METHOD, APPARATUS AND VEHICLE SCHEDULING SYSTEM

Abstract

METHOD, APPARATUS AND VEHICLE SCHEDULING SYSTEM. The present disclosure relates to a method, apparatus and vehicle scheduling system. The method includes: repeatedly performing the following steps, according to a predefined scheduling period: receiving route information acquired by a target vehicle; searching, according to a global path of the target vehicle, for a topological map for a target directional path compatible with the route information; determining a sequence of target vehicle passage preference nodes according to the target directional path and a target vehicle coverage range, wherein the sequence of passage preference nodes includes multiple passage preference nodes, and the passage preference nodes are nodes on the topological map;and determine priority path nodes compatible with the global path in the sequence of priority path nodes as target priority path nodes in a case where each of the priority path nodes in the sequence of priority path nodes is in an unoccupied state, and send the target priority path nodes to the target vehicle, so that the target vehicle moves according to a path indicated by the target priority path nodes.

Description

1 / 40 Descriptive Report of Invention Patent for "METHOD, APPARATUS AND SYSTEM FOR VEHICLE SCHEDULING" CROSS-REFERENCE TO RELATED REQUESTS

[0001] This request claims priority and benefits of the Request for Patent No. CN 202010231852.7, entitled VEHICLE SCHEDULING METHOD, APPARATUS, AND SYSTEM, filed on March 27, 2020. The full content of the aforementioned applications is incorporated herein by reference. FIELD

[0002] The present disclosure relates to the field of electronic control and, more specifically, to a method, apparatus and system for vehicle scheduling. BACKGROUND

[0003] The inventor notes that, in the related technique, an autonomous vehicle needs to move along a path provided by a control platform (or a control center) to perform a transportation task. However, the control platform usually needs to control multiple autonomous vehicles in the same space. To avoid conflicts between autonomous vehicles and prevent the risk of collision, the path is usually planned based on a time window or a topological map, so that different execution periods are allocated to different autonomous vehicles to avoid conflicts. As a result, the degree of coupling between autonomous vehicles is high and path resources cannot be fully utilized. SUMMARY

[0004] To solve existing problems in the related art, the present disclosure provides a method, apparatus and vehicle scheduling system.

[0005] To achieve the preceding objectives, according to a first aspect of the modalities of the present disclosure, a method of Petition 870220088131, dated 09 / 26 / 2022, pp. 110 / 167 2 / 40 vehicle scheduling is provided, and the method includes: repeatedly performing the following steps according to a predefined scheduling period:

[0006] receive route information acquired by a target vehicle;

[0007] search, according to a global path of the target vehicle, for a topological map for a target directional path compatible with the route information;

[0008] determine a sequence of target vehicle passage preference nodes according to target directional path and target vehicle coverage range, wherein the sequence of passage preference nodes includes a plurality of passage preference nodes, and the passage preference nodes are nodes on the topological map; and

[0009] determine pass-by nodes compatible with the global path in the pass-by node sequence as target pass-by nodes in a case where each of the pass-by nodes in the pass-by node sequence is in an unoccupied state, and send the target pass-by nodes to the target vehicle, so that the target vehicle moves according to a path indicated by the target pass-by nodes.

[0010] In one embodiment, prior to determining the sequence of priority nodes for the target vehicle's passage according to the target directional path and the target vehicle's coverage range, the method additionally includes:

[0011] acquire target vehicle attribute information from a predefined database, where the attribute information includes: a vehicle length, a vehicle width, a maximum speed and a maximum braking distance of the target vehicle;

[0012] determine a coverage length according to the vehicle length, maximum speed and maximum braking distance, determine a coverage width according to the width of Petition 870220088131, dated 09 / 26 / 2022, pp. 111 / 167 3 / 40 vehicle; and

[0013] determine the coverage range according to the coverage length and coverage width.

[0014] In one embodiment, the path information includes a current position coordinate, path angle, and path direction of the target vehicle, and the search, according to the global path of the target vehicle, where the topological map for the target directional path is compatible with the path information includes:

[0015] search the topological map for a target node, where a Euclidean distance between the target node and the position coordinate is the shortest; and

[0016] determine target directional path from at least adjacent path of the target node according to global path, travel angle, and travel direction.

[0017] , In one embodiment, the determination of the target directional path from at least one adjacent edge of the target node according to the global path, the path angle and the path direction includes:

[0018] determine the first adjacent path as the target directional path in a case where a first adjacent path exists in at least one adjacent path, where the first adjacent path belongs to the global path, a direction of the first adjacent path is compatible with the travel direction, and a distance between the position coordinate and the first adjacent path is less than a first distance threshold; and

[0019] issue first alarm information in a case where -the first adjacent path does not exist in at least one adjacent path, where the first alarm information indicates that a target vehicle position is abnormal.

[0020] ,In one modality the determination of the sequence of priority nodes for the target vehicle according to the directional path Petition 870220088131, dated 09 / 26 / 2022, pp. 112 / 167 4 / 40 target and the target vehicle's coverage range includes:

[0021] determine nodes at two ends of the target directional path and nodes within the coverage range as the preferred sequence of nodes for passage.

[0022] , In one embodiment, determining the path preference nodes compatible with the global path in the path preference node sequence as the target path preference nodes in a case where each of the path preference nodes in the path preference node sequence is in the unoccupied state, and sending the target path preference nodes to the target vehicle includes:

[0023] define a state of each of the pass-preference nodes to an occupied state in a case where each of the pass-preference nodes in the pass-preference node sequence is in the unoccupied state;

[0024] determine sequentially the probability of each of the path preference nodes in the path preference node sequence belonging to the global path;

[0025] determine path preference nodes that belong to the global path as the target path preference nodes; and

[0026] send the target passage preference nodes to the target vehicle in a sequence order of passage preference nodes.

[0027] In one embodiment, the method additionally includes:

[0028] send the target historical passage preference nodes to the target vehicle in a case where there is a first passage preference node in a busy state in the sequence of passage preference nodes, so that the target vehicle moves according to a path indicated by the target historical passage preference nodes, wherein the target historical passage preference nodes are target passage preference nodes sent to the target vehicle in a last scheduling period, and the first passage preference node is any of the preference nodes of Petition 870220088131, dated 09 / 26 / 2022, pp. 113 / 167 5 / 40 passage in the sequence of passing preference knots.

[0029] , In one embodiment, sending the target passage preference nodes from history to the target vehicle in a case where there is a first passage preference node in a busy state in the sequence of passage preference nodes includes:

[0030] determine, in a case where there is a first right-of-way node in an occupied state in the sequence of right-of-way nodes, an adjacent vehicle that occupies the first right-of-way node;

[0031] determine the possibility of a deadlock existing between the target historical right-of-way nodes and an adjacent vehicle global path;

[0032] send the target historical passage preference nodes to the target vehicle in a case where there is no deadlock between the target historical passage preference nodes and the global path of the adjacent vehicle; and

[0033] issue second alarm information in a case where a deadlock exists between the target passage preference nodes of history and the global path of the adjacent vehicle, where the second alarm information indicates that the global path of the target vehicle is abnormal.

[0034] In one embodiment, before the global path is allocated to the target vehicle, the method additionally includes:

[0035] search, according to stationary information of the target vehicle, the topological map for a stationary directional path compatible with the stationary information, where the stationary information includes a stationary position and a stationary angle of the target vehicle;

[0036] determine a sequence of stationary pass-by nodes of the target vehicle according to the stationary directional path and a stationary coverage range of the target vehicle, wherein the sequence of stationary pass-by nodes includes a plurality of nodes of Petition 870220088131, dated 09 / 26 / 2022, pp. 114 / 167 6 / 40 stationary passage preference nodes and stationary passage preference nodes are nodes on the topological map; and

[0037] define a state of each of the stationary passage preference nodes in the sequence of stationary passage preference nodes to an occupied state.

