KR20100127518A - Distributed dynamic routing of vehicles in an automated vehicle system - Google Patents

Abstract

PURPOSE: A method for controlling the dynamic route distribution of vehicles in an automatic driving vehicle system is provided to immediately deal with traffic congestion by resetting the route with the minimum driving time. CONSTITUTION: The entry of vehicles within a route control region is sensed(401). Each remaining driving time is calculated from a present position of a vehicle to a destination(402). The route with the minimum remaining time is selected among the calculated remaining driving time(404). The vehicle is controlled to drive along the selected route(405).

Description

Distributed dynamic routing of vehicles in an automated vehicle system

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to the path control of a vehicle in an autonomous vehicle system, and more particularly, to a so-called PRT (PRT) system.

The PRT system includes small vehicles that provide individual transportation services at the request of passengers. The present invention relates to a self-driving vehicle system, such as a PRT, in which a vehicle travels on a track forming a network consisting of a history, confluence and branch points connected by tracked unidirectional links. PRTs can be constructed compactly and lightly, making the structure of the PRT guide tracks lighter than conventional traffic systems such as urban railways and trams. Therefore, the construction cost of the PRT is much lower than the construction cost of the existing alternative transportation means. PRTs are more environmentally friendly because they have less visual impact, are quieter and do not cause local air pollution. In addition, the history of the PRT can already be built inside the building. On the other hand, the traffic capacity of the PRT system is similar to that of a conventional bus or tram, since the inter-vehicle driving distance / safety distance can be kept relatively short.

The guide track / rail network of a PRT system is generally a unidirectional track and two or more rear tracks with one forward track as well as nodes, called so-called branching or branching points, where the rear track branches to form two or more forward tracks. It includes nodes, called so-called joining points or joining points, which form. A link is defined as the trajectory section between two nodes. The main issue for vehicles entering the fork is to choose the direction of travel, while the main issues for vehicles entering the junction are safety, efficiency and comfort for passengers. Since the present application is related to the path selection of the vehicle, the node referred to in the present application means a branching point, and the link mentioned in the present application means a link connecting the branching point and the branching point.

In general, at the confluence point two vehicle streams concatenate, so that the confluence point is a potential bottleneck for capacity. Once the vehicle has passed through the confluence point, the vehicle can pass freely through the forward network to the next confluence point. Thus, the capacity at the confluence point determines the overall system capacity.

The stop is usually located on a branch line outside the main track so that the vehicle to be stopped at the stop does not interfere with the progress of the vehicle running on the main track. However, the stop may be located on the main track.

In general, the PRT system has a control system for controlling the speed of the vehicle and the distance between the vehicles. Two methods are used to control the PRT system. With synchronous control, the vehicle follows the slot in which the vehicle moves synchronously with a time interval determined to ensure a safe distance for all speeds allowed in the track network. Before a vehicle leaves history, it is assigned a slot to its destination. All reservations for passing through the confluence point are managed by a central computer. In heavily loaded systems, vehicles have to wait long (free up space) to wait for empty slots, especially if the traveling path passes through several confluence points. As far as safety is concerned, as long as all the vehicles follow the slots assigned to them, there is no collision between vehicles at the joining point.

Using asynchronous control, for example, the junction point collision is resolved locally as in car traffic. As soon as there are empty slots in the main track, the vehicle may start in history, but it may also be necessary to slow down or even stop before passing through the junction. Traffic through the confluence point is controlled by the local confluence point controller, not the central controller.

US Patent No. 3,661,092 discloses a traffic system and a control system for managing vehicles in the traffic system. Such a control system provides improved control for vehicles entering or exiting the system's main travel path. The traffic system has a predetermined movement route that the vehicle travels through. Each vehicle starts at the stop towards the slot designated by the control system, and the circuitry mounted on the vehicle senses the desired slot point and also adjusts the speed to keep the vehicle in the slot. All vehicles on the guided track continue to be controlled by the central controller and run simultaneously according to the defined speed / interval relationship. The overall driving route is determined before the vehicle departs, so that the congestion of the vehicle expected before the vehicle departs can be cured.

US Pat. No. 4,018,410 discloses a method for the automatic transport and distribution of passengers and cargo in a special transportation network that is designed to allow vehicles to be sent continuously at the stop or yard to their final destination without possible human intervention. . The route plan is automatically selected before departure as a function of the network segment when the calculated result considering the minimum time required for the route at the required time does not reach any threshold. Since all routes are planned before departure, the congestion of the vehicle expected before the departure of the vehicle can be cured.

Traffic loads may change, so the route with the least amount of time to reach its destination will change from time to time. Traffic load may fluctuate due to queues and congestion at confluences and rush hours. In addition, traffic loads change frequently throughout the day, weekday and year. An important advantage of asynchronous control is the ability to change routes while driving.

United States Patent Application 2004/0172174 describes a region for controlling the operation of a train passing through a boundary element in a railway network that is divided into multiple planning regions with a common orbital boundary element between multiple neighboring planning regions. Disclosed are systems and methods for controlling the operation of multiple trains using local coordinating agents. Regional planning for the individual planning areas is carried out separately from other planning areas. The planning area is forced to manage the arrival and departure order of trains through the boundary elements determined by local coordinating agents. The local coordinating agent considers the congestion metric provided by the planning area to provide back pressure in the event of congestion in one area of the planning area. This application corresponds to congestion adjustment performed after congestion occurs in the planning area.

Therefore, when congestion occurs, it is still a problem to effectively reroute the vehicle when congestion occurs in an autonomous vehicle system such as a PRT system.

An object of the present invention is to provide a vehicle route control method and system that can effectively reroute a vehicle in an autonomous vehicle system such as a PRT system when congestion occurs.

In order to control one or more vehicles to travel between a source and a destination, the autonomous vehicle system controls the path of the vehicle, wherein the autonomous vehicle system includes a track network configured to drive the vehicles, and the track network includes links. A plurality of nodes connected by a plurality of nodes, wherein the plurality of nodes comprises one or more branching points, and at each branching point one rear track is adapted to branch to form at least two forward tracks. In the system for controlling the path of the vehicle,

Calculating each remaining travel time for the remaining distance to the destination along one or more paths between the current location and the destination, from a next forward branch point in front of the current location of the vehicle in the track network; The calculation of each remaining travel time is performed based on locally sensed travel times with respect to a predetermined number of branching points ahead of the current location along the one or more routes;

Selecting a route having a calculated minimum remaining time from the calculated remaining driving time; And

A method of controlling a route of a vehicle in an autonomous vehicle system, comprising the step of controlling the vehicle to follow a front portion of the selected route.

