JP2022003518A - Route planning method - Google Patents

Abstract

To provide a route planning method.SOLUTION: A route planning method applied to a vehicle includes: a step of generating a first route based on information on a start position, information on a target position and map information; a step of searching at least one candidate turning area located in the first route and determining one of the at least one candidate turning area as a scheduled turning area, based on the information on the target position, wherein a distance between an intermediate point of each of the candidate turning areas and the target position is equal to or larger than a turning radius of the vehicle; a step of causing the vehicle to perform a turning operation in the scheduled turning area such that the vehicle moves along the first route and a first end of the vehicle turns in a second direction opposite to the first direction from the first direction; and a step of, after the turning operation is completed, causing the vehicle to reach the target position or causing the vehicle to move from the scheduled turning area to the target position. The route planning method according to the present invention can satisfy the turning demand of an unmanned vehicle and can prevent the vehicle from deviating from a traveling route.SELECTED DRAWING: Figure 1

Description

The present invention relates to a method of planning a movement route of a vehicle, and more particularly to a vehicle that cannot be turned in its original position without moving.

For example, automated guided vehicles such as autonomous forklifts and autonomous trucks may be used to transport goods. Taking an autonomous forklift as an example, a "fork" structure is provided on the side of the autonomous forklift facing the front side (rear side). By inserting the fork of the autonomous forklift into the bottom of the pallet or pulling it out from the bottom of the pallet, it is possible to realize loading, transporting and unloading of goods. The autonomous forklift, by design of the power and sensing system, travels forward with the front side of the vehicle, and in the travel path with the fork facing forward for subsequent loading or unloading operations. You need to turn. It should be noted that the autonomous forklift cannot turn in its original position without moving, and needs to turn (turn) while moving so as to change the direction of the fork (like a normal car).

When calculating the travel path of an autonomous forklift, the Timed Elastic Band (TEB) method or the Dynamic Window Approach (DWA) method is usually used. The timed elastic band method calculates a plurality of routes based on the start position and the target position so that the autonomous forklift moves along the planned route, and determines one of the planned routes. In addition, the autonomous forklift turns at any position on the planned route.

However, the timed elastic band method ensures that both the front angle and the load move smoothly, so if the planned route is too long, if the autonomous forklift turns on the planned route, the vehicle body will move on the planned route. It deviates from the deviation, and the level of the deviation cannot be predicted. In such a case, an unexpected accident may occur. On the other hand, in the dynamic window approach method, it is necessary to store all the coordinates of the determination points, and it cannot be used for a self-propelled vehicle with high complexity.

Therefore, for autonomous forklifts and other automatic guided vehicles that require turning, there is a need for a solution that can meet the turning demand and avoid route deviation.

The present invention provides a route planning method capable of satisfying the turning demand of an automatic vehicle and avoiding the deviation of the movement route of the vehicle.

In one aspect of the present invention, there is a route planning method applied to a vehicle, in which a step of generating a first route based on information on a start position, information on a target position, and map information, and a position on the first route. It is a step of searching for at least one candidate turning area to be performed and determining one of the at least one candidate turning area as a planned turning area based on the information of the target position, and is in the middle of each candidate turning area. The distance between the point and the target position is equal to or greater than the turning radius of the vehicle, the step and the vehicle move along the first path, and the first end of the vehicle moves from the first direction to the first. The vehicle reaches the target position or the vehicle reaches the target position after the step of turning the vehicle in the planned turning region and the turning operation are completed so as to turn in the second direction facing the direction. Provided is a route planning method comprising a step of moving from a planned turning area to the target position.

According to the present invention, it is possible to preset the optimum turning position of the vehicle and guarantee that the vehicle has a sufficient turning space. Since the vehicle does not need to adjust the front side orientation before reaching the planned turning area, no extra lateral movement occurs.