[0038] , In one embodiment, prior to determining the sequence of stationary passage preference nodes of the target vehicle according to the stationary directional path and the stationary coverage range of the target vehicle, the method additionally includes:

[0039] determine the stationary coverage range according to vehicle length and vehicle width.

[0040] According to a second aspect of the embodiments of the present disclosure, a vehicle scheduling device is provided, and the device includes:

[0041] a receiving module, configured to receive route information acquired by a target vehicle;

[0042] a compatibility module, configured to search, according to a global path of the target vehicle, for a topological map for a directional path of a target that is compatible with the route information;

[0043] a determination module, configured to determine a sequence of target vehicle passage preference nodes according to target directional path and target vehicle coverage range, wherein the sequence of passage preference nodes includes a plurality of passage preference nodes, and the passage preference nodes are nodes on the topological map; and

[0044] a sending module, configured to determine path preference nodes compatible with the global path in the path preference node sequence as target path preference nodes in a case where each of the path preference nodes in the path preference node sequence is in an unoccupied state, Petition 870220088131, dated 09 / 26 / 2022, pp. 115 / 167 7 / 40 and send the target right-of-way nodes to the target vehicle, so that the target vehicle moves along a path indicated by the target right-of-way nodes.

[0045] In one embodiment, the determination module is additionally configured to:

[0046] acquire target vehicle attribute information from a predefined database prior to determining the target vehicle's preferred path node sequence according to the target curve and target vehicle coverage range, wherein the attribute information includes: a vehicle length, a vehicle width, a maximum speed and a maximum braking distance of the target vehicle;

[0047] determine a coverage length according to the vehicle length, maximum speed and maximum braking distance, determine a coverage width according to the vehicle width; and

[0048] determine the coverage range according to the coverage length and coverage width.

[0049] , In one embodiment, the route information includes a current position coordinate, route angle, and route direction of the target vehicle, and the compatibility module includes:

[0050] a search submodule, configured to search the topological map for a target node, where the Euclidean distance between the target node and the position coordinate is the shortest; and

[0051] a compatibility submodule, configured to determine the target directional path from at least one adjacent edge of the target node according to the global path, travel angle and travel direction.

[0052] , In one mode, the compatibility submodule is configured to:

[0053] determine the first adjacent path as the path Petition 870220088131, dated 09 / 26 / 2022, pp. 116 / 167 8 / 40 directional target in a case where a first adjacent path exists in at least one adjacent path, where the first adjacent path belongs to the global path, the direction of the first adjacent path is compatible with the travel direction, and the distance between the position coordinate and the first adjacent path is less than a first distance threshold; and

[0054] issue first alarm information in a case where the first adjacent path does not exist on at least one adjacent edge, where the first alarm information indicates that a target vehicle position is abnormal.

[0055] In one embodiment, the determination module is configured to:

[0056] determine nodes at two ends of the target directional path and nodes within the coverage range as the preferred sequence of passing nodes.

[0057] , In one embodiment, the vehicle scheduling device is configured to repeatedly perform the following steps according to a predefined scheduling period: the steps of receiving the route information acquired by the target vehicle to determining the right-of-way nodes compatible with the global path in the right-of-way node sequence as the target right-of-way nodes in a case where each of the right-of-way nodes in the right-of-way node sequence is in the unoccupied state, and sending the target right-of-way nodes to the target vehicle.

[0058] In one mode, the sending module includes:

[0059] a judgment submodule, configured to set the state of each of the pass-preference nodes to an occupied state in a case where each of the pass-preference nodes in the pass-preference node sequence is in the unoccupied state;

[0060] the judgment submodule is additionally configured for Petition 870220088131, dated 09 / 26 / 2022, pp. 117 / 167 9 / 40 sequentially determine the probability of each of the path preference nodes in the path preference node sequence belonging to the global path;

[0061] a determination submodule, configured to determine path preference nodes that belong to the global path as the target path preference nodes; and

[0062] a sending submodule, configured to send the target passage preference nodes to the target vehicle in a sequence order of passage preference nodes.

[0063] In one mode, the sending module is additionally configured to:

[0064] send the target passage preference nodes from history to the target vehicle in a case where there is a first passage preference node in a busy state in the sequence of passage preference nodes, so that the target vehicle moves according to a path indicated by the target passage preference nodes from history, wherein the target passage preference nodes from history are target passage preference nodes sent to the target vehicle in a last scheduling period, and the first passage preference node is any of the passage preference nodes in the sequence of passage preference nodes.

[0065] In one mode, the sending module is additionally configured to:

[0066] determine, in a case where there is a first right-of-way node in an occupied state in the sequence of right-of-way nodes, an adjacent vehicle that occupies the first right-of-way node;

[0067] determine the possibility of a deadlock existing between the target historical right-of-way nodes and an adjacent vehicle global path;

[0068] send the target historical pass preference nodes to the Petition 870220088131, dated 09 / 26 / 2022, pp. 118 / 167 10 / 40 target vehicle in a case where there is no deadlock between the target historical path preference nodes and the global path of the adjacent vehicle; and

[0069] issue second alarm information in a case where a deadlock exists between the target historical passage preference nodes and the global path of the adjacent vehicle, where the second alarm information indicates that the global path of the target vehicle is abnormal.

[0070] In one embodiment, the device additionally includes:

[0071] a stationary compatibility module, configured to search, according to stationary information from the target vehicle, for the topological map for a stationary directional path compatible with the stationary information before the global path is allocated to the target vehicle, wherein the stationary information includes a stationary position and a stationary angle of the target vehicle;

[0072] a stationary determination module, configured to determine a sequence of stationary pass-by nodes of the target vehicle according to the stationary directional path and a stationary coverage range of the target vehicle, wherein the sequence of stationary pass-by nodes includes a plurality of stationary pass-by nodes and the stationary pass-by nodes are nodes in the topological map; and

[0073] a processing module, configured to set the state of each of the stationary passage preference nodes in the sequence of stationary passage preference nodes to an occupied state.

[0074] In one embodiment, the stationary determination module is additionally configured to:

[0075] determine the stationary coverage range according to vehicle length and vehicle width before determining the sequence of stationary passage preference nodes of the target vehicle Petition 870220088131, dated 09 / 26 / 2022, pp. 119 / 167 11 / 40 according to the stationary directional path and stationary coverage range of the target vehicle.

[0076] According to a third aspect of the embodiments of the present disclosure, a vehicle scheduling system is provided, including at least one vehicle and a control platform. The control platform includes one or more processors and a storage device configured to store one or more programs, the one or more programs, when executed by the one or more processors, causing the one or more processors to perform the steps of the method according to the first aspect.

[0077] According to the preceding technical solutions, in the present disclosure, path information acquired by a target vehicle is first received, a topological map is sought, according to a global path of the target vehicle, for a target directional path compatible with the path information. Then a sequence of path preference nodes that includes multiple path preference nodes is determined according to the target directional path and a coverage range of the target vehicle. Finally, in a case where each of the path preference nodes in the path preference node sequence is in an unoccupied state, target path preference nodes conforming to the global path are sent to the target vehicle to control the target vehicle to move according to the target path preference nodes.According to the present disclosure, a corresponding position of a vehicle on a topological map is determined according to the vehicle's path information, such that a sequence of path preference nodes that can be occupied by the vehicle on the topological map is determined, and in a case where each path preference node in the path preference node sequence is not occupied, the vehicle is controlled to move according to target path preference nodes in the path preference node sequence in accordance with a global path. Based on the path. Petition 870220088131, dated 09 / 26 / 2022, pp. 120 / 167 In a 12 / 40 global system, a route can be adjusted for each vehicle in real time without prejudging the possibility of conflict between vehicles, thus avoiding risk and reducing the degree of coupling between vehicles and improving route utilization efficiency.