In an autonomous vehicle system, such as a PRT system, vehicles may depart for nonstop service running along the front of the route with the minimum travel time to the passenger's destination at the passenger's request. The route with the minimum travel time can be precomputed for each origin-destination relationship.

Computing routes in large networks can take longer than the time available before the vehicle departs, so the travel time can be precomputed for each origin-destination relationship. The pre-calculated travel time for each route can be stored in a table in a branch control unit associated with a network node or branch point or stored in a central computer and transmitted to each vehicle when starting.

Locally detected travel time for one or more links between one or more nodes, such as branch points, is, for example, the current travel time detected by the area controller corresponding to each link and node or branch point. The locally sensed travel time can be the most recently observed travel time. That is, the locally sensed travel time is the actual time or the most recent time it takes for the vehicle to travel between one or more nodes or branch points or one or more links when a track or network collapse or failure is considered.

The calculation according to the method and the selection of the route with the minimum remaining travel time can be performed separately for each vehicle in the system each time before the vehicle reaches the fork.

In some embodiments, the locally perceived travel time depends on the amount of traffic on the links in the network.

In some embodiments, the calculation of the remaining travel time is performed based in part on the respective travel time previously calculated for the respective parts of the one or more routes.

In some embodiments, calculating one of each remaining travel time is based on the locally detected travel time associated with the predetermined number of branch points ahead of the current location and the predetermined number of branch points ahead of the current location. Adding each pre-calculated travel time from the end to the destination.

The look-ahead horizon can be adjusted according to the current traffic conditions. For example, the number of branch points ahead of the current location of the vehicle can be adjusted according to traffic conditions. As an example, in the case of small traffic, the forecasting range may cover only one or several branching points in front of the vehicle's current position, whereas for large traffic, the forecasting range is more than in normal traffic. It may include many forward branch points.

In some embodiments, selecting a route with a minimum remaining travel time includes comparing each remaining travel time calculated for two or more routes.

In some embodiments, the route with the minimum remaining travel time is calculated when the vehicle is at a predetermined adjacent location of the next forward branch point.

This predetermined proximity can be determined based on the time it takes to perform the calculation in the system, the vehicle speed and various time delays, and the like. This predetermined adjacent position may be 100 meters or the like.

In some embodiments, each remaining travel time precomputed for one or more routes is stored as a table in at least one branch point control unit associated with each branch point of the network.

In some embodiments, the locally detected travel time from the first branch point to the second branch point is stored at the second branch point, in which case the first branch point is the nearest rear branch point relative to the second branch point. to be.

In some embodiments, at least one branch point control unit is provided with respect to each branch point.

In some embodiments, the branch controller connected with the first branch point behind the second branch point communicates with the branch controller connected with the second branch point.

In some embodiments, the branch controller connected with the first branch point transmits a control signal for the vehicle approaching the first branch point on the link.

In some embodiments, the location of the vehicle is sensed at branch points in the network.

In some embodiments, the location of the vehicle is sensed at links in the network.

In some embodiments, the position of the vehicle is sensed by one or more control units.

In some embodiments, the sensed position of the vehicle is transmitted to the central control unit.

In some embodiments, the calculation of the local travel time is performed based on the detection of a delay time in one or more forward links in the system from the current position of the vehicle, where the delay time is one in front of the current position of the vehicle. This travel time is increased in the above path, resulting in delaying the arrival of the vehicle to the destination.

In some embodiments, the calculation of the delay time comprises locally detected travel time from the first branch point to one or more branch points ahead of the first branch point and between the first branch point and the one or more branch points. Calculating a difference in each travel time pre-calculated at.

In some embodiments, calculating the delay time further includes increasing the calculated delay time by a predetermined index.

In some embodiments of the invention, the detection of the locally detected travel time is performed each time the vehicle arrives at a branch point.

In some embodiments of the invention, the detection of the locally detected travel time is performed at predetermined intervals.

In some embodiments of the present invention, the calculation of the remaining travel time to the destination is performed at predetermined intervals.

In some embodiments of the present invention, the calculation of the route with the minimum remaining travel time is performed at predetermined intervals.

The remaining travel time for each of the one or more paths, the locally detected travel time and the recalculation interval for at least the front part of the path with the minimum travel time may be determined according to the communication capacity of the central control unit and / or the system.

In some embodiments, the method

Defining a path control region associated with a branch point, the path control region defining at least each section of the rear track;

Detecting a vehicle entering the path control area on the rear track;

Determining which of the at least two forward tracks following the branch point the vehicle should follow; And

Controlling the vehicle to follow the selected forward track.

This route assignment can be done immediately upon detecting the vehicle entering the route control area. Alternatively, this route assignment may be performed later than at the entrance of the route control area, as long as route assignment is made in front of the branch point to ensure that the vehicle is assigned at least the front portion of the route with the minimum travel time to the destination. have. Therefore, the route determination is assigned at some point before entering the route control region and before the branch point.

In some embodiments, this control may extend beyond the next back branch point by communication between respective branch point controllers.

This method allows to optimize other overall performance parameters such as overall system capacity and average passenger travel time.

In some embodiments, the method includes transmitting the selected track to the vehicle, where the vehicle performs control to follow the selected path.

In some embodiments, controlling the route of the vehicle transmits one or more route commands to adjust the route of the vehicle to a branch point controller configured to control one or more route control means to instruct the vehicle to travel on the selected track. It includes.

In some embodiments of the invention, the self-driving vehicle system is a PRT system.

The present invention relates to different aspects, including the methods described above or below, corresponding systems, devices and / or product means. Each brings one or more advantages and advantages described in connection with the first-mentioned aspect, and each one or more in correspondence with the embodiments described and / or corresponding to the embodiments disclosed in the appended claims. Has embodiments.

In particular, the autonomous vehicle system controls the path of the vehicle in order to control one or more vehicles to travel between the origin and the destination, wherein the autonomous vehicle system includes a track network configured to drive the vehicles, the track network being a link A plurality of nodes connected by means of the plurality of nodes, the plurality of nodes comprising one or more branching points, and at each branching point one rear track is adapted to branch to form at least two forward tracks. In the control system for controlling the path of the vehicle in the system,

Calculating each remaining travel time for the remaining distance to the destination along one or more paths between the current location and the destination, from a next forward branch point in front of the current location of the vehicle in the track network; Means for calculating each remaining travel time based on locally sensed travel times with respect to a predetermined number of branching points ahead of the current location along the one or more routes;

Means for selecting a route having a calculated minimum remaining time from the calculated remaining traveling time; And

A control system is disclosed for controlling a route of a vehicle in an autonomous vehicle system, characterized in that it is configured to control the vehicle to follow the front portion of the selected route.

