A path lock-based in-field vehicle dispatching method, device and medium

Abstract

The application discloses an in-field vehicle scheduling method and device based on a path lock, and a medium, relates to the field of vehicle navigation, and comprises the following steps: determining a current in-field area and a long-time path lock existing in the in-field area; determining a specified vehicle corresponding to the current scheduling; performing path planning on the specified vehicle, and determining a hit long-time path lock; generating a navigation path for the current scheduling of the specified vehicle according to the remaining paths except a first specified path corresponding to the hit long-time path lock; determining that a short-time path lock exists on the navigation path in the process of the current scheduling; and controlling the specified vehicle to pass through a second specified path based on a single-vehicle passing rule. When path planning and navigation are performed, some special paths, on which vehicles are not allowed to pass at will, can be avoided, and more free and controllable path planning in the vehicle scheduling process is realized. On the premise that the vehicle path planning is not changed, the vehicle is required to pass by single-vehicle, and passing safety is ensured.

Description

Technical Field

[0001] This application relates to the field of unmanned vehicle scheduling, specifically to a method, device, and medium for scheduling vehicles within a site based on path locks. Background Technology

[0002] With the development of technology, more and more venues are equipped with driverless and automated navigation vehicles to perform corresponding tasks. For example, venues may include airports, train stations, parks, etc., and the tasks they perform may include carrying people and goods.

[0003] In existing on-site vehicle dispatching systems, the principle of shortest path is typically adopted when planning vehicle routes, meaning that the route planning process aims to minimize the distance traveled by vehicles. However, in actual operation, there may be objective reasons that prevent vehicles from freely traveling on certain special routes, and the existing on-site vehicle dispatching system cannot easily achieve this function. Summary of the Invention

[0004] To address the aforementioned issues, this application proposes an in-field vehicle scheduling method based on path locks, comprising:

[0005] The current area within the venue is determined, as well as the long-term path locks existing within the venue. The long-term path locks can lock a first designated path included in the venue for a long time based on the set vehicle prohibition rules, so that the first designated path after long-term locking prohibits at least some vehicles from passing through.

[0006] Identify the designated vehicle for this dispatch, and obtain the vehicle information corresponding to the designated vehicle, as well as the starting point, destination, and dispatch task for this dispatch;

[0007] Based on the starting point and the ending point, a route is planned for the designated vehicle. During the route planning process, based on the vehicle information and / or the scheduling task, as well as long-term path locks with vehicle prohibition rules set in the current scanning period, the hit long-term path locks are determined.

[0008] Based on the remaining paths other than the first specified path corresponding to the hit long-term path lock, a navigation path is generated for the current scheduling of the specified vehicle.

[0009] The designated vehicle is controlled to perform this scheduling along the navigation path, and during this scheduling process, it is determined that there is a short-term path lock on the navigation path. The short-term path lock is based on the single vehicle passage rule set in the current scanning cycle, and the corresponding second designated path is locked for a short time.

[0010] The designated vehicle is controlled to travel along the second designated path based on the single-vehicle passage rule until the designated vehicle reaches the destination, thus completing this dispatch.

[0011] On the other hand, this application also proposes an in-field vehicle scheduling device based on path locks, comprising:

[0012] At least one processor; and,

[0013] A memory communicatively connected to the at least one processor; wherein,

[0014] The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the on-site vehicle scheduling method based on path locks as described in the above example.

[0015] On the other hand, this application also proposes a non-volatile computer storage medium storing computer-executable instructions, wherein the computer-executable instructions are configured as: the on-site vehicle scheduling method based on path locks described in the above example.

[0016] The in-field vehicle scheduling method based on path locks proposed in this application can bring the following benefits:

[0017] Long-term path locks are pre-set for each path according to its own state. During path planning, based on the vehicle's own state and scheduling tasks, special paths that vehicles are not allowed to pass freely can be avoided during path planning and navigation, allowing only certain vehicles to pass. This achieves more flexible and controllable path planning in the vehicle scheduling process and allows for optimization of the vehicle path planning algorithm according to business needs. Furthermore, for paths in some special areas, based on security considerations or business needs, short-term path locks can be used to require vehicles to pass one at a time without changing the vehicle path planning, ensuring traffic safety. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0019] Figure 1 This is a flowchart illustrating the in-field vehicle scheduling method based on path locks in this application embodiment;