It is a flowchart of the route planning method which concerns on one Example of this invention. It is a schematic diagram which shows the movement path of a vehicle and the turn in a planned turn area. It is a schematic diagram which shows the generation process of the candidate turning region which concerns on one Example of this invention. It is a schematic diagram which shows the generation process of the candidate turning region which concerns on one Example of this invention. It is a schematic diagram which shows the generation process of the candidate turning region which concerns on one Example of this invention. It is a schematic diagram which shows the generation process of the candidate turning region which concerns on one Example of this invention. It is a schematic diagram which shows the generation process of the candidate turning region which concerns on one Example of this invention. It is a schematic diagram which shows the plurality of candidate turning regions which concerns on one Example of this invention. It is a schematic diagram which shows the obstacle avoidance operation of the vehicle which concerns on one Embodiment of this invention. It is a flowchart of the route planning method which concerns on one Example of this invention.

FIG. 1 is a flowchart of a route planning method according to one embodiment of the present invention. FIG. 2 is a schematic diagram showing a vehicle's movement path and turning in a planned turning area. As shown in FIGS. 1 and 2, the route planning method of the present invention is a vehicle AMV (for example, an autonomous mobile vehicle, an automatic guided vehicle, or an automated guided vehicle). It is applied to unmanned vehicles such as). The vehicle AMV described above means an unmanned vehicle such as a forklift or other similar vehicle. The vehicle AMV can move forward or backward, but due to restrictions on the steering angle and turning radius (turning radius) r, the vehicle AMV cannot turn in its original position without moving. In step S110, the arithmetic unit (not shown) generates the first path P1 based on the information of the start position x3 of the vehicle AMV, the information of the target position x4 of the vehicle AMV, and the map information. Since the first route P1 is a route on which the vehicle AMV travels (runs), there are no obstacles in the range extending from the first route P1 to both sides by at least a width larger than the vehicle body width of the vehicle AMV. ..

More specifically, the arithmetic unit may be provided in the vehicle AMV or may be provided in an external device (not shown) and may exchange information with the vehicle AMV via, for example, wireless means. The arithmetic unit may receive motion-related parameters of the vehicle AMV itself, information on the start position x3, information on the target position x4, and map information, and perform an calculation to generate the first path P1. The motion-related parameters include information on the turning radius r of the vehicle, size information such as vehicle width and vehicle length, linear speed limit information, angular velocity limit information, vehicle weight information, position information of the vehicle AMV mechanism or parts, and positioning tolerance. Contains, but is not limited to, information. The starting position x3 usually means the current position of the vehicle. The information of the start position x3 includes, but is not limited to, the coordinate information of the Global Positioning System (GPS) and the information indicating the position with respect to the above map. The map information includes a digital map image, information on a travelable space, information on a prohibited space, an extended area image (for example, a range along the traveling direction and a width twice the vehicle width), and a collision area image. , But not limited to these.

Further, the arithmetic unit is, for example, a central processing unit (CPU), another programmable general-purpose or dedicated microprocessor (Microprocessor), a digital signal processor (DSP), a programmable controller, and a specific application. An integrated circuit (ASIC), a programmable logic device (PLD) or other similar device, or a combination of these devices. In this embodiment, the arithmetic unit may determine the first path by using the timed elastic band method. In another embodiment, the arithmetic unit may determine the first path using a dynamic window approach method. The data format of the first path includes, but is not limited to, Cartesian coordinates, Euler Angles, and quaternions.

In step S120, the arithmetic unit searches for at least one candidate turning region R located in the first path P1, and makes a scheduled turning of one of the at least one candidate turning region R based on the information of the target position x4. Determined as region RR. The distance between the intermediate point C of each candidate turning region R and the target position x4 is equal to or larger than the turning radius r of the vehicle AMV. Here, the "intermediate point" may be regarded as an intermediate position of the candidate turning region R in the first path P1. In other words, the distance between the midpoint of the planned turning region RR and the target position x4 is equal to or larger than the turning radius r of the vehicle AMV. In step S130, the vehicle AMV moves along the first path P1 and the first end AMV1 of the vehicle AMV is turned from the first direction A1 to the second direction A2 facing the first direction A1. Performs a turning operation in the scheduled turning area RR (in the planned turning area RR, the vehicle AMV performs a turning operation, but does not move along the first path P1). The turning operation described in the present specification means an operation realized by the vehicle AMV by a combination operation of forward turning and backward turning. The relationship between the planned turning region RR and the turning radius r will be described below with reference to the drawings.

