unit is not performed, the control unit determines whether speed adjustment is required in the adaptive space through the speed control unit or whether a change in the route is required through the route change determination unit. For example, in FIG. 4, if the operation of the second autonomous vehicle (430) is delayed and the second autonomous vehicle (430) does not pass the exit point E2 (S423) within E2_t, the route change determination unit (370) determines whether to change the routes of all autonomous vehicles driving on routes intersecting the route (S422) of the second autonomous vehicle (430).

[0069] FIG. 5 illustrates an example of performing path control in a path control device as a preferred embodiment of the present invention.

[0070] The route provision unit generates a driving plan that allows multiple autonomous driving units to pass through intersections without stopping, and provides the plan to each autonomous driving unit (S510). When generating the driving plan, the route provision unit generates a driving plan that minimizes driving distance and intersections based on the task information assigned to each autonomous driving unit.

[0071] The driving data receiving unit receives driving data in real time from each of the multiple autonomous driving units (S520). The control unit analyzes the driving data to change the speed of at least one autonomous driving unit, provide information about autonomous driving units that have passed a certain intersection, or determine whether any of the multiple autonomous driving units require a route change (S530).

[0072] While specific embodiments of the present invention have been described and illustrated above, it is clear that the present invention can be implemented in various ways by those skilled in the art. Such modified embodiments should not be understood separately from the technical spirit or scope of the present invention, but rather fall within the scope of the appended claims.

Claims

1. A route provision unit that generates a driving plan to allow multiple autonomous driving units to pass through an intersection without stopping and provides it to each autonomous driving unit; and A driving data receiving unit that receives driving data in real time from each of the plurality of autonomous driving units; and A route control device characterized by comprising a control unit that analyzes the driving data received from each of the autonomous driving units to change the speed of at least one autonomous driving unit, provides information on an autonomous driving unit that has passed an arbitrary intersection, or determines whether any autonomous driving unit among the plurality of autonomous driving units requires a route change.

2. In paragraph 1, the path providing unit A route control device characterized in that it generates the order in which multiple autonomous driving units pass through an arbitrary intersection and the driving plan based on the expected arrival time at the entry point and the expected time of passage through the exit point of each autonomous driving unit at the arbitrary intersection.

3. In the second paragraph, the path providing unit A route control device characterized in that, when generating the driving plan, a driving plan is generated in which the driving distance and intersection points are minimized based on the work information assigned to each of the plurality of autonomous driving units.

4. In the first paragraph, the control unit A route control device characterized by comprising: a speed control unit that predicts the expected arrival times of multiple autonomous driving units arriving at an arbitrary intersection based on the driving data, determines an autonomous driving unit requiring speed adjustment, and provides adjusted speed information for an adaptation space, which is a section requiring speed adjustment within a route included in a driving plan provided to the autonomous driving unit requiring speed adjustment.

5. In the first paragraph, the control unit A path control device characterized by including a status notification unit that detects an autonomous driving unit that has passed through an arbitrary intersection and broadcasts the corresponding information to all of the plurality of autonomous driving units.

6. In the first paragraph, the control unit A route control device characterized by including a route change determination unit that determines whether at least one of a route change of at least one autonomous driving unit among the plurality of autonomous driving units or a change of an intersection is required when it is determined that the expected arrival time of at least one autonomous driving unit has changed based on the driving data.

7. In paragraph 6, in the path change determination unit A route control device characterized in that, when it is determined that a change is necessary, the route providing unit provides a changed driving plan that regenerates the route to at least one autonomous driving unit, and at least one autonomous driving unit that receives the regenerated route drives according to the changed driving plan.

8. In the first paragraph, the driving data A route control device comprising location and speed information of an autonomous driving unit and event information detected by the autonomous driving unit while driving, wherein the event information includes construction and accident information.

9. In paragraph 1, the path providing unit creates an action list, A route control device characterized in that the control unit determines whether speed adjustment of at least one autonomous driving unit is required or whether a route change is required when at least one action among the action list generated by the route provision unit is not performed.

10. A step of generating a driving plan in the route provision section so that multiple autonomous driving units can pass through the intersection without stopping and providing the plan to each autonomous driving unit; A step of receiving driving data in real time from each of the plurality of autonomous driving units in a driving data receiving unit; and A route control method characterized by comprising a step of analyzing the driving data received from each of the autonomous driving units in the control unit to change the speed of at least one autonomous driving unit, provide information on an autonomous driving unit that has passed an arbitrary intersection, or determine whether any autonomous driving unit among the plurality of autonomous driving units requires a route change.

11. In paragraph 10, the path providing unit creates an action list, A route control method characterized in that the control unit analyzes the driving data and, if at least one action among the action list generated by the route provision unit is not performed, determines whether speed adjustment of at least one autonomous driving unit is required or whether a change in the route is required.

12. In paragraph 10, the path providing unit A route control method characterized in that the order in which a plurality of autonomous driving units pass through an arbitrary intersection and the driving plan are generated based on the expected arrival time at the entry point and the expected time of passage through the exit point of each autonomous driving unit at the arbitrary intersection.

13. In the 10th paragraph, the control unit A path control method characterized by determining whether a collision can be prevented by adjusting the speed of some autonomous driving units, and if the collision can be prevented, adjusting the speed of some autonomous driving units or changing the order in which they pass through an intersection, and if the collision cannot be prevented, regenerating the driving path of at least one autonomous driving unit.

14. In paragraph 13, when the driving route is regenerated, A route control method characterized in that the above route providing unit provides a changed driving plan that regenerates a route to at least one autonomous driving unit, and at least one autonomous driving unit that receives the regenerated route drives according to the changed driving plan.

15. In paragraph 10, the path providing unit A route control method characterized in that a driving plan is generated by minimizing the driving distance and intersection points based on the work information assigned to each of the plurality of autonomous driving units when generating the driving plan.

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