[0020] Figure 2 This is a schematic diagram illustrating the generation of navigation paths in an embodiment of this application;

[0021] Figure 3 This is a schematic diagram of the process of hitting a long-term path lock in one scenario of the embodiments of this application;

[0022] Figure 4 This is a schematic diagram of the process of hitting a short-term path lock in one scenario of the embodiments of this application;

[0023] Figure 5 This is a schematic diagram illustrating a single path corresponding to a second specified path in an embodiment of this application;

[0024] Figure 6 This is a schematic diagram of a loop path corresponding to a second specified path in one scenario of an embodiment of this application;

[0025] Figure 7 This is a schematic diagram illustrating a second specified path corresponding to a circular path in another scenario of this application embodiment;

[0026] Figure 8 This is a schematic diagram of an in-field vehicle scheduling device based on path locks in an embodiment of this application. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below in conjunction with specific embodiments and corresponding drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0028] The technical solutions provided by the various embodiments of this application are described in detail below with reference to the accompanying drawings.

[0029] like Figure 1 As shown, this application provides an in-field vehicle scheduling method based on path locks, including:

[0030] S101: Determine the current area within the venue and the long-term path lock existing within the venue. The long-term path lock can lock a first designated path included in the venue for a long time based on the set vehicle prohibition rules, so that the first designated path after long-term locking prohibits at least some vehicles from passing.

[0031] The "site area" refers to an area within a relatively enclosed space, such as an airport waiting hall, train station, or enclosed park. The site area is pre-divided into paths, primarily those accessible by vehicles. All paths within the site are collected and divided according to certain rules. For example, roads roughly in the same direction are considered as one path, and roads with special shapes like loops are considered as another. Alternatively, the division can be done such that the sum of the resulting paths equals the sum of all paths within the site area, and that no paths intersect (the intersection of the two endpoints of a path is not considered an intersection).

[0032] Information corresponding to each path is pre-stored in the vehicle dispatching system. At least some paths in the path are equipped with long-term path locks. Long-term path locks can be opened or closed based on manual or automatic control. When closed, the long-term path lock is not effective. It only becomes effective after being opened and only applies to its corresponding path.

[0033] Long-term lockouts typically involve locking for an extended period, such as 12 hours or even longer. While locked, some or all vehicles are prohibited from passing through the first designated path. Alternatively, it can be configured to allow only certain vehicles to pass, thus prohibiting vehicles not permitted to pass.

[0034] S102: Determine the designated vehicle corresponding to this dispatch, and obtain the vehicle information corresponding to the designated vehicle, as well as the starting point, destination, and dispatch task corresponding to this dispatch.

[0035] The starting point is the current location of the designated vehicle, which is equipped with a positioning device that can be integrated with navigation and positioning systems (such as UWB and GPS). The destination and scheduling task can be manually entered or automatically generated by the system. Scheduling tasks can include various types, such as passenger transport tasks, cargo transport tasks, charging tasks, parking area change tasks, forklift loading tasks, and cargo unloading tasks. A scheduling task can include one or more of these types.

[0036] S103: Based on the starting point and the ending point, perform route planning for the designated vehicle, and during the route planning process, determine the hit long-term path lock based on the vehicle information and / or the scheduling task, as well as the long-term path lock with vehicle prohibition rules set in the current scanning period.

[0037] Vehicle information refers to information about the vehicle itself, such as vehicle size, maximum load capacity, and vehicle model. Different vehicle restriction rules correspond to different vehicles. For example, a vehicle restriction rule set on a certain first designated path prohibits vehicles exceeding a certain size from passing. If the vehicle information determines that its own vehicle size exceeds the corresponding size, then it can be determined that the long-term path lock has been triggered.

[0038] The scan cycle is preset, and a scan is performed every other scan cycle to determine the long-term and short-term path locks present in the current cycle (short-term path locks are described in detail below). The scan cycle is typically 100-150ms.

[0039] S104: Generate a navigation path for the current scheduling of the specified vehicle based on the remaining paths other than the first specified path corresponding to the hit long-term path lock.

[0040] If a specified vehicle hits a long-term path lock, the first specified path corresponding to the long-term path lock will prohibit the specified vehicle from passing. In this case, the starting point and the ending point remain unchanged, and a navigation path is generated through the remaining path. The generated navigation path will not pass through the corresponding first specified path.