[0078] Other features and advantages of the present disclosure will be described in detail in the specific implementations that follow. BRIEF DESCRIPTION OF THE DRAWINGS

[0079] The accompanying drawings are provided for further understanding of the present disclosure and constitute a part of this descriptive report, and explain the present disclosure in conjunction with the specific implementations that follow, but do not constitute a limitation to the present disclosure. In the accompanying drawings:

[0080] Figure 1 is a flowchart of a vehicle scheduling method according to a modality;

[0081] Figure 2 is a flowchart of another vehicle scheduling method according to a modality;

[0082] Figure 3 is a schematic diagram of a target vehicle's coverage range according to a modality;

[0083] Figure 4 is a flowchart of another vehicle scheduling method according to a modality;

[0084] Figure 5 is a schematic diagram of a route situation according to a modality;

[0085] Figure 6 is a flowchart of a vehicle scheduling method according to another modality;

[0086] Figure 7 is a flowchart of a vehicle scheduling method according to another modality;

[0087] Figure 8 is a flowchart of a vehicle scheduling method according to another modality;

[0088] Figure 9 is a schematic diagram of a route path for a target vehicle and an adjacent vehicle according to a Petition 870220088131, dated 09 / 26 / 2022, pp. 121 / 167 13 / 40 modality;

[0089] Figure 10 is a flowchart of a vehicle scheduling method according to another modality;

[0090] Figure 11 is a flowchart of a vehicle scheduling method according to another modality;

[0091] Figure 12 is a block diagram of a vehicle scheduling device according to a modality;

[0092] Figure 13 is a block diagram of a vehicle scheduling device according to another modality;

[0093] Figure 14 is a block diagram of a vehicle scheduling device according to another modality; and

[0094] Figure 15 is a block diagram of a vehicle scheduling device according to another modality. DETAILED DESCRIPTION

[0095] Embodiments are described in detail in this document, and examples of the embodiments are shown in the accompanying drawings. When the following description involves the accompanying drawings, unless otherwise indicated, the same numbers in different accompanying drawings represent the same or similar elements. The implementations described in the following embodiments do not represent all implementations consistent with the present disclosure. Rather, the implementations are merely examples of apparatus and methods that are described in detail in the accompanying claims and that are consistent with some aspects of the present disclosure.

[0096] Before the method, apparatus, and vehicle scheduling system provided in this disclosure are described, application situations involved in the embodiments of this disclosure are first described. The application situation may be a vehicle scheduling system including multiple vehicles and a control platform. The control platform and the vehicles may communicate through any one of a Petition 870220088131, dated 09 / 26 / 2022, pp. 122 / 167 14 / 40 communication port protocol, a wireless local area network (WLAN), vehicle information services (telematics), vehicle-to-everything (V2X), 4th generation mobile communication technology (4G), or 5th generation mobile communication technology (5G), to achieve data transmission. The control platform can be, for example, a server, or it can be a thermal device such as a notebook computer, a digital broadcast receiver, a personal digital assistant (PDA), a tablet computer (PAD), a portable multimedia player (PMP), an in-vehicle terminal (such as an in-vehicle navigation terminal), a desktop computer, or similar. The vehicle can be any vehicle capable of communicating with the control platform and being controlled by the control platform.For example, the vehicle could be an automated guided vehicle (AGV), or a car that includes an automatic drive module, where the car is not limited to a conventional car, a pure electric car, or a hybrid electric car, or the vehicle could be a vehicle that operates according to a predefined track such as a train, a subway, a light rail, a bus or similar.

[0097] Figure 1 is a flowchart of a vehicle scheduling method according to a modality. As shown in Figure 1, the method includes the following steps:

[0098] Step 101: Route information acquired by a target vehicle is received.

[0099] For example, a positioning device such as a lidar, a two-dimensional code label, an inertial navigation system, or similar devices can be configured on the target vehicle so that path information can be acquired in real time, and the path information can be reported to the control platform. The target vehicle can be any of the vehicles controllable by the control platform. The path information of the target vehicle can reflect a current path state of the target vehicle, and may include, for example, a current position coordinate, an angle of Petition 870220088131, dated 09 / 26 / 2022, pp. 123 / 167 15 / 40 path (which may be a steering angle) and direction of travel of the target vehicle.

[00100] Step 102: A topological map is searched, according to a global path of the target vehicle, for a target directional path compatible with the route information.

[00101] Step 103: A sequence of target vehicle passage preference nodes is determined according to the target directional path and a target vehicle coverage range, wherein the sequence of passage preference nodes includes multiple passage preference nodes, and the passage preference nodes are nodes on the topological map.

[00102] For example, the control platform manages multiple vehicles and can allocate a global path to each vehicle during task assignment. The global path can indicate a general route path for each vehicle, which is determined by the control platform with a predefined global path planning algorithm according to a task (i.e., an origin and a destination) that needs to be completed by each vehicle and the topological map. The global path planning algorithm can be, for example, an A* algorithm (which is also referred to as A-Star), a Dijkstra algorithm, or similar, which is not specifically limited in the present disclosure. After acquiring the route information acquired by a current target vehicle, the control platform can look up the topological map for the target directional path compatible with the route information according to a global path pre-allocated to the target vehicle.This step can determine the target vehicle's position on the topological map based on the route information. The position coordinate indicated in the route information is a Cartesian coordinate system. The topological map is an abstract map; a straightforward graph, and includes multiple nodes and a directional path formed by the nodes. Therefore, coordinates in the Cartesian coordinate system need to be converted to the topological map to obtain the target vehicle's current position. Petition 870220088131, dated 09 / 26 / 2022, pp. 124 / 167 16 / 40 located on the topological map. A directional path where the target vehicle is currently located is the target directional path. The target directional path can be represented by nodes at two ends where the directional path can be determined to be directional by assuming two nodes on the topological map as a starting point and an ending point. The direction of the directional path points from the starting point to the ending point.

[00103] After the target directional path is determined, the sequence of priority nodes for the target vehicle can be further determined according to the target vehicle's coverage range. It can be understood that the priority node sequence includes all nodes that can currently be used by the target vehicle, and each node in the priority node sequence can be referred to as a priority node. The target vehicle's coverage range can be the maximum area that can be affected by a vehicle body of the target vehicle by moving forward or backward, which can be determined according to attribute information of the target vehicle. The attribute information can be pre-stored in the control platform.Alternatively, attribute information can be stored in a specific database, and the control platform retrieves the target vehicle's attribute information from the database when needed. Attribute information may include, for example, information such as vehicle length, vehicle width, speed, or similar.

[00104] Specifically, the sequence of right-of-way nodes includes nodes at both ends of the target directional path and nodes within the coverage range of the target vehicle. To enhance the safety of controlling the target vehicle, the sequence of right-of-way nodes may be further expanded to some extent based on nodes at both ends of the target directional path and nodes within the coverage range. For example, multiple intersecting arc lines are generally Petition 870220088131, dated 09 / 26 / 2022, pp. 125 / 167 17 / 40 provided on the topological map, which is convenient for a vehicle to make a turn. Compared to a straight path, the turning process occupies more nodes. Additionally, an intersection of multiple arc lines is not necessarily a node on the topological map, and the position of the intersection is difficult to determine precisely. Therefore, during the construction of a topological map, an association relationship can be established in advance for a region where arc lines are cut, so that the intersecting arc lines are associated with each other.Thus, in one case, there is an arc line associated with the directional path where the nodes at both ends of the directional path or the nodes within the coverage range are located; nodes at both ends of the arc line associated with the directional path can also be added to the sequence of passing preference nodes, thereby avoiding a conflict between the target vehicle and another vehicle in the turning process.

[00105] Step 104: Preference nodes compatible with the global path in the sequence of preference nodes are determined as target preference nodes in a case where each of the preference nodes in the sequence of preference nodes is in an unoccupied state, and the target preference nodes are sent to the target vehicle, so that the target vehicle moves according to a path indicated by the target preference nodes.