As shown in FIG. 2, when the vehicle AMV moves along the first path P1 and enters the planned turning region RR (that is, the vehicle AMV reaches the turning start point x1), the vehicle AMV separates from the first path P1. , Proceed to the left side of the first path P1 (forward turn). However, due to the limitation of the steering angle of the vehicle AMV, the actual traveling path of the vehicle AMV is such that the forward direction of the vehicle AMV is perpendicular to the first path P1 or the fork of the vehicle AMV is the first path as shown in FIG. The curve advances diagonally forward to the left until it is perpendicular to P1. Next, the vehicle AMV returns to the first path P1 through the turn end point x2 so as to turn the fork forward (backward turn). Returning to FIG. 1, in step S140, after the turning operation is completed, the vehicle AMV reaches the target position x4, or the vehicle AMV moves from the planned turning area RR to the target position x4. Specifically, when the target position x4 is separated from the planned turning area RR by a certain distance, that is, the distance between the intermediate point of the planned turning area RR and the target position x4 is larger than the turning radius r of the vehicle AMV (turning). When the end point x2 is not the target position x4), the vehicle AMV moves from the planned turning region RR (for example, the turning end point x2) to the target position x4. On the other hand, when the turning end point x2 is the target position x4, that is, when the distance between the intermediate point of the planned turning area RR and the target position x4 is equal to the turning radius r of the vehicle AMV, the vehicle AMV has already reached the target position x4. It has reached. In this case, step S140 is directly terminated. Hereinafter, a method of searching for at least one candidate turning region R located in the first path P1 will be described with reference to FIGS. 3A to 3E.

3A to 3E are schematic views showing a process of generating a candidate turning region according to one embodiment of the present invention. As shown in FIGS. 2 and 3A, first, the first path P1 generated by the map image 300 and the related information is acquired from the map information, where x3 represents the start position and x4 represents the target position. Next, as shown in FIG. 3B, the arithmetic unit creates a blank image having the same size as the map image 300, and generates a range extending by the width L to both sides with the first path P1 as the center. Then, the turning space image 310 including the turning required space information is acquired. Here, the width L is a required distance perpendicular to the first path P1 when the vehicle AMV performs a turning operation, and for example, the width L is equal to or larger than the vehicle length of the vehicle AMV (for example, 1 times or 1.5). The width L may be equal to or larger than the turning radius r of the vehicle AMV (for example, 1 times or 1.5 times). In this embodiment, the arithmetic unit may set the pixel value in the range to 1 and the remaining pixel values to 0. In FIG. 3C, the arithmetic unit acquires an obstacle image 320 having the same size as the map image 300 from the map image 300, where the obstacle image 320 includes static obstacle information and the obstacle image 320 is dark. The pixel value of the color region D is set to 1 (the remaining pixel values are set to 0). The dark color area D is represented as an obstacle area, that is, an area where a vehicle cannot travel, such as a fixed building or a shelf.

As shown in FIG. 3D, the calculation device performs a calculation based on the turning space image 310 and the obstacle image 320 by the map image 300 obtained from the map information, and the vehicle moving space information in the space where the vehicle AMV can move. Generates an image 330 containing. Specifically, in this embodiment, the arithmetic unit may perform a logical product (AND) operation on the swirling space image 310 and the obstacle image 320. For example, if a logical product operation is performed on each pixel value at a corresponding position in the swirling space image 310 and the obstacle image 320 and both are 1, the output pixel value is 1 (shown in gray in FIG. 3D). If not, the output pixel value is 0. As a result, the image 330 including the vehicle moving space information of the space in which the vehicle AMV can move is acquired. That is, in the image 330, the gray region is a non-travelable region within a range extending by the width L to both sides with the first path P1 as the center.