[0041] like Figure 2 As shown, a designated vehicle starts from point E and eventually needs to reach point B. The first designated path corresponding to the long-term path lock it hits is determined to be the path between point A and point F (for ease of description, this path is referred to as path AF; other paths below will be described in a similar manner, and...). Figure 2 In the case where path AF and path CB do not intersect, when formulating the navigation path, only the remaining paths other than path AF are considered. The final generated navigation path passes through points E, A, D, and C in sequence, and finally reaches point B. The other path (passing through points E, A, F, C, and B in sequence) is no longer considered.

[0042] S105: Control the designated vehicle to perform this scheduling along the navigation path, and determine that there is a short-term path lock on the navigation path during this scheduling process. The short-term path lock is based on the single vehicle passage rule set in the current scanning cycle, and the corresponding second designated path is temporarily locked.

[0043] As a vehicle travels along a navigation path, it may encounter obstacles on certain roads (such as narrow two-way roads) where vehicles in opposite lanes may interfere with each other. Relying solely on the vehicle's own perception to navigate the road can be affected by blind spots, potentially causing multiple vehicles to get stuck in the area or even collide.

[0044] Therefore, in addition to long-term path locks, short-term path locks can also be set within a path. Similar to long-term path locks, short-term path locks can lock a second designated path, but their effects and duration differ. Short-term locks typically last between 1 and 10 minutes, though this may vary depending on the actual situation. The "short-term lock" is derived by comparing it to a "long-term lock." During the lock period, specific vehicles (e.g., vehicles exceeding a certain size limit, or vehicles assigned to a specific task) are not restricted from passing; instead, vehicles must pass one at a time in an orderly fashion. "One at a time" means that only one vehicle is allowed to pass through the second designated path at any given time.

[0045] When performing route planning, only long-term path locks are considered, and short-term path locks are usually not considered. Furthermore, the generation and elimination time of short-term path locks is relatively short, and short-term path locks may be generated in the navigation path at any time. Therefore, the generated navigation path may contain a second specified path with short-term path locks.

[0046] S106: Control the designated vehicle to pass through the second designated path based on the single-vehicle passage rule until the designated vehicle reaches the destination, thus completing this dispatch.

[0047] Long-term path locks are pre-set for each path according to its own state. During path planning, based on the vehicle's own state and scheduling tasks, special paths that vehicles are not allowed to pass freely can be avoided during path planning and navigation, allowing only certain vehicles to pass. This achieves more flexible and controllable path planning in the vehicle scheduling process and allows for optimization of the vehicle path planning algorithm according to business needs. Furthermore, for paths in some special areas, based on security considerations or business needs, short-term path locks can be used to require vehicles to pass one at a time without changing the vehicle path planning, ensuring traffic safety.

[0048] In one embodiment, although the long-term path lock is maintained for a long time, it is not in a continuous state and can usually be opened and closed manually. However, in some cases, it may be necessary to open and close the long-term path lock extensively, which would be cumbersome to do manually.

[0049] Based on this, the current status of the corresponding area within the venue is obtained, which is determined by the current time and the number of people. The current time can include which time periods are being observed, while the number of people can be obtained based on statistics from the surveillance cameras in the venue.

[0050] Based on the area's status, add corresponding vehicle restriction rules to at least some of the long-term route locks existing within the area. For example, for the park, add long-term route locks to some routes during peak hours or evening periods to prevent accidents. For the waiting hall, add long-term route locks to some routes during peak hours or holidays.

[0051] When dispatching designated vehicles, in order to ensure the priority of some special tasks, the corresponding task priority is determined according to the dispatch task. The task priority is preset for each dispatch task. For example, the priority of the passenger transport task is higher than that of the cargo transport task. In the passenger transport task, the priority of transporting staff (e.g., airport staff) is higher than that of transporting other people (e.g., boarding passengers).

[0052] If the task priority is higher than the preset threshold, it means that the task is urgent. In this case, it is determined that the scheduling did not hit all long-term path locks, so there is no need to consider long-term path locks anymore, and all paths are opened to it.

[0053] Otherwise, if the task priority does not reach the preset threshold, the system determines whether a corresponding long-term path lock has been hit based on the vehicle information and / or scheduling task contained in the vehicle restriction rules. If a hit occurs, the designated vehicle must avoid the first designated path corresponding to the hit long-term path lock during path planning.