The features of the methods and systems described above or following may be implemented in software and may also be performed on a data processing system or other processing means in a manner performed by the execution of computer-executable instructions. These instructions may be program code means loaded into a memory, such as RAM, from a storage medium or from another computer via a computer network. Alternatively, the above-described features may be implemented using wiring circuits instead of software or in combination with software.

According to one aspect, a computer program is disclosed that also includes program code means for causing the data processing system to perform the foregoing or subsequent methods when executed on a data processing system.

According to one aspect, the data processing system comprises program code means which, when executed on the data processing system, perform the aforementioned method.

As a result, one advantage is that the control system can immediately respond to congested links by re-controlling the path of the vehicle to follow at least the front part of the path which takes the least travel time to the destination at any time. According to the method described herein, the path control decision can be made locally immediately without the involvement of a central control unit such as a central computer, so that the path decision can be recalculated and / or the path table can be calculated to the central controller. It can be done before delivery. Therefore, this method is based on branch-to-branch determination rather than based on a predefined path. It also reflects the state of the local network. The path control decision does not depend on communication with the central control unit, and the resultant control is how fast the communication of the central control unit operates, how the communication of the central control unit works, whether it works optimally or in some form. It does not depend on whether it is interrupted or disturbed. For a central computer, the calculation of all routes with the minimum travel time in a large network will probably take a considerable amount of time, so when using a central computer, the route table will have a few minutes old content. Therefore, an advantage is that the updated link travel time can be used in the locally sensed travel time. As a result, a congested link due to obstacles, a queue of vehicles, a vehicle stopped on the main track, and / or some kind of obstruction will immediately perform a local rerouting of the vehicle driving on that congested link. The resulting vehicle can reach its destination in less time than if no rerouting was done.

In the case of a stationary vehicle, it is an advantage to immediately reroute the vehicles approaching from the affected link. It is an advantage to reroute the vehicle in such a way that local overload is avoided before it occurs. It is an advantage if a path control decision can be made without intervening a central control unit, such as a computer, so that rerouting can be performed immediately even in large networks.

Congestion can be reduced by rerouting the vehicle in such a way that it bypasses easily congestion points. The merging capacity can be used up to 100% and the vehicles can also be rerouted if necessary. Therefore, it is possible to change the route while driving toward the destination of the vehicle, and it is possible to select the route for each branch point in the middle of the driving. As a result, in general, the control methods described herein provide improved system capacity, path control flexibility and robustness against interference.

Since bottlenecks in the network can be avoided, the advantage is that the vehicle can travel faster from the origin to the destination.

Another advantage is that the overall network capacity can be increased by better utilizing alternative routes from the source to the destination. Another advantage is that when increasing the capacity of autonomous vehicle systems such as PRT systems, they can be adapted to areas with high traffic demands without the need for additional infrastructure.

The current traffic situation is advantageous because it consists of information about queues and congestion.

This provides a better prediction of each remaining travel time, so that the locally sensed travel time from the next forward branch point to the predetermined number of forward branch points is calculated in advance from this predetermined number of forward branch points to the destination. It is advantageous to calculate each remaining travel time by adding the completed travel time. This locally detected travel time is calculated for the area from the branch point to one or more forward branch points, and because this area can also be measured as the latest travel time within this area, this area can be marked as a limit of the forecast range. have. Thus, this method allows the route control to be changed based on recent changes in travel time to one or more branch points ahead, while for the remaining travel to the destination the pre-calculated value is the edge of the forecast range. Is used as stored in the table in the branch control unit.

When comparing each remaining journey time calculated for one or more routes, it is possible to identify a route with a minimum remaining journey time, and at least the front part of the route is then calculated by another route with the minimum remaining journey time. The advantage is that the vehicle can be selected as the path to follow.

The advantage is that the vehicle can then be instructed to follow the selected route at the branch point so that at least the front part of the route with the minimum remaining travel time is calculated when the vehicle is on the road to the branch point.

The table may include information on the remaining travel time to each destination for each route to the destination, route control commands for each destination such as left / right guidance to each destination, and so on. The advantage is to store the information in a table in the associated branch control unit.

Since the vehicles are then only routed to the next forward branch, it is advantageous that the vehicle communicates with the area controller associated with the branch before the vehicle arrives at each branch, where the vehicles receive their new path control commands.

For example, by detecting delays due to collapse, obstacles, and queues, potential delays can be detected in time before the vehicle arrives at this obstacle, resulting in the vehicle instructing it to follow another route. The advantage is that it can be. Also, the earlier the obstacle is detected, the greater the likelihood that there will be a path that the vehicle can follow instead of the path with the obstacle. Thus, there may be enough time to calculate the travel time for the routes so that at least the front part of the route with the minimum travel time can be calculated and the vehicle can also follow this route.

In this way it is possible to determine which delay time can be compared with the expected travel time which can be defined by a precomputed travel time stored in a table in the branch control units associated with the branch points, so that the vehicle precomputes According to the table, the delay time is calculated by comparing the time taken to travel to a certain range with the time taken to travel to the same range according to the most recently observed locally detected driving time.

It is an advantage to increase the calculated delay time to mitigate the tendency of congestion or congestion before congestion becomes severe enough to negatively affect the flow of the vehicle or part of the flow of the vehicle. By increasing the delay, for example by multiplying the penalty index by the observed delay, congestion can heal faster than otherwise, whereby very few vehicles are affected by this congestion. Receive.

By recalculating at least the front of the route with travel time and minimum travel time, congestion, queues, stationary vehicles on main tracks and other irregularities can be considered and overall system performance can be increased, An advantage is that for each of the one or more routes to the destination of the vehicle, at least a portion of the route with the remaining travel time, the locally detected travel time and the minimum travel time can be calculated at predetermined intervals.

Thus, providing increased capacity is an advantage of the methods and systems described herein.

In the following detailed description, reference is made to the accompanying drawings, which also illustrate by way of example how the invention may be practiced.

1 schematically illustrates an example of a portion of a PRT system with an in-track type linear induction motor with a primary core positioned along the track. However, the method of controlling a vehicle as described herein may be applied to any kind of track network system in which an autonomous vehicle travels, and in particular, such as an embedded system in which the primary core and motor controller are mounted inside the vehicle. It can be applied to a kind of PRT system.