As shown in FIGS. 3A and 3E, the arithmetic unit divides the image 330 including the vehicle movement space information into a plurality of sections S along the traveling direction A of the first path P1, and the third direction A3 of each section S. Get the width information of. Here, the third direction A3 is perpendicular to the traveling direction A, and each section S has a first length L1 along the first path P1. Specifically, for each section S, the arithmetic unit makes a judgment on the pixel values in the left side (upper side) range and the right side (lower side) range extending by the width L to both sides with the first path P1 as the center. When all the pixel values in the range extending by the width L to the left side of each section S or the range extending by the width L to the right side are all 0, the arithmetic unit may add a mark for the section S. .. For example, when all the pixel values in the range on the left side of each section S are 0, the arithmetic unit adds a mark of "1" for the section S and all the pixels in the range on the right side of each section S. If the value is 0, the arithmetic unit adds a "-1" mark for the interval S. On the other hand, any one of the pixel values in the left side range and the right side range of each of the above sections S is 1 (for example, after the arithmetic unit completes the determination of the section S, the mark of "1" or "-1". If there is no), the arithmetic unit adds a mark of "0" for the section S. Specifically, the mark of each section S represents the width information of each section S, and the mark of "1" means that there is no obstacle within the range of the width L on the left side of the first path P1 of this section S. The width information is that the area on the left side has a width L or more. The mark of "-1" indicates that this section S has no obstacle within the range of the width L on the right side of the first path P1, and the width information is that the area on the right side is the width L or more. .. The mark of "0" indicates that there is an obstacle in both the range of the width L on the left side and the range of the width L on the right side of the first path P1 in this section S, and the width information thereof is larger than the width L. It's small. However, the present invention is not limited to this, and in other embodiments, the width perpendicular to the first path P1 of each section S is set to 2 L (extending by the width L to both sides with the first path P1 as the center). You may. Therefore, when performing the above marking operation, it is only necessary to confirm whether or not there is a pixel value of "1" in the left side region and the right side region of each section S.

Further, as can be seen from the example of FIG. 3E, only a part of the plurality of sections S (sections S1 to S5) is marked as 1, and the remaining sections S are marked as 0. In other words, in FIG. 3E, only the sections S1 to S5 satisfy the condition that all the pixel values within the range extending to the left by the width L with respect to the first path P1 are 0. The arithmetic unit may sequentially confirm the marking result of each section S from the target position x4 to the start position x3. When there are a plurality of continuous sections S marked as 1, and the number is equal to the first number, the arithmetic unit may use the area corresponding to the plurality of continuous sections S as the candidate turning area R. , Thereby, at least one candidate turning region R can be acquired. Alternatively, if there are a plurality of continuous sections S marked -1 and the number is equal to the first number, the arithmetic unit selects a region corresponding to the plurality of continuous sections S as a candidate turning area R. However, this makes it possible to acquire at least one candidate turning region R. Here, the first number is equal to the threshold value, and the threshold value is related to the turning radius r of the vehicle AMV and the first length L1 of the section S. Specifically, the threshold value may be set to a value obtained by dividing twice the turning radius r of the vehicle AMV by the first length L1. In other words, as shown in FIG. 3E, the length of each candidate turning region R in the first path P1 is equal to twice the turning radius r of the vehicle AMV. In this embodiment, the threshold value is 5, that is, only the five continuous sections S marked “1” are designated as candidate turning regions R. However, the present invention is not limited to this. In another embodiment, the threshold value may be set to a value obtained by dividing 2.5 times the turning radius r of the vehicle by the first length L1 or 3 times the turning radius r of the vehicle. May be set to the value obtained by dividing by the first length L1. In the example of FIG. 3E, only the region corresponding to the intervals S1 to S5 satisfies the above condition. Therefore, the arithmetic unit sets the region corresponding to the sections S1 to S5 as the candidate turning region R. Further, when none of the candidate turning regions R is found, the arithmetic unit generates warning information and reports a message related to "route error" to the user.