[00106] For example, the possibility of each of the right-of-way nodes in the right-of-way sequence being occupied by another vehicle needs to be determined, to allow the target vehicle to flexibly adjust a local path based on the global path, so that the target vehicle does not conflict with the other vehicle managed by the control platform. In a case where each of the right-of-way nodes is in the unoccupied state, this represents that there are no other vehicles occupying the right-of-way nodes in the sequence. Petition 870220088131, dated 09 / 26 / 2022, pp. 126 / 167 18 / 40 of the path preference nodes. In this case, the path preference nodes in the sequence of path preference nodes compatible with the global path can be determined as the target path preference nodes. The sequence of path preference nodes can include two types of path preference nodes. One type of path preference node belongs to the global path, that is, the target path preference nodes. It can be understood that the target path preference nodes form the local path in accordance with the global path planning. The target path preference nodes can be, for example, the nodes at both ends of the directional path, or they can be nodes included in multiple directional paths that are connected sequentially. The other type of path preference nodes does not belong to the global path.Such right-of-way nodes can be protection nodes, meaning nodes that can be touched by the vehicle body when the target vehicle moves according to the target right-of-way nodes. Finally, the target right-of-way nodes are sent to the target vehicle so that the target vehicle moves according to the path indicated by the target right-of-way nodes.

[00107] Thus, real-time path adjustment processes for the target vehicle based on the global path and determining target right-of-way nodes for each vehicle are independent of each other, and there is no need to prejudge the possibility of a conflict between vehicles. Additionally, each right-of-way node in the right-of-way sequence is not occupied by other vehicles, so it can be guaranteed that there is no conflict between the target right-of-way nodes for each vehicle. Therefore, the degree of coupling between vehicles can be reduced while each vehicle can be guaranteed to move safely, thus improving path utilization efficiency.

[00108] Based on the above, in this disclosure, information Petition 870220088131, dated 09 / 26 / 2022, pp. 127 / 167 19 / 40 of the route information acquired by a target vehicle is first received. A topological map is then retrieved, according to a global path of the target vehicle, to a directional path compatible with the route information. Then, a sequence of path preference nodes, including multiple path preference nodes, is determined according to the target directional path and the target vehicle's coverage range. Finally, in a case where each of the path preference nodes in the path preference node sequence is in an unoccupied state, target path preference nodes conforming to the global path are sent to the target vehicle to control the target vehicle to move according to the target path preference nodes.According to the present disclosure, a corresponding position of a vehicle on a topological map is determined based on the vehicle's path information, so that a sequence of right-of-way nodes can be occupied by the vehicle on the topological map. Finally, in a case where each right-of-way node in the right-of-way node sequence is not occupied, the vehicle is controlled to move according to target right-of-way nodes in the right-of-way node sequence in accordance with a global path, so that, based on the global path, a path can be adjusted for each vehicle in real time without prejudging the possibility of a conflict between vehicles to avoid risk, thus reducing the degree of coupling between vehicles and improving path usage efficiency.

[00109] , In one modality, in one implementation, steps 101 to 104 can be repeatedly performed according to a predefined scheduling period. For example, a target vehicle acquires route information according to a predefined scheduling period (e.g., 100 ms) and periodically reports the route information to a control platform, so that the control platform can control the target vehicle to move according to the scheduling period. By Petition 870220088131, dated 09 / 26 / 2022, pp. 128 / 167 20 / 40 example, after allocating a global path to each vehicle, the control platform can begin to adjust a local path, i.e., target path nodes for each vehicle according to the scheduling period, thus controlling the vehicle's movement until the vehicle travels to a destination indicated by the global path.

[00110] Figure 2 is a flowchart of a vehicle scheduling method according to another modality. As shown in Figure 2, before step 103, the method may additionally include the following steps.

[00111] Step 105: Target vehicle assignment information is acquired from a predefined database, where attribute information includes: a vehicle length, a vehicle width, a maximum speed, and a maximum braking distance of the target vehicle.

[00112] Step 106: A coverage length is determined according to the vehicle length, maximum speed, and maximum braking distance; and a coverage width is determined according to the vehicle width.

[00113] Step 107: A coverage range is determined according to the coverage length and coverage width.

[00114] In a specific application situation, the coverage range of the target vehicle can be pre-stored in the control platform. Alternatively, the control platform can acquire the target vehicle's attribute information from the database when it needs the target vehicle's coverage range for use, to calculate the target vehicle's coverage range in real time. For example, the coverage length can be determined according to the vehicle length, maximum speed, and maximum braking distance; the coverage width can be determined according to the vehicle width; and finally, the coverage range can be determined according to the coverage length and coverage width. The coverage range can be a rectangular region that assumes the coverage length as a length and the width as a width. Petition 870220088131, dated 09 / 26 / 2022, pp. 129 / 167 21 / 40 coverage as a width. A coverage length RR_L of the target vehicle can be calculated using the following formulas:

[00115] RR_L= RR_BL+ RR_FL

[00116] RR_FL =VE_L+ VE_STOP_L + VE_L_V*RR_T

[00117] RR_BL = VE_L

[00118] A coverage width RR_W can be calculated using the following formula:

[00119] RR_W= VE_W

[00120] RR_FL represents a front length, RR_BL represents a rear length, VE_L represents a vehicle length, VE_W represents a vehicle width, VE_STOP_L represents a maximum braking distance, VE_L_V represents a maximum speed, and RR_T represents a scheduling period. As shown in Figure 3, the coverage length RR_L is the maximum length that can be affected by the target vehicle in one dimension of a travel direction. The coverage width RR_W is the maximum length that can be affected by the target vehicle in a dimension perpendicular to the travel direction.

[00121] Figure 4 is a flowchart of a vehicle scheduling method according to another modality. As shown in Figure 4, the route information includes a current position coordinate, route angle, and route direction of the target vehicle. An implementation of step 102 may include:

[00122] Step 1021: The topological map is sought for a target node where the Euclidean distance between the target node and the position coordinate is the shortest.

[00123] Step 1022: The target directional path is determined from at least one adjacent path of the target node according to a global path, a path angle, and a path direction.

[00124] For example, route information may include the current position coordinate, the angle of travel, and the direction of travel of Petition 870220088131, dated 09 / 26 / 2022, pp. 130 / 167 22 / 40 target vehicle. The position coordinate can be a coordinate in the Cartesian coordinate system, the travel angle can be a steering angle, and the travel direction can be forward, backward, or stop. To determine the position of the target vehicle on the topological map, the position coordinate can first be converted to the topological map according to a conversion relationship between the Cartesian coordinate system and the topological map, and the topological map is searched for the target node that has a shorter Euclidean distance to the position coordinate, i.e., a node on the topological map closest to the target vehicle. Then, the target directional path is searched from the adjacent path of the target node. The adjacent path is a directional path that takes the target node as an endpoint of one end, where the target node may include one or more adjacent paths.

[00125] Specifically, the method for determining the target directional path described in step 1022 may include:

[00126] determine the first adjacent path as the target directional path in a case where a first adjacent path exists in at least one adjacent path, where the first adjacent path belongs to the global path, a direction of the first adjacent path is compatible with the travel direction, and a distance between the position coordinate and the first adjacent path is less than a first distance threshold.

[00127] The target directional path represents a directional path where the target vehicle is currently located. Therefore, three conditions need to be met. First condition: the target directional path belongs to the global path, i.e., the target directional edge conforms to the global path planning. Second condition: the direction of the target directional path is compatible with the direction of travel, i.e., the direction of the target directional edge is compatible with the direction of travel of the target vehicle. Third condition: the distance between the target directional path and the coordinate Petition 870220088131, dated 09 / 26 / 2022, pp. 131 / 167 The 23 / 40 position is less than the first distance threshold, meaning the distance between the target vehicle and the target directional path cannot be excessively long. The first distance threshold can be set according to specific requirements, and different first distance thresholds can add a degree of redundancy in the compatibility process; for example, the first distance threshold can be set to 500 mm.

[00128] First alarm information is issued in a case where the first adjacent path does not exist in at least one adjacent path, where the first alarm information indicates that a target vehicle position is abnormal.