[0054] For example, designated vehicles operating within the facility are typically electrically powered, hence the usual charging areas. To ensure convenience and safety during charging, vehicles that do not require charging are generally discouraged from entering these areas. The calculation of whether charging is needed depends not only on the remaining battery power but also on whether the vehicle is idle during its assigned task. If idle, charging can proceed. Furthermore, production line activity can also be used to determine whether a vehicle currently needs charging.

[0055] Based on this, for the first long-term path lock in the charging area located within the site, if it is determined from the scheduling task that the designated vehicle does not need to charge during the current scheduling process, and / or the scheduling task is a freight task, then the first long-term path lock is determined to be triggered. When a vehicle does not need to charge, it is prevented from passing through the charging area. Furthermore, when a vehicle is performing a freight task, it is also not desired to pass through the charging area. When the vehicle is empty, it is allowed to enter the charging area for charging to ensure the safety of the charging area.

[0056] Additionally, in other scenarios, long-term path locks may be set for the first designated path. For example, the path corresponding to the forklift unloading area often takes a long time to unload. In this case, triggering a long-term path lock will prohibit all other vehicles from passing (except for vehicles with emergency tasks). Alternatively, long-term path locks may be set on narrow paths to prohibit large vehicles from passing.

[0057] In one embodiment, for a short-term path lock, a pre-defined second designated path is determined within the field area. The second designated path includes a single path or multiple paths with related relationships. The second designated path is pre-defined, and a short-term path lock is triggered when the second designated path meets certain conditions.

[0058] like Figure 4 As shown, after initializing the path and traversing the path to obtain all paths, it is determined whether the path on the way forward is the second designated path that has triggered the short-term path lock. It is then determined whether any vehicles have entered the path. If so, the short-term path lock is triggered, allowing only the vehicles currently in operation to pass through. If not, the short-term path lock is closed, and the system waits for the next vehicle to enter before restarting the lock.

[0059] Specifically, in actual execution, a locking attribute `blockKey` is added to all paths within the designated area, and the same key value `key` is assigned to the `blockKey` of all second-designated paths. When a vehicle other than the designated vehicle is detected entering a second-designated path, a token for that locking attribute `blockKey` is issued to the vehicle, and a short-term path lock is added to the second-designated path. At this time, only the vehicle carrying the token is allowed to pass through the second-designated path, enabling single-vehicle passage. After the vehicle leaves the second-designated path, the token is retrieved, and a token is issued to the next vehicle about to pass.

[0060] Furthermore, when determining the second designated path, all pre-divided paths within the site area are identified. The path division process can be as shown above, dividing the paths into the smallest units to ensure no intersections between paths, and determining the path type and location of each path. The path type mainly refers to whether the path is a single-lane or multi-lane road, and whether it is a one-way or two-way road.

[0061] At this point, multiple scenarios are identified to determine the second specified path.

[0062] In Example 1, when the second designated path contains only a single path, for each path, it is determined to be a two-lane path based on the path type. Two lanes can be one-way two lanes or two-way two lanes. When a vehicle with a scheduling task priority higher than the first preset level (referred to as the preset scheduling task) enters the path, it indicates that the scheduling task has a higher priority. Since two-lane roads are relatively narrow, allowing multiple vehicles to pass simultaneously might increase the probability of congestion and accidents; therefore, this path is designated as the second designated path. Figure 5 As shown, assuming path CD is a two-lane path, when two vehicles are traveling from point A and point B to point D respectively, if the scheduling task of one of the vehicles has a higher priority than the first preset level, then path CD will be designated as the second designated path, and only one vehicle is allowed to pass at a time. Of course, the vehicles can be sorted according to the priority of their scheduling tasks so that the vehicle with the higher priority can pass earlier, thereby ensuring scheduling safety.

[0063] When the second specified path includes multiple paths, the corresponding associations are generated in advance, so that these multiple paths can be used as the second specified path at the same time.

[0064] Example 2: Based on the path type, it is determined that the path belongs to a ring road, and the number of entrances and exits corresponding to the ring road is determined. When the number of entrances and exits is 1, it means that vehicles can only proceed along a fixed route within the ring road and eventually make a U-turn. If other vehicles follow, congestion is very likely to occur. Therefore, the path connecting this path to the entrance / exit (the path connecting to the entrance / exit is determined by its location) is designated as the second specified path. Figure 6 As shown, the circular path CBC and the path CA corresponding to entrance / exit point C are considered as multiple related paths, collectively forming the second designated path. When there are multiple entrances / exits, the path connected to the entrance / exit and belonging to a single lane is selected. Single-lane paths are more likely to experience congestion; therefore, the circular path and the single-lane path are associated as the second designated path. Figure 7 As shown, path BE and path DF are single lanes, and path CA is a two-lane road. In this case, the circular path CBC, as well as the paths BE and DF corresponding to the single lanes, are considered as multiple paths with an association relationship, and together they form the second specified path.