For convenience of explanation, the first path P1 in FIGS. 3A to 3E is shown by a straight line, but the present invention is not limited to the straight line path. In another embodiment, the first path P1 may be a combination of a plurality of line segments or a curve. Further, the first length L1 of the section S according to this embodiment is set to, for example, 1 cm. In other embodiments, the first length L1 may be designed to other lengths, for example values in the range of 2-10 cm, depending on the actual demands of the designer, and the thresholds accordingly. Be changed.

Since there is only one candidate turning area R in FIG. 3E, the arithmetic unit determines the candidate turning area R as the planned turning area RR, and sets the start point and the end point of the planned turning area RR as the turning start point x1 and the turning end point, respectively. Let it be x2. The arithmetic unit divides the task according to the planned turning area RR. Specifically, the arithmetic unit defines one task for moving the vehicle AMV from the start position x3 to the turning start point x1, and another task for moving the vehicle AMV from the turning end point x2 to the target position x4. You may define one task.

In the embodiments of FIGS. 3A-3E, the arithmetic unit finally lists only one candidate turning region R. However, in another embodiment not shown, there are a plurality of candidate turning regions R, some of the candidate turning regions R are located on the left side of the first path P1, and the other candidate turning region R is the first. It may be located on the right side of the route P1. In the embodiment having a plurality of candidate turning regions R, the arithmetic unit calculates the distance between the plurality of candidate turning regions R and the target position x4, respectively, and sets the candidate turning region R closest to the target position x4 as the planned turning region RR. You may choose. Here, the distance between the planned turning area RR and the target position x4 is smaller than the distance between the non-selected candidate turning area R and the target position x4 among the plurality of candidate turning areas R. Alternatively, the arithmetic unit may select the candidate turning region R farthest from the target position x4 as the planned turning region RR. Further, the plurality of candidate turning regions R may be separated from each other, or the plurality of candidate turning regions R may partially overlap each other. For example, FIG. 4 is a schematic diagram showing a plurality of candidate turning regions according to one embodiment of the present invention. As shown in FIG. 4, the number of continuous plurality of sections S marked as 1 is much larger than the threshold value (for example, the threshold value is 5, and in this embodiment, 10 continuous sections S are (Marked as "1"), the arithmetic unit may determine that seven candidate turning regions R1 to R7 can be listed for this region, and the two adjacent candidate turning regions may partially overlap. ..

In another embodiment, the vehicle AMV may be equipped with at least one detector (not shown) for detecting the distance. The detection device may be provided on the front side or the fork side, or may be provided on both sides. Does the detection device have dynamic obstacles (those that do not appear on obstacle maps such as other vehicles and pedestrians) in the direction of travel of the vehicle AMV so that the vehicle AMV can perform obstacle avoidance actions in real time? You may detect whether or not.