[00129] First alarm information is issued in a case where there is no adjacent path meeting the three preceding conditions in at least one adjacent path of the target node, where the first alarm information indicates that the target vehicle's position is abnormal. It can be understood that there is no directional path compatible with the target vehicle being found on the topological map, which may be caused by incorrect path information acquired by the target vehicle, or may be caused by a fault that occurs during the target vehicle's path. The target vehicle can be controlled to interrupt a current task, i.e., interrupt its path while the first alarm information is issued, to allow a management team to process the first alarm information.

[00130] Additionally, multiple distance thresholds can be defined to enhance the degree of redundancy in the compatibility process. For example, a second distance threshold (e.g., 300 mm) can also be defined. Command information is issued first in a case where the distance between the target directional path and the position coordinate is greater than or equal to the second distance threshold and less than the first distance threshold, to warn the management team to pay attention to the target vehicle. In a case where the distance between the target directional path and Petition 870220088131, dated 09 / 26 / 2022, pp. 132 / 167 24 / 40: If the position coordinate is greater than or equal to the first distance threshold, the first alarm information is issued and the target vehicle is controlled to stop its journey.Taking a path situation shown in Figure 5 as an example, (a) Figure 5 shows a schematic diagram of a path situation in which a target vehicle is currently moving in a straight line, and the target directional path can be determined as from a starting point to an ending point within a first threshold range; (b) Figure 5 shows a schematic diagram of a path situation in which a target vehicle is currently moving in an arc line, and the target directional path can be determined as from a starting point to an ending point within the first threshold range; and (c) Figure 5 shows a schematic diagram of a path situation in which a target vehicle is currently moving in a bent line, and the target directional path can be determined from a starting point to a bend point, and from the bend point to an ending point within the first threshold range.

[00131] Figure 6 is a flowchart of a vehicle scheduling method according to another modality. As shown in Figure 6, step 104 may additionally include the following steps:

[00132] Step 1041: A state of each of the pass-preference nodes is set to an occupied state in a case where each of the pass-preference nodes in the pass-preference node sequence is in an unoccupied state.

[00133] Step 1042: The probability of each of the path preference nodes in the path preference node sequence belonging to the global path is sequentially determined.

[00134] Step 1043: Passage preference nodes that belong to the global path are determined as the target passage preference nodes.

[00135] Step 1044: Target passage preference nodes are sent to the target vehicle in an order of passage preference nodes. Petition 870220088131, dated 09 / 26 / 2022, pp. 133 / 167 25 / 40 target in the sequence of passing preference knots.

[00136] For example, the possibility of each of the priority nodes in the priority node sequence being occupied by another vehicle can be sequentially determined to avoid a conflict between the target vehicle and the other vehicle managed by the control platform. A specific implementation could be done by comparing the priority node sequence of the target vehicle with a priority node sequence of the other vehicle to determine the possibility of a repeated priority node. Since there is a relatively large number of vehicles managed by the control platform, the amount of calculation involved in comparing with the priority node sequence of the other vehicle can be enormous, and the time complexity is O(n2), making it difficult to guarantee real-time vehicle control performance.

[00137] Therefore, a node lock can be added for each node in the topological map, and each node lock is initially in an unoccupied state. After determining a corresponding sequence of passage preference nodes, the target vehicle determines the likelihood of each of the passage preference nodes in the sequence of passage preference nodes being in the unoccupied state, where each of the passage preference nodes that is in the inactive state represents that each of the passage preference nodes is not occupied by other vehicles in a current scheduling period, and then sets the state of each of the passage preference nodes to the occupied state. In this way, the other vehicle cannot use passage preference nodes in the sequence of passage preference nodes corresponding to the target vehicle in the current scheduling period.Therefore, the amount of calculation required to compare the sequence of path preference nodes can be significantly reduced, and the calculation speed can reach millisecond levels. Then, the path preference nodes belonging to the global path are determined. Petition 870220088131, dated 09 / 26 / 2022, pp. 134 / 167 26 / 40 as the target passage preference nodes, and the target passage preference nodes form the local path in accordance with the global path planning. Finally, the target passage preference nodes are sent to the target vehicle in the order of the target passage preference nodes in the passage preference node sequence. The order of the target passage preference nodes in the passage preference node sequence may be an order of execution of the target passage preference nodes by the target vehicle. In a case where the target passage preference nodes are nodes at two ends of a directional path, the order of the target passage preference nodes in the passage preference node sequence is from a starting point to an ending point of the directional path.In a case where the target passage preference nodes are nodes included in multiple directional paths that are connected sequentially, the order of the target passage preference nodes in the sequence of passage preference nodes is an order of sequentially connecting the multiple directional paths.

[00138] Figure 7 is a flowchart of another vehicle scheduling method according to a modality. As shown in Figure 7, the method may additionally include the following steps.

[00139] Step 108: Historical target passage preference nodes are sent to the target vehicle in a case where there is a first passage preference node in a busy state in the sequence of passage preference nodes, so that the target vehicle moves according to a path indicated by the historical target passage preference nodes, wherein the historical target passage preference nodes are target passage preference nodes sent to the target vehicle in a last scheduling period, and the first passage preference node is any of the passage preference nodes in the sequence of passage preference nodes.

[00140] Additionally, in a case where there is a first pass-by preference node in a busy state in the sequence of nodes of Petition 870220088131, dated 09 / 26 / 2022, pp. 135 / 167 27 / 40 priority path, this indicates that the first priority path node is being used by another vehicle in the current scheduling period. In other words, in a case where the target vehicle moves according to the target priority path nodes in the sequence of priority path nodes, the target vehicle may be in conflict with the vehicle using the first priority path node. In this case, the historical target priority path nodes determined in the last scheduling period can be resubmitted to the target vehicle so that the target vehicle can move according to the path indicated by the historical target priority path nodes.

[00141] Figure 8 is a flowchart of a vehicle scheduling method according to another modality. As shown in Figure 8, an implementation of step 108 may include the following steps:

[00142] Step 1081: An adjacent vehicle occupying the first right-of-way node is determined in a case where there is a first right-of-way node in an occupied state in the sequence of right-of-way nodes.

[00143] Step 1082: The possibility of a deadlock exists between historical target passage preference nodes and an adjacent vehicle global path is determined.

[00144] Step 1083: Historical target passage preference nodes are sent to the target vehicle in a case where no deadlock exists between the historical target passage preference nodes and the global path of the adjacent vehicle.

[00145] Step 1084: Second alarm information is issued in a case where a deadlock exists between historical target passage preference nodes and the global path of the adjacent vehicle, where the second alarm information indicates that the global path of the target vehicle is abnormal.

[00146] In a specific application situation, an adjacent vehicle occupying the first right-of-way node can be determined Petition 870220088131, dated 09 / 26 / 2022, pp. 136 / 167 28 / 40 first, where the adjacent vehicle is a vehicle that may be in conflict with the target vehicle. Then, the possibility of a deadlock existing between the historical target passage preference nodes determined in the last scheduling period and the global path of the adjacent vehicle is determined. Specifically, in a case where the path indicated by the historical target passage preference nodes overlaps with the global path of the adjacent vehicle, this indicates that the target vehicle may still pass through the global path of the adjacent vehicle even if there is a route according to the path indicated by the historical target passage preference nodes, and it is determined that a deadlock exists between the historical target passage preference nodes and the global path of the adjacent vehicle.In a case where the path indicated by the target historical right-of-way nodes does not overlap with the global path of the adjacent vehicle, it is determined that no deadlock exists between the target historical right-of-way nodes and the global path of the adjacent vehicle.