[0065] Example 3: Based on the path type, the path is determined to be a tidal path. In a tidal path, the direction of vehicle travel can be changed according to traffic flow demand. Therefore, the tidal path, as well as the path connected to the tidal path and located upstream of the tidal path, are designated as the second designated path, so that only single vehicles are allowed to travel.

[0066] Example 4: Based on the path type, if the path is determined to be a single-lane path, then the probability of congestion during oncoming traffic is relatively high. In this case, the path and the multi-lane paths adjacent to both ends of the path are designated as the second path.

[0067] Furthermore, as the designated vehicle moves along the navigation path, if it is determined that the navigation path exists, the cause of the short-term path lock can be determined, specifically whether it was caused by a vehicle entering a pre-arranged task within a two-lane path. Generally, the pre-arranged task has a higher priority and requires more time and space. Therefore, if it does not belong to the pre-arranged task, other causes take less time, and the vehicle can continue moving along the navigation path to pass through the second designated path.

[0068] If the path is found to be the first one, it indicates that continuing along the navigation path would be time-consuming. In this case, the priority of the designated vehicle's dispatch task and the distance between the designated vehicle and the second designated path are determined. If the dispatch task has a higher priority than the second preset level (the second preset level is lower than the first preset level, making the judgment range more lenient), the dispatch task execution time needs to be accelerated. If the distance is higher than the first preset distance, it means the current distance is relatively far, allowing for greater detour space. This prevents the need for reversing or other maneuvers to replan the route when the distance is close. Therefore, in this case, the current position is used as the new starting point, the second designated path is eliminated, and route planning is re-performed to save navigation time. Otherwise, the vehicle continues along the navigation path to pass the second designated path.

[0069] In one embodiment, during route planning, it is possible to plan multiple routes based on the current route, all of which meet the conditions and reach the destination. In this case, the route can be identified and diverted so that the designated vehicle can reach the destination as quickly as possible.

[0070] Specifically, based on the remaining paths other than the first specified path corresponding to the hit long-term path lock, multiple undetermined paths are generated with a start point and an end point, and each undetermined path can reach the end point.

[0071] For each pending path, a second designated path is identified. This second designated path may or may not trigger a short-term path lock. A first score is obtained for each pending path based on the weight and frequency of occurrence of the second designated path. The weight is determined by the cause of the short-term path lock for the second designated path. Among the causes, the probability of occurrence of a vehicle entering a pre-defined scheduling task from a two-lane path is generally very low, hence its weight is lower than other causes. The score for each second designated path on the pending path is obtained by multiplying its own weight by the frequency of occurrence of that cause. The scores for all causes are then summed to obtain the total first score. A higher first score indicates a higher likelihood of a second designated path occurring, which in turn increases the likelihood of a short-term path lock and thus increases navigation time.

[0072] For each pending path, the number of vehicles already traveling on that path is determined, and an evaluation coefficient is generated based on this number. For example, the evaluation coefficient is calculated proportionally based on the number of vehicles, and the evaluation coefficient is positively correlated with the number of vehicles. Similarly, the higher the evaluation coefficient, the more likely short-term path locking is to occur.

[0073] The second score is obtained by multiplying the first score by the evaluation coefficient. The higher the second score, the more likely short-term path locks are to occur, and the longer the vehicle navigation takes. Therefore, the pending path with the lowest second score is selected as the navigation path generated for the specified vehicle in this scheduling.

[0074] In one embodiment, the site area often includes complex building areas, such as airport waiting halls or office buildings within a campus. These building areas typically consist of multiple floors, and vehicles may need to move between these floors. For example, automated garbage trucks move via dedicated freight elevators, and passenger vehicles travel between underground parking lots and above-ground work areas.