FIG. 5 is a schematic diagram showing an obstacle avoidance operation of a vehicle according to one embodiment of the present invention. As shown in FIG. 5, H represents a dynamic obstacle and SD represents a static obstacle recorded in the map information. As can be seen from FIG. 5, the first path P1 bypasses the static obstacle SD. However, when the dynamic obstacle H is detected when the vehicle AMV moves along the first path P1, the arithmetic unit obtains map information based on the distance between the vehicle AMV and the dynamic obstacle H. The position of the dynamic obstacle H may be marked. The arithmetic unit may integrate the current position information of the vehicle AMV, the position information of the dynamic obstacle H, and the map information so that the vehicle AMV performs the obstacle avoidance operation, and may generate the map information after the integration. The arithmetic unit replans the route based on the integrated map information to generate an obstacle avoidance route P1', causes the vehicle to perform an obstacle avoidance operation based on the obstacle avoidance route P1', and causes an obstacle. After the avoidance operation is completed, the vehicle AMV may be made to return to the route of the first route P1. Specifically, after the obstacle avoidance operation is completed, the arithmetic unit acquires the information on the current position of the vehicle AMV and the deviation information from the first path P1, and based on the deviation information, the vehicle is assigned to the first route P1. Move it. For example, the arithmetic unit calculates the shortest distance between the current position of the vehicle AMV and the first path P1 for each interval time so that the vehicle AMV returns to the first path P1. The arithmetic unit may simultaneously detect whether or not the current position of the AMV of the vehicle is close to the turning start point, and if it is close, the turning operation may be started. After the turning operation is completed, the arithmetic unit controls the vehicle AMV to return to the first path P1 and reach the target position, but the present invention is not limited thereto. In another embodiment, when the dynamic obstacle H is detected while the vehicle AMV is moving, the arithmetic unit determines the distance between the vehicle AMV and the dynamic obstacle H so that the vehicle AMV reaches the target position. Based on this, a mark of the position of the dynamic obstacle H may be added to the map information, the route may be replanned, an obstacle avoidance route P1'is generated, and the first route P1 may be replaced. When the vehicle AMV detects that there is a dynamic obstacle H in the planned turning area RR, the arithmetic unit controls the vehicle AMV to stand by at the original position and detects that the dynamic obstacle H has been removed. After that, the turning operation is performed.

From the above, the operation flow of the arithmetic unit is as shown in FIG. FIG. 6 is a flowchart of a route planning method according to one embodiment of the present invention. As shown in FIGS. 2 and 6, in step S610, the first path P1 is generated based on the information of the start position x3, the information of the target position x4, and the map information. In step S620, the candidate turning region R in the first path P1 is searched from the target position x4 to the start position x3. In step S630, it is determined whether or not at least one candidate turning region R exists. If the determination result is NO, the information related to the route error is reported (step S640). If the determination result is YES, the process proceeds to step S650. In step S650, it is determined whether or not the number of the at least one candidate turning region R is one. When the determination result is NO (in step S660, it means that there are a plurality of candidate turning areas R), one of the plurality of candidate turning areas R is selected as the planned turning area RR. When the determination result is YES (in step S670, it means that there is only one candidate turning area R), the candidate turning area R is set as the planned turning area RR. In step S680, it is determined whether or not the distance between the midpoint of the planned turning region RR and the target position x4 is equal to twice the turning radius r of the vehicle AMV. When the determination result is NO (step S690), two movement tasks are defined based on the planned turning area RR (one moving task is a movement from the start position x3 to the planned turning area RR, and another movement. The task is to move from the planned turning area RR to the target position x4). If the determination result is YES (step S700), only one movement task is defined. The above-mentioned movement task means a task in which the vehicle AMV moves along the first path P1, and does not include a turning operation.

As described above, according to the present invention, it is possible to preset the optimum turning position and guarantee that the vehicle has a sufficient turning space. Since the automatic guided vehicle does not need to adjust the front side orientation before reaching the turning start point, no extra lateral movement occurs, and the actual movement route of the vehicle is the expected first route. Matches with. Further, the arithmetic unit periodically checks the difference between the current position of the vehicle and the first path and keeps the vehicle located on the first path, or the first after the vehicle completes the obstacle avoidance operation. It can be controlled to return to the route. Therefore, according to the present invention, it is possible to ensure that the vehicle does not travel on an unexpected travel route.

The above description is merely a preferred embodiment of the present invention, and the scope of implementation of the present invention is not limited thereto. Modifications and modifications are possible, and the scope of protection of the present invention is based on the scope of claims. In addition, none of the examples or claims of the present invention necessarily realize all of the purposes, advantages or features disclosed by the present invention. Further, the abstract portion and the title of the invention are merely for assisting the search work of the patent document, and do not limit the scope of rights of the present invention. In addition, terms such as "first" and "second" in the present specification or claims are merely for naming an element or for distinguishing different embodiments or ranges, and are members. It does not limit the upper or lower limit of the number of.