In this PRT system, one section is indicated by the reference numeral 6 and includes the trajectory shown in FIG. This trajectory typically forms a network comprising a plurality of confluence points and branch points. This PRT system further includes a number of vehicles, indicated primarily by reference number 1. In this example, these vehicles travel on wheels along the track by the driving force of a linear induction motor (LIM). Typically, each vehicle can carry three or four passengers, but it is understood that the vehicle can carry more or fewer passengers. FIG. 1a shows a track segment 6 with two vehicles, while FIG. 1b shows an enlarged view of a single vehicle 1. Although only two vehicles are shown in FIG. 1A, the PRT system can include any number of vehicles. In general, each vehicle includes a cabin supported by a chassis or frame carrying wheel 22. Examples of PRT vehicles are disclosed in international patent application WO 04/098970, the entire contents of which are hereby incorporated by reference.

The PRT system of FIG. 1 generally comprises a track mounted type linear induction motor, which is indicated generally by the reference numeral 5 and also comprises a plurality of primary cores arranged regularly in and along the track 6. In FIG. 1A, the vehicles 1a and 1b are shown in a position above the primary cores 5a and 5b. Each vehicle has a reaction plate 7 mounted on the bottom of the vehicle. The reaction plate 7 is a metal plate made of aluminum or copper on a metal support plate.

 Each primary core 5 is controlled by a motor controller 2 that supplies the appropriate AC power to the primary core in order to control the thrust to accelerate or decelerate the vehicle. When the reaction plate is placed on the primary core, thrust is provided by the primary core 5 on the reaction plate 7. To this end, each motor controller 2 is an inverter or switching that provides drive power to the primary core 5, for example a solid state relay (SSR) for switching current (phase angle modulation). Device. The motor controller 2 controls the voltage / frequency of the driving power in accordance with the external control signal 9. In general, if the conditions such as magnetic flux density and frequency are the same, the electromagnetic thrust generated between the plate 7 and the primary core 5 is proportional to the area of the air gap existing between the plate and the primary core. Motor controllers can be placed in cabinets in adjacent rooms or cabins of each primary core for easy access for maintenance. In the latter case, one motor controller can be switched to control several primary cores.

The system includes a plurality of vehicle position sensors for sensing the position of the vehicles along the track. In the system of FIG. 1, the position of the vehicle is detected by vehicle position sensors 8 which are configured to detect the presence of the vehicle in proximity to the respective sensors. Although the vehicle position sensors 8 of FIG. 1 are shown arranged along the track 6 with a plurality of primary cores 5, the position of the vehicle position sensors can vary. In particular, each vehicle may include one or more onboard vehicle position sensors such that each vehicle can transmit a position and speed as measured by onboard vehicle sensors to the motor controller.

Vehicle position sensors can detect the presence of a vehicle by any suitable sensing mechanism. In a preferred embodiment, the vehicle position sensors further sense parameters such as vehicle speed, direction and / or vehicle ID.

The term vehicle position sensor refers to any means capable of sensing the position and speed of a vehicle, such as a roadside sensor, a built-in sensor and a tracked sensor.

Alternatively or additionally, the position and speed of the vehicle can be determined by moving the current position of the vehicle, eg, on-board speculation, based on previously measured position and position based on known speed, elapsed time and course. It can be detected by means of other types of vehicle sensing means of estimating.

The system further includes one or more area controllers 10 for controlling the operation of at least a predetermined section or area of the PRT system. For example, the section controlled by the area controller includes or constitutes a confluence control region of the confluence point as described. Each area controller is an area controller 10 so that the motor controller 2 can communicate data with the area controller 10 by wired communication through point-to-point communication, a computer system such as a bus system or a local area network (LAN), or the like. Is connected to a subset of the motor controller 2 in the area controlled by. Alternatively or additionally, the area controller may be configured to be able to communicate with the motorized vehicle or the onboard motor, for example, via a wireless communication channel such as radio frequency communication. 1 only shows a single area controller, the PRT system typically includes an appropriate number of area controllers. Different parts / divisions of the system can each be controlled by an area controller, thereby providing the operation of the individual areas independently of each other as well as allowing for convenient sizing of the system. Moreover, although not shown in FIG. 1, each area controller 10 is composed of a plurality of individual controllers to provide distributed control to motor controllers in a certain area, for example motor controllers of a predetermined portion of the track. Can be. Alternatively or additionally, multiple controllers may be provided in each area to enhance reliability through redundancy or to provide a direct communication path to other groups of area controllers.

The area controller 10 recognizes the position of each vehicle 1a and 1b as soon as it receives from the motor controller an appropriate sensing signal indicative of the detected vehicle position and vehicle ID. Alternatively, location and speed may be received directly from the vehicle. The area controller can maintain a real time database system with respective records for all vehicles in the area controlled by the area controller.

Moreover, the area controller calculates the distance between the two vehicles as indicated by the distance 11 between the vehicles 1a and 1b. The zone controller 10 maintains a desirable minimum driving distance or safety distance between the vehicles and also controls the preferred / recommended vehicle according to the distance 11 between the two vehicles calculated to manage the overall traffic flow in the full speed zone. Determine the speeds of 1a and 1b). Thus, the area controller can convey information about the detected free distance and the desired / recommended speed to the motor controller at the location at which the vehicle is sensed. Alternatively, the area controller can determine the desired degree of speed adjustment and also send the command to the motor controller. In some embodiments, the area controller is only sufficient to send a speed command to the motor controller.

In an embedded system in which a first core and a motor controller are installed in a vehicle, the area controller can transmit information and / or speed commands for free distance to the vehicle, for example, via a suitable wireless communication channel.

Alternatively or additionally, the speed can also be calculated by the motor controller based on the identified free distance. Thus, since the motor controller can calculate speed based on the last known free distance for the vehicle, safe control does not rely on continuous communication with the area controller.

The PRT system may include a central system controller or central control unit 20, such as a central computer coupled to the region controllers 10 to allow data communication between the region controllers and the central system controller 20. The central system controller 20 may be located at the control center of the PRT system, and may also detect and control the driving status of the entire system, optionally including traffic management tasks such as load prediction, empty vehicle management, passenger information, and the like. It is composed.

Each vehicle 1 may be labeled 13 and may include a vehicle controller for controlling the operation of the vehicle. In particular, the vehicle controller 13 may control the operation of one or more emergency brakes 21 mounted on the vehicle 1.