[00147] As shown in Figure 9, target passage preference nodes included in the sequence of passage preference nodes determined by the target vehicle in a current scheduling period include: a node 2 and a node 3. In this case, node 3 simultaneously belongs to target passage preference nodes (which are node 3 and a node 4) of the adjacent vehicle, and node 3 is a point of conflict. In this case, historical target passage preference nodes determined by the target vehicle in a last scheduling period are node 1 and node 2, but a global path (which includes node 1, node 2, node 3, node 4, and a node 5) of the adjacent vehicle still includes node 2, this indicates that the target vehicle can still pass through the global path of the adjacent vehicle even if there is a path according to node 1 and node 2, and node 2 is a point of impasse.In this case, it is determined that the deadlock exists between the target vehicle's historical path preference nodes and the adjacent vehicle's global path.

[00148] The target historical pass preference nodes are Petition 870220088131, dated 09 / 26 / 2022, pp. 137 / 167 29 / 40 are sent to the target vehicle in a case where there is no deadlock between the historical target right-of-way nodes and the global path of the adjacent vehicle, so that the target vehicle moves according to the path indicated by the historical target right-of-way nodes. Second alarm information is issued in a case where there is no deadlock between the historical target right-of-way nodes and the global path of the adjacent vehicle, where the second alarm information indicates that the global path of the target vehicle is abnormal. After receiving the second alarm information, the control platform can replan a new global path for the target vehicle. In a case where there is no way to replan the new global path, the second alarm information can be reported to the management team to adjust the global path through manual intervention.

[00149] Figure 10 is a flowchart of another vehicle scheduling method according to a modality. As shown in Figure 10, before the global path is allocated to the target vehicle, the method may additionally include:

[00150] Step 109: The topological map is searched, according to stationary information of the target vehicle, for a stationary directional path compatible with the stationary information, where the stationary information includes a stationary position and a stationary angle of the target vehicle.

[00151] Step 110: A sequence of stationary pass-by nodes of the target vehicle is determined according to the stationary directional path and a stationary coverage range of the target vehicle, wherein the sequence of stationary pass-by nodes includes multiple stationary pass-by nodes and the stationary pass-by nodes are nodes on the topological map.

[00152] Step 111: A state of each of the stationary passage preference nodes in the sequence of passage preference nodes Petition 870220088131, dated 09 / 26 / 2022, pp. 138 / 167 30 / 40 stationary is defined for an occupied state.

[00153] For example, before the control platform allocates the global path to the target vehicle, there is no task allocated to the target vehicle, i.e., the target vehicle is currently in a stationary state and may not move. In this case, the topological map can be searched for the stationary directional path compatible with the stationary information according to the stationary information of the target vehicle, and then the sequence of stationary passage preference nodes of the target vehicle can be determined according to the stationary directional path and the stationary coverage range of the target vehicle. Where, the stationary information includes the stationary position and stationary angle of the target vehicle, and a position of the target vehicle on the topological map can be determined according to the stationary position and stationary angle of the target vehicle. The stationary position is a coordinate in the Cartesian coordinate system.Therefore, coordinates in the Cartesian coordinate system need to be converted to a topological map to obtain a position where the target vehicle is located on the topological map. A directional path where the target vehicle is stationary is the stationary directional path, and the stationary directional path can be represented by nodes at two ends of the stationary directional path.

[00154] After the stationary directional path is determined, the sequence of stationary passage preference nodes of the target vehicle can be further determined according to the stationary coverage range of the target vehicle. It can be understood that the sequence of stationary passage preference nodes includes all nodes that can be covered in a stationary state of the target vehicle, which may include nodes at both ends of the stationary directional path, and may additionally include nodes within the stationary coverage range of the target vehicle. Each node in the sequence of stationary passage preference nodes can be referred to as a stationary passage preference node. The Petition 870220088131, dated 09 / 26 / 2022, pp. 139 / 167 31 / 40 The stationary coverage range of the target vehicle can be the maximum area that can be affected by a vehicle body when the target vehicle is in a stationary state, which can be determined based on attribute information of the target vehicle. Attribute information can include vehicle length and vehicle width. Attribute information can be pre-stored in the control platform. Alternatively, attribute information can be stored in a specific database, and the control platform retrieves the target vehicle's attribute information from the database when needed. Finally, the state of each of the stationary passage preference nodes in the sequence of stationary passage preference nodes is set to the occupied state, to prevent the use of the stationary passage preference node by another vehicle and cause a conflict between the other vehicle and the target vehicle.

[00155] Figure 11 is a flowchart of another vehicle scheduling method according to a modality. As shown in Figure 11, before step 110, the method additionally includes the following steps:

[00156] Step 112: The stationary coverage range is determined according to a vehicle length and a vehicle width.

[00157] Specifically, the stationary coverage range can be a range covered by the entire vehicle body of the target vehicle, i.e., a rectangular region that assumes a body length as a length and a body width as a width. Furthermore, to enhance the safety of controlling the target vehicle, a specific distance range can be added based on the vehicle body coverage range. For example, a redundancy of 300 mm can be added to the body length and a redundancy of 200 mm can be added to the body width, to be used as the stationary coverage range.

[00158] Based on the foregoing, in the present disclosure, route information acquired by a target vehicle is received first, a map Petition 870220088131, dated 09 / 26 / 2022, pp. 140 / 167 32 / 40 topological is sought, according to a global path of the target vehicle, for a directional target path compatible with the path information, then a sequence of passage preference nodes that includes multiple passage preference nodes is determined according to the directional target path and a coverage range of the target vehicle, and finally, in a case where each of the passage preference nodes in the sequence of passage preference nodes is in an unoccupied state, target passage preference nodes conforming to the global path are sent to the target vehicle to control the target vehicle to move according to the target passage preference nodes.According to the present disclosure, a corresponding position of a vehicle on a topological map is determined based on the vehicle's path information, such that a sequence of right-of-way nodes that can be occupied by the vehicle on the topological map is determined. In a case where each right-of-way node in the sequence of right-of-way nodes is not occupied, the vehicle is controlled to move according to target right-of-way nodes in the sequence of right-of-way nodes in accordance with a global path. Based on the global path, a path can be adjusted for each vehicle in real time without prejudging the possibility of a conflict between vehicles to avoid risk, thus reducing the degree of coupling between vehicles and improving path usage efficiency.

[00159] Figure 12 is a block diagram of a vehicle scheduling device according to a modality. As shown in Figure 12, device 200 includes:

[00160] a receiving module 201, configured to receive route information acquired by a target vehicle;

[00161] a compatibility module 202, configured to search, according to a global path of the target vehicle, for a topological map for a directional path of the target compatible with the path information; Petition 870220088131, dated 09 / 26 / 2022, pp. 141 / 167 33 / 40

[00162] a determination module 203, configured to determine a sequence of target vehicle passage preference nodes according to the target directional path and a target vehicle coverage range, wherein the sequence of passage preference nodes includes a plurality of passage preference nodes, and the passage preference nodes are nodes on the topological map; and

[00163] a 204 sending module, configured to determine path-compatible passage preference nodes in the path-preference node sequence as target passage preference nodes in a case where each of the passage preference nodes in the path-preference node sequence is in an unoccupied state, and send the target passage preference nodes to the target vehicle, so that the target vehicle moves according to a path indicated by the target passage preference nodes.

[00164] , In one embodiment, the device 200 can also repeatedly perform the steps performed by the receiving module 201, the compatibility module 202, the determination module 203, and the sending module 204 according to a predefined scheduling period, that is, repeatedly perform the following steps according to a scheduling period: receive route information acquired by a target vehicle; search, according to a global path of the target vehicle, for a topological map for a target directional path compatible with the route information; determine a sequence of priority nodes for the target vehicle to pass through according to the target directional path and a coverage range of the target vehicle;and determine path preference nodes compatible with the global path in the path preference node sequence as target path preference nodes in a case where each of the path preference nodes in the path preference node sequence is in an unoccupied state, and send the target path preference nodes to the target vehicle. Petition 870220088131, dated 09 / 26 / 2022, pp. 142 / 167 34 / 40

[00165] In one embodiment, the determination module is additionally configured to perform the following steps:

[00166] Step A): Target vehicle assignment information is acquired from a predefined database before determining the target vehicle's preferred path node sequence according to the target curve and coverage range, where attribute information includes: a vehicle length, a vehicle width, a maximum speed, and a maximum braking distance of the target vehicle.