[0075] For example, when the designated vehicle is an AGV (Automated Guided Vehicle), it can achieve cross-floor transportation through an interactive application with a smart elevator. The AGV-elevator interaction system first establishes a data communication link between the AGV and the smart elevator. The AGV requests registration from the smart elevator. After the smart elevator confirms successful registration, the AGV queries the floor where the smart elevator is located. The smart elevator then reports its floor. The AGV requests the smart elevator to open its door. Once the smart elevator door is open and held open, the AGV enters or exits the smart elevator. After the AGV stops sending door opening requests, the smart elevator closes its door, and the cross-floor transportation is successfully completed.

[0076] When vehicles navigate through building areas, using traditional navigation methods like GPS can easily lead to inaccurate positioning. Furthermore, due to the typically high volume of people, inertial navigation is also prone to inaccurate positioning. While visual navigation can address these issues, it requires significantly more computing power as the flow of people increases.

[0077] Based on this, it is determined that cross-floor scheduling is required in the navigation path. The navigation path identifies all the floors the designated vehicle will pass through. The vertical distance between different floors varies, and when the vehicle moves between elevators between floors, it is considered to still be on the floor it was on before taking the elevator. Based on the navigation path, the horizontal movement distance of the designated vehicle on each floor is determined, and floors where the horizontal movement distance exceeds a second preset distance (e.g., 10m) are identified. If the horizontal movement distance is very short, it indicates that the designated vehicle is only used for floor transfers on that floor and is not performing work on that floor.

[0078] For each designated floor, a positioning base station located on that floor is selected (multiple positioning base stations are set up on each floor for vehicle positioning; for example, they could be UWB base stations). For each floor other than the designated floors, the positioning base station corresponding to the last designated floor the vehicle passed through in the navigation path is selected. For example, if a vehicle is traveling from floor 1 to floor 3, passing through floor 2, floors 1 and 3 are designated floors, while floor 2 is not. In this case, the positioning base stations on floors 1 and 3 are the base stations set up on their respective floors, and are selected as the corresponding positioning base stations. For floor 2, the navigation path determines that the last designated floor passed through is floor 1, so the positioning base station on floor 1 is selected as the corresponding positioning base station for floor 2.

[0079] As the designated vehicle moves along the navigation route, its location is determined by the on-site positioning base station corresponding to the floor where the designated vehicle is currently located.

[0080] Specifically, the system determines the current floor of the designated vehicle and locates it using the first in-field positioning base station corresponding to that floor. If the current floor is the designated floor, the system locates the vehicle using the first in-field positioning base station located on that floor; otherwise, it locates the vehicle using the first in-field positioning base station located on the previous designated floor.

[0081] During the designated vehicle's movement, the navigation path determines that the designated vehicle has reached the entrance to the next floor (e.g., the elevator entrance) within a preset range (e.g., 10 meters). If it is determined that the second in-field positioning base station corresponding to the next floor has changed compared to the first in-field positioning base station, i.e., the next floor is also the designated floor, then while locating the designated vehicle through the first in-field positioning base station, the positioning information is simultaneously sent to the second in-field positioning base station through the first in-field positioning base station.

[0082] Once it is determined that the designated vehicle has arrived at the next floor, the designated vehicle is located simultaneously using both the first and second on-site positioning base stations, thus obtaining two sets of location information. After the designated vehicle has traveled beyond a third preset distance (e.g., 10 meters), the location tracking of the designated vehicle using the first on-site positioning base station is stopped, and the vehicle is located solely using the second on-site positioning base station.

[0083] When two positioning information are obtained by simultaneously using the first and second in-field positioning base stations, if the difference between the two positioning information does not exceed a preset difference (e.g., 2 meters), the positioning information corresponding to the second in-field positioning base station shall be used. If the difference exceeds the preset difference, it indicates that there may be a problem with the positioning. Visual navigation is then performed using the visual navigation device carried on the designated vehicle. At this time, positioning is still performed using the in-field positioning base station until the difference is lower than the preset difference or positioning of the designated vehicle using the first in-field positioning base station is stopped (at this time, the vehicle is far away from the elevator exit, which can ensure the accuracy of positioning). This can prevent the situation where the positioning accuracy is inaccurate due to the elevator shielding and other effects when the vehicle is within a third preset distance near the elevator entrance.

[0084] like Figure 8 As shown in the figure, this application embodiment also provides an in-field vehicle scheduling device based on path locks, including:

[0085] At least one processor; and,

[0086] A memory communicatively connected to the at least one processor; wherein,

[0087] The memory stores instructions that can be executed by the at least one processor, which enables the at least one processor to perform, for example, the in-field vehicle scheduling method based on path locks as described in any of the above embodiments.