The vehicle may be instructed to follow the track using vehicle switches, rail switches, and the like. With a rail switch the vehicle is instructed via switches such as branch points by a mechanism on the rail, while with a vehicle switch the vehicles are instructed through a switch by a mechanism in the vehicle. Because the actual switch on the track requires some time, the rail switch requires a long distance between vehicles traveling in different directions. In contrast, the vehicle switches do not require a travel interval in principle because the vehicle itself performs the switching of the rails, for example by fixing the rails traveling in the desired direction, so that the vehicles in the flow of the vehicle are at the fork. It does not require time to switch rails when going in the other direction.

Thus, using a vehicle switch, it is possible to reduce the distance between the vehicles even when the vehicles travel in different directions at the fork.

2 shows an example of a vehicle at a branch point. In FIG. 2A, four vehicles 201, 203, 203 and 204 run on the rear track 205 towards the branch point 206. At the branch point 206, the rear track 205 is divided into two front tracks 207 and 208, and each of the vehicles 201, 202, 203 and 204 has these front tracks 207 and 208. Can follow one of Each of the vehicles 201, 202, 203 and 204 has a destination it operates on. This figure only shows part of the system and as a result the destinations of the vehicles are not shown in this figure.

There may be more than one route to the vehicle's destination, so at each branch point it is necessary to determine which route or trajectory the vehicle will follow to reach that destination. This determination may be based on travel time calculated for other routes to the destination, and the vehicle may also be allowed to follow at least the front portion of the route with the minimum remaining travel time. At least the front part of the route with the minimum remaining travel time to the vehicle's destination is a pre-computed travel time for the logically sensed travel time for one or more branching points ahead of the vehicle's current location and the remaining distance to the destination. In addition it can be calculated. This calculation is performed whenever the vehicle is before the branch point, so that the path can be set up before the track is divided into two or more forward links. Travel time from all nodes or branch points in the network to the destination can be calculated in advance. The precomputed travel time can be stored in a table in the branch control unit associated with the branch point. Alternatively and / or additionally the precomputed travel time for the routes may be stored centrally in the system and may also be transmitted at departure and when the vehicle is traveling in the network, for example before the vehicle has reached a branch point. Can be.

Logically sensed travel time can be calculated by detecting obstacles on the system track. The obstacle may be a queue of vehicles in the system and / or the vehicle may be stopped in a link or the like of the system. Obstacles can potentially prolong the travel time for the route, resulting in delaying the arrival of the vehicle at its destination. Sensing obstacles on the track of the system can be performed on one or more forward links in relation to where the vehicle is in the system. By this, the route of the vehicle can be planned on time so that the vehicle can follow at least the front part of the route with the minimum travel time to the destination.

In FIG. 2B, four vehicles 201, 202, 203 and 204 may each be assigned at least the front part of the route with the minimum remaining travel time to each destination as described above. Vehicles 201 and 204 are each assigned a route that involves traveling on forward track 208 from branch point 206 to reach its destination at least in front of the route with the minimum travel time. In addition, vehicles 202 and 203 are each assigned a route that involves traveling on forward track 208 from branch point 206 to reach its destination at least in front of the route with the minimum travel time.

Additionally, delays due to perceived obstructions can be extended and increased in order to cause congestion to be severe, thereby alleviating the tendency of congestion in the system before causing problems with vehicle flow in the system. The delay time can be extended or increased by multiplying the estimated delay time by a penalty index or value in the form of a weighting index greater than 1, resulting in a significantly longer run time than actually calculated. Thus, the delay may be assigned a longer weight than what is actually calculated. This is a way to allow the system to consider delays to a higher degree.

In addition, although four vehicles, one rear track and two front tracks are shown in FIG. 2, any number of vehicles and any number of tracks may exist within an autonomous vehicle system such as a branch point and a PRT system. .

With respect to the destination of the vehicle, the destination of the vehicle may be sensed and / or controlled in any suitable manner. For example, the control system may assign the destination of the empty vehicles according to which history the empty vehicles need to transport waiting passengers from each history. In addition, when a vehicle is in history to load passengers, the vehicle's destination may be sensed by ticket processing such as, for example, checking the ticket at the door or history platform of the vehicle.

2 also shows a branch control unit 209 for controlling a portion of the rear trajectory 205 that may be located within a given path control area (not shown) defined with respect to the branch point 206. For example, the path control region can be defined to encompass a particular rear track section of the rear track. The length of the track in the path control area calculates the travel time of the various possible paths to which the system will reach the destination of the vehicle, such as the vehicle 201, and also allows the vehicle 201 to follow some path and thus from the branch point 206. It may be selected according to the typical time taken to determine which of the above forward trajectories 207 and 208 to follow. In addition, the length of the track in the path control area can be selected according to the speed of the vehicle, the braking and acceleration performance of the vehicle, the flexibility of the desired vehicle speed change and other factors.

The selected route may be assigned to the vehicle 201 according to the travel time and the information about the state of the front links. For example, branch control unit 209 may receive information from one or more other branch or area controllers and / or from a central system controller, for example, via a wired or wireless link between area controllers. In yet another embodiment, route assignment may be performed by a central system controller.

Thus, the vehicle can be routed based on branch to branch determination. These decisions may be based on current traffic conditions, and may also be reflected in route control decisions as soon as traffic conditions change. Determination of the selected path, link or trajectory is described in more detail below.

Based on the route determination, the branch control unit 209 determines which path the vehicle will follow in advance and thus whether the vehicle 201 will follow the forward tracks 207 and 208 from the branch point 206. Decide The branch control unit 209 can assign a path or route control decision to each vehicle 201, 202, 203 and 204 passing through the branch point 206.

The path of the vehicles 201, 202, 203 and 204 depends on the determination of the selected track or link. For this purpose, in the case of on-board path control of the vehicle, the branch point control unit 209 can transmit the determination of the selected track to each vehicle, thus allowing the vehicles to adjust their respective path control directions. Alternatively, branch control unit 209 may determine route control such that vehicles follow a selected route, and may also make one or more route control decisions / commands located at each vehicle and / or rear track 205. Or area controllers (not shown). The branch control unit 209 may communicate with the vehicle and / or track based path controllers by wireless communication, point-to-point communication, and a computer network such as, for example, a local area network (LAN).

Although the branch control unit 209 is shown as a device in FIG. 2, it is understood that the branch control unit 209 may include one or more components. The branch point control unit 209 may be one of the area control units described in connection with FIG. 1. Alternatively, the branch point control unit 209 may be a separate unit or a separate functional module included in the area controller. Although only one branch control unit is shown in FIG. 2, an autonomous vehicle system such as, for example, a PRT system may include any suitable number of branch control units.