[00167] Step B): A coverage length is determined according to the vehicle length, maximum speed and maximum braking distance, and a coverage width is determined according to the vehicle width.

[00168] Step C): The coverage range is determined according to the coverage length and coverage width.

[00169] Figure 13 is another block diagram of a vehicle scheduling device according to a mode. As shown in Figure 13, the route information includes a current position coordinate, travel angle, and travel direction of the target vehicle. Compatibility module 202 includes:

[00170] a 2021 search submodule, configured to search the topological map for a target node, where the Euclidean distance between the target node and the position coordinate is the shortest; and

[00171] a 2022 compatibility submodule, configured to determine the target directional path from at least one adjacent path of the target node according to the global path, travel angle, and travel direction.

[00172] , In one mode, the 2022 compatibility submodule is configured to:

[00173] determine the first adjacent path as the target directional path in a case where a first adjacent path exists in Petition 870220088131, dated 09 / 26 / 2022, pp. 143 / 167 35 / 40 at least one adjacent path, where the first adjacent path belongs to the global path, a direction of the first adjacent path is compatible with the travel direction, and a distance between the position coordinate and the first adjacent path is less than a first distance threshold.

[00174] First alarm information is issued in a case where the first adjacent path does not exist in at least one adjacent path, where the first alarm information indicates that a target vehicle position is abnormal.

[00175] In one embodiment, the determination module 203 is configured to:

[00176] determine nodes at two ends of the target directional path and nodes within the coverage range as the preferred sequence of passing nodes.

[00177] Figure 14 is another block diagram of a vehicle scheduling device according to a modality. As shown in Figure 14, the 204 dispatch module may include:

[00178] a judgment submodule 2041, configured to set the state of each of the pass-preference nodes to an occupied state in a case where each of the pass-preference nodes in the pass-preference node sequence is in the unoccupied state;

[00179] the judgment submodule 2041 is additionally configured to sequentially determine the possibility of each of the passage preference nodes in the passage preference node sequence belonging to the global path;

[00180] a determination submodule 2042, configured to determine path preference nodes that belong to the global path as the target path preference nodes; and

[00181] a 2043 sending submodule, configured to send the target passage preference nodes to the target vehicle in a sequence order of Petition 870220088131, dated 09 / 26 / 2022, pp. 144 / 167 36 / 40 knots preferably in passing.

[00182] In one mode, the 204 sending module is additionally configured to:

[00183] send historical target passage preference nodes to the target vehicle in a case where there is a first passage preference node in a busy state in the sequence of passage preference nodes, so that the target vehicle moves according to a path indicated by the historical target passage preference nodes, wherein the historical target passage preference nodes are target passage preference nodes sent to the target vehicle in a last scheduling period, and the first passage preference node is any of the passage preference nodes in the sequence of passage preference nodes.

[00184] In one mode, the 204 sending module is additionally configured to perform the following steps:

[00185] Step D): An adjacent vehicle occupying the first right-of-way node is determined in a case where there is a first right-of-way node in an occupied state in the sequence of right-of-way nodes.

[00186] Step E): The possibility of a deadlock existing between historical target passage preference nodes and an adjacent vehicle global path is determined.

[00187] Step F): Historical target passage preference nodes are sent to the target vehicle in a case where there is no deadlock between the historical target passage preference nodes and the global path of the adjacent vehicle.

[00188] Step J): Second alarm information is issued in a case where there is no deadlock between the target historical passage preference nodes and the global path of the adjacent vehicle, where the second alarm information indicates that the global path of the target vehicle is abnormal. Petition 870220088131, dated 09 / 26 / 2022, pp. 145 / 167 37 / 40

[00189] Figure 15 is a block diagram of a vehicle scheduling device according to another modality. As shown in Figure 15, device 200 additionally includes:

[00190] a stationary compatibility module 205, configured to search, according to stationary information from the target vehicle, for the topological map for a stationary directional path compatible with the stationary information before the global path is allocated to the target vehicle, wherein the stationary information includes a stationary position and a stationary angle of the target vehicle;

[00191] a stationary determination module 206, configured to determine a sequence of stationary pass-by nodes of the target vehicle according to the stationary directional path and a stationary coverage range of the target vehicle, wherein the sequence of stationary pass-by nodes includes a plurality of stationary pass-by nodes and the stationary pass-by nodes are nodes on the topological map; and

[00192] a processing module 207, configured to set the state of each of the stationary passage preference nodes in the sequence of stationary passage preference nodes to an occupied state.

[00193] , In one embodiment, the stationary determination module 206 is additionally configured for:

[00194] determine the stationary coverage range according to vehicle length and vehicle width before determining the sequence of stationary passage preference nodes of the target vehicle according to the stationary directional path and the stationary coverage range of the target vehicle.

[00195] The specific ways in which the modules in the apparatus in the previous embodiment perform the operations were described in detail in the embodiment related to the method, which are not described in detail in Petition 870220088131, dated 09 / 26 / 2022, pp. 146 / 167 38 / 40 present document.

[00196] Based on the foregoing, in the present disclosure, path information acquired by a target vehicle is first received, a topological map is fetched, according to a global path of the target vehicle, for a target directional path compatible with the path information, then a sequence of passage preference nodes that includes multiple passage preference nodes is determined according to the target directional path and a coverage range of the target vehicle, and finally, in a case where each of the passage preference nodes in the sequence of passage preference nodes is in an unoccupied state, target passage preference nodes conforming to the global path are sent to the target vehicle to control the target vehicle to move according to the target passage preference nodes.According to the present disclosure, a corresponding position of a vehicle on a topological map is determined based on the vehicle's path information, such that a sequence of right-of-way nodes can be occupied by the vehicle on the topological map. In a case where each right-of-way node in the right-of-way node sequence is not occupied, the vehicle is controlled to move according to target right-of-way nodes in the right-of-way node sequence in accordance with a global path. Based on the global path, a path can be adjusted for each vehicle in real time without prejudging the possibility of a conflict between vehicles to avoid risk, thus reducing the degree of coupling between vehicles and improving path usage efficiency.The present disclosure further relates to a vehicle scheduling system, which includes at least one vehicle and a control platform. The control platform includes one or more processors and a storage device configured to store one or more programs, the one or more programs, when executed by the one or more processors, causing the one or more processors to perform. Petition 870220088131, dated 09 / 26 / 2022, pp. 147 / 167 39 / 40 the steps of any of the preceding vehicle scheduling methods.

[00197] Specific ways in which the control platform in the preceding modes performs the operations were described in detail in the modes related to the vehicle scheduling method, which are not described in detail in this document.

[00198] Based on the foregoing, in the present disclosure, path information acquired by a target vehicle is received, a topological map is sought, according to a global path of the target vehicle, for a target directional path compatible with the path information, then a sequence of passage preference nodes that includes multiple passage preference nodes is determined according to the target directional path and a coverage range of the target vehicle, and finally, in a case where each of the passage preference nodes in the sequence of passage preference nodes is in an unoccupied state, target passage preference nodes conforming to the global path are sent to the target vehicle to control the target vehicle to move according to the target passage preference nodes.According to the present disclosure, a corresponding position of a vehicle on a topological map is determined based on the vehicle's path information, such that a sequence of right-of-way nodes that can be occupied by the vehicle on the topological map is determined. In a case where each right-of-way node in the sequence of right-of-way nodes is not occupied, the vehicle is controlled to move according to target right-of-way nodes in the sequence of right-of-way nodes in accordance with a global path. Based on the global path, a path can be adjusted for each vehicle in real time without prejudging the possibility of a conflict between vehicles to avoid risk, thus reducing the degree of coupling between vehicles and improving path usage efficiency. Petition 870220088131, dated 09 / 26 / 2022, pp. 148 / 167 40 / 40

[00199] Implementations of the present disclosure are described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details of the previous implementations. Various simple variations may be made to the technical solutions of the present disclosure within the scope of the technical idea of ​​the present disclosure, and such simple variations shall fall within the scope of protection of the present disclosure.