A Travel direction A1 1st direction A2 2nd direction A3 3rd direction AMV vehicle AMV1 1st end C Midpoint D Dark color area H Dynamic obstacle L1 1st length P1 1st route P1'Obstacle avoidance route RR Scheduled turning area R, R1 to R7 Candidate turning area r Turning radius SD Static obstacle S, S1 to S5 Section S110 to S140, S610 to S690, S700 Step x1 Turning start point x2 Turning end point x3 Start position x4 Target location 300 Map image 310 Swirling space image 320 Obstacle image 330 Image

Claims (10)

A route planning method applied to vehicles
A step to generate a first route based on start position information, target position information, and map information,
It is a step of searching at least one candidate turning area located in the first path and determining one of the at least one candidate turning area as a planned turning area based on the information of the target position. The distance between the midpoint of the candidate turning region and the target position is equal to or larger than the turning radius of the vehicle.
The vehicle turns in the planned turning region so that the vehicle moves along the first path and the first end of the vehicle turns from the first direction to the second direction facing the first direction. The steps to perform the operation and
A route planning method comprising: a step of the vehicle reaching the target position or the vehicle moving from the planned turning region to the target position after the turning operation is completed. The step of searching for at least one candidate turning region located in the first path is
The step of acquiring vehicle moving space information from the map information and
It is a step of dividing the vehicle moving space information into a plurality of sections along the traveling direction of the first path and acquiring width information of the third direction of each section, and the third direction is in the traveling direction. A step, which is vertical and each of the plurality of sections has a first length along the first path.
When the width information of the continuous first number of sections among the plurality of sections is equal to or longer than the vehicle length of the vehicle, the continuous sections are set as one candidate turning area. A step of acquiring at least one candidate turning area, characterized in that the length of each candidate turning area in the first path is equal to twice the turning radius of the vehicle. The route planning method according to claim 1. The route planning method according to claim 2, wherein the first number is equal to a threshold value, and the threshold value is related to the turning radius and the first length. The step of determining one of the at least one candidate turning area as the planned turning area is
The route planning method according to claim 1, wherein when the number of the at least one candidate turning region is one, the step of setting the one candidate turning region as the planned turning region is included. The step of determining one of the at least one candidate turning area as the planned turning area is
When the number of the at least one candidate turning area is plural, the step of calculating the distance between the plurality of candidate turning areas and the target position, respectively,
Including a step of selecting one of the plurality of candidate turning regions as the planned turning region.
A claim, wherein the distance between the planned turning region and the target position is smaller than the respective distance between the non-selected candidate turning region and the target position among the plurality of candidate turning regions. The route planning method according to 1. The vehicle is equipped with a detection device.
The route planning method is
When the vehicle moves along the first route and the detection device detects that there is a dynamic obstacle in front of the vehicle, the vehicle has the map information and the first current position information of the vehicle. The route planning method according to claim 1, further comprising a step of performing an obstacle avoidance operation based on the dynamic obstacle position information of the dynamic obstacle. After the obstacle avoidance operation is completed, the step of acquiring the deviation information between the second current position information of the vehicle and the first route, and
The route planning method according to claim 6, further comprising a step of moving the vehicle to the first route based on the deviation information. The step in which the vehicle performs the obstacle avoidance operation based on the map information, the first current position information of the vehicle, and the dynamic obstacle position information is
A step of integrating the first current position information, the dynamic obstacle position information, and the map information to generate post-integration map information.
The sixth aspect of claim 6 comprises a step of generating an obstacle avoidance route based on the post-integration map information and causing the vehicle to perform the obstacle avoidance operation based on the obstacle avoidance route. Route planning method. The step of acquiring vehicle moving space information from the map information is
Steps to acquire static obstacle information of turning required space information and the map information, and
The route planning method according to claim 2, further comprising a step of generating the vehicle moving space information based on the turning required space information and the static obstacle information. The route planning method according to claim 1, further comprising a step of generating warning information when at least one candidate turning region is not found.

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