The determination of the selected trajectory may also depend on one or more global system parameters, such as history, subnets, and overall performance parameters that characterize the entire network or a portion of the network, such as a link between two nodes or branch points. .

The determination of the selected track can take into account the characteristics of the rear links and the characteristics of the vehicles running on the rear link. The characteristics of the vehicles may be under load, the load state of the vehicle may be empty or occupied by passengers or cargoes, and the like.

3 shows an example of how path control of vehicles can be performed in a network. The vehicle 401 runs in a network to the destination 402. The position of the vehicle is indicated by the current position at a given time. In FIG. 3, vehicle 401 is approaching node 403, which is a branching point where the link 404 on which the vehicle is currently running diverges to two forward links 405 and 406. At the current location of the vehicle 401, it will determine which destination 402 the vehicle will follow and thus which forward link 405 or 406 the vehicle will travel upon passing through the branch point 403. Can be. This determination may be made based on travel time for each of the possible routes from branch point 403 to destination 402. Two possible paths are shown in FIG. 3, where the first path is a link 406 between the branch point 403 and the joining point 407, and a link from the joining point 407 to the branch point 415. 408, and a path consisting of many links between the branch point 403, which consists of links 408, and the destination 402 of the vehicle. The second path is a branch point consisting of a link 405 between the branch point 403 and the joining point 409, a link 410 from the joining point 409 to the branch point 417, and a link 418 ( The path consists of many links between 403 and the destination 402 of the vehicle.

Travel times for the front portions 405 and 410 and 406 and 408 of the routes are calculated as the locally sensed travel time from the current position of the vehicle 401 to the foresight range indicated by the dashed line 411 in FIG. 3. Can be. The prediction range indicates how far the prediction is performed from the current position of the vehicle 401. Prediction allows us to consider the current traffic situation from the current location of the vehicle to one or more forward junctions when predicting the total time it takes for the vehicle to travel to its destination.

The travel time for the remaining portions 416 and 418 of the routes not within the foresight range 411 can be stored as a table in the branch control units 413 and 414 associated with the branch points 415 and 417, respectively. These driving times are precalculated.

The total travel time for each route is calculated by adding the travel time for the front part of the route and the travel time for the rest of the route. Thus, the local sense travel time for the portion within the prediction range 411 is added to the pre-calculated travel time for the rest of the route outside the prediction range. The precomputed travel time can be stored as a table in the branch control unit associated with the branch point at the front edge or boundary of the forecast range. Thus, in FIG. 3, the pre-calculated travel time for the portion 416 can be stored in the branch point control unit 413 at the branch point 415, which also allows the vehicle 401 to approach the branch point 403. Can be sent to the branch control unit 413 at the branch point 403. Thus, communication between branch points can be performed by branch point control unit 412. Similarly, the travel time calculated in advance for the portion 418 can be stored in the branch control unit 414 at the branch point 417, and also when the vehicle approaches the branch point 403. May be sent to the branch point control unit 412 in the.

When the pre-calculated travel times for portions 416 and 418 of the route that are not within the foresight range 411 have been transmitted by the branch control unit 412 to the branch point 403, the vehicle 401 has reached its destination ( A determination may be made as to the portion of the possible path that can be followed up to 402. This determination may be performed by branch control unit 412. This decision can be made by comparing the total travel time for the possible paths, as well as selecting at least the front of the path with the minimum travel time. Then, the vehicle is controlled by the branch control unit 412 to follow at least the front portion of the selected route until the calculation of any route has the minimum travel time. In FIG. 3, where there are two links 405 and 406 in front of the branch point 403, the vehicle 401 may be sent a left or right command by the branch point controller 412 at the branch point 403.

Thus, control of the vehicle and communication between the two branch points can be performed by a branch control unit or branch point controller 412 associated with the branch point 403. Thus, the branch control unit 412 is the branch control unit 413 and at each branch point 415 and 417 in the prediction range 411 to receive the pre-calculated travel time for the portions 416 and 418. 414). The branch control unit 412 then sends the locally detected travel time to the portions 416 and 418 for each of the links 406 and 408 and 405 and 410 to calculate the travel time for each path. For each pre-calculated travel time. The branch control unit 412 compares the total travel times and selects at least the portion of the path with the minimum travel time, after which the branch control unit 412 tells the vehicle 401 to follow the selected path. In the situation of FIG. 3 where a path control command can be transmitted and there are also two forward links from the branch point 403, the branch control unit 412 turns to the vehicle when the vehicle approaches the branch point 403. Alternatively, the right command may be transmitted.

As a result, the branch control unit located at each branch point can store the pre-calculated travel time to each possible destination in the network, and also the most recent locally detected travel time from the nearest forward branch point to this branch point. Can be saved.

When the vehicle 401 approaches the next branch point 415 or 417, the above calculation may be repeated for the current position of the vehicle 401, and the vehicle 401 may also be newly selected with the minimum travel time. A new route control command can be received to control the vehicle 401 to follow the route. Thus, the vehicle 401 will follow the front portion of each selected route with the minimum remaining travel time.

Locally detected travel time from the first branch point to the second branch point in the foresight range is updated regularly, and also the branch control where only the most recent of these locally detected travel times are at the second branch point. Can be stored in the unit. Each time the locally sensed travel time is updated, this most recently locally detected travel time can be transmitted from the branch control unit at the second branch point to the branch control unit at the first branch point.

Locally sensed travel time for one or more links may be updated each time the vehicle leaves one or more of these one or more links, for example. The locally sensed travel time of this link is determined by the observed travel time for the previous vehicle through the link, such as the most recent vehicle. The locally sensed travel time is then determined as an average, such as a weighted average of the observed travel times for the number of vehicles.

Travel time on the link can be observed by measuring the actual travel time of the vehicle as it traveled the link, and then transmitting it to the branch controller at the end of the link. Alternatively, the branch controller at the rear branch point of the link transmits the departure time and ID of each vehicle entering this link to the branch controller at the forward branch point of this link, as well as at the forward branch point of this link. The travel time on the link can also be determined by the branch point controller also detecting the departure time and ID of each vehicle leaving this link. This determines the actual transit time for each vehicle on the link. If this method is used to determine link travel time, the minimum travel time will also be determined even if the link is blocked because it knows how much time has elapsed since the first vehicle that had not yet arrived at the forefront left the rear fork. Can be.

In the event of a collapse, congestion, or delay in a link, such as link 406 in FIG. 3, the most recently observed local sense travel time for this link is immediate, for example described in connection with FIG. 2. As such, it may be set to a larger value by multiplying the penalty exponent at that time, and it is also a path that has a minimum travel time, even if the path is long but shorter than the path containing the uncongested link 405. You can avoid this path.