[00200] Additionally, it should be noted that the specific technical features described in the specific deployments above can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, various possible combinations are not further described in this disclosure.

[00201] Furthermore, different implementations of the present disclosure may also be arbitrarily combined without departing from the idea of ​​the present disclosure, and such combinations should be considered as content revealed in the present disclosure. Petition 870220088131, dated 09 / 26 / 2022, pp. 149 / 167

Claims

1 / 7 CLAIMS 1. Vehicle scheduling method characterized by comprising: repeatedly performing the following steps according to a predefined scheduling period: receiving route information acquired by a target vehicle (101); searching, according to a global path of the target vehicle, for a topological map for a target directional path compatible with the route information (102); determining a sequence of target vehicle passage preference nodes according to the target directional path and a target vehicle coverage range, wherein the sequence of passage preference nodes comprises a plurality of passage preference nodes and the passage preference nodes are nodes on the topological map (103);and determine pass preference nodes compatible with the global path in the pass preference node sequence as target pass preference nodes in a case where each of the pass preference nodes in the pass preference node sequence is in an unoccupied state, and send the target pass preference nodes to the target vehicle, so that the target vehicle moves according to a path indicated by the target pass preference nodes (104).; 2. Method according to claim 1, wherein, prior to determining the sequence of target vehicle passage preference nodes according to the target directional path and the target vehicle coverage range, the method is characterized by further comprising: acquiring target vehicle attribute information from a predefined database (105), wherein the attribute information comprises: a vehicle length, a vehicle width, a maximum speed and a maximum braking distance of the target vehicle; determining a coverage length according to the vehicle length, the maximum speed and the maximum braking distance, determining a coverage width according to the vehicle width (107); and determining the coverage range according to the coverage length and the coverage width (103).

3. A method, according to any one of claims 1 or 2, characterized in that the path information comprises a current position coordinate, path angle and path direction of the target vehicle, and the search, according to the global path of the target vehicle, wherein the topological map for the target directional path is compatible with the path information, which comprises: searching the topological map for a target node, wherein a Euclidean distance between the target node and the position coordinate is the shortest (1201); and determining the target directional path from at least one adjacent path of the target node according to the global path, path angle and path direction (1022).

4. Method, according to claim 3, characterized by the determination of the target directional path from at least one adjacent path of the target node according to the global path, the travel angle and the travel direction comprising: determining the first adjacent path as the target directional path in a case where a first adjacent path exists in at least one adjacent path, wherein the first adjacent path belongs to the global path, a direction of the first adjacent path is compatible with the travel direction and a distance between the position coordinate and the first adjacent path is less than a first distance threshold; and issuing first alarm information in a case where the first adjacent path does not exist in at least one adjacent path, Petition 870260063458, dated 06 / 26 / 2026, p. 10 / 15 3 / 7 wherein the first alarm information is used to indicate that a target vehicle position is abnormal.

5. A method, according to any one of claims 1 to 4, characterized by determining the sequence of priority nodes for the target vehicle according to the target directional path and the coverage range of the target vehicle, comprising: determining priority nodes at two ends of the target directional path and priority nodes within the coverage range as the sequence of priority nodes.

6. A method according to claim 1, characterized by determining the right-of-way nodes compatible with the global path in the sequence of right-of-way nodes as the target right-of-way nodes in a case where each of the right-of-way nodes in the sequence of right-of-way nodes is in the unoccupied state, and sending the target right-of-way nodes to the target vehicle comprising: setting the state of each right-of-way node to an occupied state in a case where each of the right-of-way nodes in the sequence of right-of-way nodes is in the unoccupied state; sequentially determining the possibility of each of the right-of-way nodes in the sequence of right-of-way nodes belonging to the global path; determining right-of-way nodes that belong to the global path as the target right-of-way nodes;and send the target passage preference nodes to the target vehicle in a sequence order of passage preference nodes.

7. Method according to claim 1, characterized by further comprising: Petition 870260063458, dated 06 / 26 / 2026, page 11 / 15 4 / 7 determining, in a case where there is a first priority node in an occupied state in the sequence of priority nodes, an adjacent vehicle occupying the first priority node; determining the possibility of a deadlock existing between target priority nodes of history and a global path of the adjacent vehicle;In a case where there is no deadlock between the target historical passage preference nodes and the global path of the adjacent vehicle, send the target historical passage preference nodes to the target vehicle, so that the target vehicle moves according to a path indicated by the target historical passage preference nodes, wherein the target historical passage preference nodes are target passage preference nodes sent to the target vehicle in a last scheduling period, and the first passage preference node is any of the passage preference nodes in the sequence of passage preference nodes.

8. Method, according to claim 1, characterized by further comprising: determining, in a case where there is a first priority node in an occupied state in the sequence of priority nodes, an adjacent vehicle occupying the first priority node; determining the possibility of a deadlock existing between target priority nodes and a global path of the adjacent vehicle; and issuing second alarm information in a case where the deadlock exists between the target priority nodes and the global path of the adjacent vehicle, where the second alarm information is issued. Petition 870260063458, dated 06 / 26 / 2026, p.12 / 15 5 / 7 alarms are used to indicate that the target vehicle's global path is abnormal, the historical target passage preference nodes are target passage preference nodes sent to the target vehicle in a last scheduling period, and the first passage preference node is any of the passage preference nodes in the sequence of passage preference nodes.

9. A method according to any one of claims 2 to 5, wherein, before the global path is allocated to the target vehicle, the method is characterized by further comprising: searching, according to stationary information of the target vehicle, for the topological map for a stationary directional path compatible with the stationary information, wherein the stationary information comprises a stationary position and a stationary angle of the target vehicle; determining a sequence of stationary pass-by nodes of the target vehicle according to the stationary directional path and a stationary coverage range of the target vehicle, wherein the sequence of stationary pass-by nodes comprises a plurality of stationary pass-by nodes and the stationary pass-by nodes are nodes in the topological map;and define a state for each of the stationary passage preference nodes in the sequence of stationary passage preference nodes to an occupied state.

10. Method according to claim 9, wherein, prior to determining the sequence of stationary passage preference nodes of the target vehicle according to the stationary directional path and the stationary coverage range of the target vehicle, the method is characterized by further comprising: determining the stationary coverage range according to the vehicle length and vehicle width.

11. Vehicle scheduling device (200), characterized Petition 870260063458, dated 06 / 26 / 2026, page 13 / 15 6 / 7 by comprising: a receiving module (201), configured to receive route information acquired by a target vehicle; a compatibility module (202), configured to search, according to a global path of the target vehicle, for a topological map for a target directional path compatible with the route information; a determination module (203), configured to determine a sequence of target vehicle passage preference nodes according to the target directional path and a target vehicle coverage range, wherein the sequence of passage preference nodes comprises a plurality of passage preference nodes and the passage preference nodes are nodes on the topological map;and a sending module (204), configured to determine passage preference nodes compatible with the global path in the passage preference node sequence as target passage preference nodes in a case where each of the passage preference nodes in the passage preference node sequence is in an unoccupied state, and send the target passage preference nodes to the target vehicle, so that the target vehicle moves according to a path indicated by the target passage preference nodes.

12. Vehicle scheduling system characterized by comprising at least one vehicle and a control platform, wherein the control platform comprises: one or more processors; and a storage device storing one or more instructions, wherein the instructions, when executed by the one or more processors, cause the one or more processors to perform the steps of the vehicle scheduling method, as defined in any of claims 1 to 10, based on physical vehicle displacement data (Petition 870260063458, dated 06 / 26 / 2026, p. 14 / 15 7 / 7) and to control the vehicle's movement (Petition 870260063458, dated 06 / 26 / 2026, p. 15 / 15).

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