The foresight range 411 can have any length, and as can be seen in FIG. 3, the foresight range need not have the same length on each path from the current position of the vehicle. The two paths shown in the present situation of FIG. 3 have different lengths from the current position of the vehicle 401 to the branch points 415 and 417, respectively.

In FIG. 3, the foresight range 411 is one forward branch point in each of only two paths from the branch point 403 where the vehicle 401 receives its path control command, that is, a branch in one of these paths. Although encompassing links to point 415 and branch point 417 to the other, this forecast range may encompass links that lead to more than one forward branch point, such as two forward branch points.

4 schematically illustrates an example of different routes between a starting point and a destination in an autonomous vehicle system. 4A and 4B show vehicles following two different routes from the same origin 301 to the same destination 302. These vehicles are shown in black squares at different locations of these routes, thereby displaying two different routes in FIGS. 4A and 4B. Because the route can be changed at each branch point (e.g., 303, 304, 305, 306, and 307), this network is between the origin 301 and the destination 302 rather than the two routes shown in Figures 4A and 4B. Contains more likely paths of

The route with the minimum travel time may be the shortest route between the origin 301 and the destination 302, which is the route shown in FIG. 4A. However, the locally detected travel time is calculated and the front part of the path with the minimum travel time to the destination 302 is locally sensed travel time for the paths as described in connection with FIGS. 2 and 3. When calculated by comparing the total travel time based in part on the field, the path with the minimum travel time may be changed if there is an obstacle in the system that affects the front part with the minimum travel time as shown in FIG. 4A. . If, for example, an obstacle occurs at or behind or at the branch point 304, the path with the minimum travel time can be changed to a path as shown in FIG. 4B, which allows the branch point 304 to be avoided. .

Calculation of the remaining travel time for other routes from the current position of the vehicle to its destination, and thereby the selection of at least the front part of the route with the minimum travel time is at the point where the vehicle is divided into two or more forward links. It can be performed or recalculated whenever it is forward, ahead and before. Thus, this recalculation is performed based on the physical location of the vehicle relative to the node, for example the branch point.

Alternatively and / or additionally, the calculation of the remaining travel time for the destination 302 may be performed at predetermined intervals. Similarly, the calculation of travel times sensed locally can be performed at predetermined intervals. Similarly, the calculation of at least the front part of the path with the minimum travel time can be performed at predetermined intervals.

The frequency of this recalculation can be determined based on the capacity of the central computer, the communication capacity, the route, the vehicle, and the like. This calculation can be performed, for example, in front of branch points 303, 304, 305 306 and 307 as described above. By performing these calculations before the branch point, the path of the vehicle can be changed at the branch point if the path with the minimum travel time changes from one path to another after the last calculation.

Thus, the route control decision may not be carried out locally, but at the same time without waiting for the route table to be recalculated based on the current traffic conditions. A table containing information calculated in advance for travel to the destination may be stored in the branch control unit associated with the branch point, and the most recently locally detected trip times for the one or more links ahead at the current location are branch points. It may be stored in the branch control unit associated with and also the most recently calculated travel times for one or more links in front of the current location and the precomputed travel time for the remaining distance to the destination.

5 shows a flowchart showing an example of the entire path control method. In step 401, a vehicle traveling toward a branch point of the rear track in an autonomous vehicle system such as a PRT system is for example a tracked vehicle sensor for detecting the presence of a vehicle or vehicle communicating with the branch point control unit, or the like. It is detected to enter the path control area. In addition, the destination of this vehicle can be transmitted from a central control unit such as a central computer to the branch point control unit. Alternatively and / or additionally, the destination of the vehicle may be transmitted from the vehicle itself to the control unit associated with this branch point before the vehicle arrives at the branch point.

In step 402, the remaining travel time to the destination is calculated for the remaining distance from the current location of the vehicle to the destination along one or more paths between the current location and the destination of the vehicle.

In step 403, locally sensed travel times, for example associated with one or more predetermined number of front links, from the current location are calculated for one or more routes.

At step 404, at least the portion of the path with the minimum remaining travel time between the current location and the destination for the vehicle is selected by the calculated remaining travel time.

In step 405, the vehicle is controlled to follow at least a portion of the calculated route with the minimum remaining travel time by a path control command received from the branch point controller. The vehicle can be controlled by built-in path control in the vehicle or track mounting path control in the track. The vehicle can control its own direction and path based on calculations and control commands sent from the branch controller to the vehicle. Alternatively, route determination may be performed by a central computer. Alternatively, path determination may be controlled by an area control unit arranged along the trajectory.

At least a portion of the path having the remaining travel time, the locally sensed travel time, and the minimum travel time to the destination may be calculated at predetermined time intervals. Thus, steps 402-404 can be repeated or performed at predetermined intervals, at appropriate times, or when the vehicle is in the proper position in the network. As a result, the route with the minimum travel time is regularly recalculated to account for congestion, collapse, queues and the like in the system.

The methods and control systems described herein, in particular the vehicle controllers, branch point controllers / control units, area controllers and motor controllers described herein, can be implemented by hardware comprising several distinct components and by means of appropriately programmed or other processing means. have. The term processing means includes any circuit and / or device configured to be suitable for carrying out the described functions on a computer in a manner generated by the execution of program code means such as, for example, executable instructions. In particular, the above terms are general purpose or special purpose programmable microprocessors, digital signal processors (DSPs), application specific integrated circuits (ASICs), programmable logic arrays (PLAs), programmable gate arrays (FPGAs). ), Specific use electronic circuits and the like and combinations thereof.

In the device claims enumerating several means, some of these means may be embodied by one and the same item of hardware, such as, for example, a suitably programmed microprocessor or one or more digital signal processors. The simple fact that certain means are mentioned in different dependent claims or described in other embodiments does not indicate that a combination of such means cannot be used to advantage.

Although some embodiments have been described in detail and shown, the invention is not limited to these embodiments and can also be implemented in other ways within the scope of the subject matter defined in the following claims. In particular, it should be understood that other embodiments may be used and structural and functional changes may be made without departing from the scope of the present invention.

In particular, embodiments of the present invention have been described primarily in connection with track mounted PRT systems. However, other PRT systems and other propulsion systems, such as built-in PRT systems, as well as autonomous vehicle systems other than the PRT system, may be applied in connection with the present invention.

As used herein, the term “comprising / comprising” is employed to specify the presence of a feature, integer, step, or component that is mentioned, and also includes one or more other features, integers, steps, components, or groups thereof. It should be emphasized that it does not exclude existence or addition.

1A and 1B schematically illustrate an example of a portion of an autonomous vehicle system.

2A and 2B schematically show an example of a vehicle at a branch point.

Figure 3 shows an example of how the path control of the vehicle is performed in the network.

4A and 4B schematically illustrate examples of different routes between a starting point and a destination in an autonomous vehicle system.

5 shows a flowchart of a path control method.

Claims (30)

In order to control one or more vehicles to travel between a source and a destination, the autonomous vehicle system controls the path of the vehicle, wherein the autonomous vehicle system includes a track network configured to drive the vehicles, and the track network includes links. A plurality of nodes connected by a plurality of nodes, wherein the plurality of nodes comprises one or more branching points, and at each branching point one rear track is adapted to branch to form at least two forward tracks. In the system for controlling the path of the vehicle, Calculating each remaining travel time for the remaining distance to the destination along one or more paths between the current location and the destination, from a next forward branch point in front of the current location of the vehicle in the track network; The calculation of each remaining travel time is performed based on locally sensed travel times with respect to a predetermined number of branching points ahead of the current location along the one or more routes; Selecting a route having a calculated minimum remaining time from the calculated remaining driving time; And And controlling the vehicle to follow the front portion of the selected route. The method of claim 1, wherein the locally sensed travel time is dependent on a current amount of traffic on a link within the network. The vehicle route control in an autonomous vehicle system according to claim 1 or 2, wherein the calculation of the remaining travel time is performed based on each travel time previously calculated for each part of one or more routes. How to. 3. The method of claim 1 or 2, wherein calculating one of each remaining travel time is in front of the current location and locally sensed travel time associated with a predetermined number of branching points in front of the current location. Adding each pre-calculated travel time from the end of said predetermined number of branch points to said destination. 3. The method of claim 1 or 2, wherein selecting the route with the minimum remaining travel time comprises comparing the calculated respective travel times for two or more routes. Method for controlling the route. 3. The route of a vehicle in an autonomous vehicle system according to claim 1 or 2, wherein a route having a minimum remaining travel time is calculated when the vehicle is in a predetermined neighborhood of a next forward branch point. Method for controlling. 3. A method according to claim 1 or 2, characterized in that said precomputed respective residual travel time for one or more routes is stored as a table in at least one branch point control unit associated with respective branch points of said network. A method for controlling the route of a vehicle in an autonomous vehicle system. The method according to claim 1 or 2, wherein the locally detected travel time from the first branch point to the second branch point is stored in the second branch point, in which case the first branch point is the second branch point. A method for controlling the path of a vehicle in an autonomous vehicle system, characterized in that it is the nearest rear branch point in relation to. Method according to one of the preceding claims, characterized in that at least one branch point control unit is provided in association with each branch point. 9. The system of claim 8, wherein the branch controller connected to the first branch point in front of the second branch point communicates with the branch controller connected to the second branch point. How to. 10. The method of claim 9, wherein the pre-calculated residual travel time and the locally detected travel time are transmitted from the second branch point to the first branch point. Way. 10. The method of claim 9, wherein the branch point controller connected to the first branch point transmits a control signal to the vehicle approaching the first branch point on the link. Way. 3. A method according to claim 1 or 2, wherein the position of the vehicle is sensed at a branch point in the network. 14. The method of claim 13, wherein the position of the vehicle is sensed at a link within the network. The method of claim 14, wherein the position of the vehicle is sensed by one or more control units. The method of claim 15, wherein the sensed position of the vehicle is transmitted to a central control unit. 3. The method of claim 1 or 2, wherein the calculation of the local travel time is performed based on the detection of a delay time in one or more forward links in the system from the current position of the vehicle, wherein the delay time is Increasing the travel time on at least one route in front of the current location and consequently delaying the arrival of the vehicle to the destination. 18. The method of claim 17, wherein the calculation of the delay time comprises locally detected travel time from the first branch point to one or more branch points ahead of the first branch point and the first branch point and the one or more branch points. A method for controlling the route of a vehicle in an autonomous vehicle system, comprising calculating a difference in each travel time precomputed therebetween. 19. The method of claim 18, wherein calculating the delay time further comprises extending the calculated delay time by a predetermined index. 3. The method of claim 1, wherein the sensing of the locally sensed travel time is performed every time the vehicle arrives at a branch point. 4. 3. The method of claim 1, wherein the locally sensed driving time is detected at predetermined intervals. 4. The method according to claim 1 or 2, wherein the calculation of the remaining travel time to the destination is performed at predetermined intervals. The method according to claim 1 or 2, wherein the calculation of the route having the minimum remaining travel time is performed at predetermined intervals. The method of claim 1 or 2, wherein the method Defining a path control region associated with a branch point, the path control region defining at least each section of the rear track; Detecting a vehicle entering the path control area on the rear track; Determining which of the at least two forward tracks following the branch point the vehicle should follow; And And controlling the vehicle to follow the selected forward trajectory. 25. The method of claim 24, further transmitting the selected track to the vehicle, wherein the vehicle performs control to follow the selected track. 25. The method of claim 24, wherein controlling the route of the vehicle is one or more route commands for adjusting the route of the vehicle with a branch point controller configured to control one or more route control means for instructing the vehicle to travel on the selected track. Method for controlling the path of the vehicle in the autonomous vehicle system comprising transmitting a. 25. The method of claim 24, wherein the autonomous vehicle system is a Personal Rapid Transit (PRT) system. In order to control one or more vehicles to travel between a source and a destination, the autonomous vehicle system controls the path of the vehicle, wherein the autonomous vehicle system includes a track network configured to drive the vehicles, and the track network includes links. A plurality of nodes connected by a plurality of nodes, wherein the plurality of nodes comprises one or more branching points, and at each branching point one rear track is adapted to branch to form at least two forward tracks. In the control system for controlling the path of the vehicle in the system, Calculating each remaining travel time for the remaining distance to the destination along one or more paths between the current location and the destination, from a next forward branch point in front of the current location of the vehicle in the track network; Means for calculating each remaining travel time based on locally sensed travel times with respect to a predetermined number of branching points ahead of the current location along the one or more routes; Means for selecting a route having a calculated minimum remaining time from the calculated remaining traveling time; And And means for controlling the vehicle to follow the front portion of the selected route. 28. A computer program comprising: program code means for causing the data processing system to perform the method of any one of claims 1 to 27 when executed on a data processing system. 28. A data processing system comprising program code means for causing the data processing system to perform the method of any one of claims 1 to 27 when executed on the data processing system.

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