[0088] This application also provides a non-volatile computer storage medium storing computer-executable instructions, wherein the computer-executable instructions are configured as: the in-field vehicle scheduling method based on path locks as described in any of the above embodiments.

[0089] The various embodiments in this application are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the device and medium embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the description of the method embodiments.

[0090] The devices and media provided in this application are one-to-one with the methods. Therefore, the devices and media also have similar beneficial technical effects as their corresponding methods. Since the beneficial technical effects of the methods have been described in detail above, the beneficial technical effects of the devices and media will not be repeated here.

[0091] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0092] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0093] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0094] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0095] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0096] Memory may include non-persistent storage in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0097] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0098] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0099] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A method for scheduling vehicles within a parking lot based on path locks, characterized in that, include: The current area within the venue is determined, as well as the long-term path locks existing within the venue. The long-term path locks can lock a first designated path included in the venue for a long time based on the set vehicle prohibition rules, so that the first designated path after long-term locking prohibits at least some vehicles from passing through. Identify the designated vehicle for this dispatch, and obtain the vehicle information corresponding to the designated vehicle, as well as the starting point, destination, and dispatch task for this dispatch; Based on the starting point and the ending point, a route is planned for the designated vehicle. During the route planning process, based on the vehicle information and / or the scheduling task, as well as long-term path locks with vehicle prohibition rules set in the current scanning period, the hit long-term path locks are determined. Based on the remaining paths other than the first specified path corresponding to the hit long-term path lock, a navigation path is generated for the current scheduling of the specified vehicle. The designated vehicle is controlled to perform this scheduling along the navigation path, and during this scheduling process, it is determined that there is a short-term path lock on the navigation path. The short-term path lock is based on the single vehicle passage rule set in the current scanning cycle, and the corresponding second designated path is locked for a short time. The designated vehicle is controlled to travel along the second designated path based on the single-vehicle passage rule until the designated vehicle reaches the destination, thus completing this dispatch.

2. The method according to claim 1, characterized in that, Based on the vehicle information and / or the scheduling task, and long-term path locks with vehicle prohibition rules set in the current scanning period, the hit long-term path locks are determined, specifically including: Obtain the current state of the area within the venue, which is based on the current time and the flow of people. Based on the state of the area, add corresponding vehicle restriction rules for at least some of the long-term path locks existing in the field area; Based on the scheduled task, the corresponding task priority is determined, wherein the task priority is preset for each scheduled task; If the priority of the task is higher than the preset threshold, it is determined that the current scheduling did not hit all long-term path locks; Otherwise, based on the vehicle information and / or scheduling task contained in the vehicle prohibition rules, it is determined whether the corresponding long-term path lock is hit. Specifically, for the first long-term path lock located in the charging area within the site area, if it is determined from the scheduling task that the designated vehicle does not need to be charged during this scheduling process, and / or the scheduling task is a freight task, then it is determined that the first long-term path lock is hit.

3. The method according to claim 1, characterized in that, During this scheduling process, it was determined that a short-term path lock existed on the navigation path, specifically including: A second designated path is pre-set in the field area, which includes a single path or multiple paths with related relationships. Add a locking attribute to all paths within the field area, and assign the same key value to the locking attribute of all second-specified paths; When a vehicle other than the designated vehicle is detected entering the second designated path, a token is issued to that vehicle, and a short-term path lock is added to the second designated path to allow only the vehicle carrying the token to pass through the second designated path. After the vehicle leaves the second designated path, the token is revoked.

4. The method according to claim 3, characterized in that, Determining a pre-defined second designated path within the field area specifically includes: Identify all the pre-divided paths within the field area, and determine the path type and location of each path; For each path, based on the path type, it is determined that the path is a two-lane path, and when the scheduling task of the vehicle entering the path is a preset scheduling task with a priority higher than the first preset level, the path is designated as the second specified path. Based on the path type, it is determined that the path belongs to a ring road, and the number of entrances and exits corresponding to the ring road is determined; when the number of entrances and exits is 1, the path connecting the path to the entrance and exit is designated as the second designated path; when the number of entrances and exits is multiple, the path connecting the path to the entrance and exit and belonging to a single lane is designated as the second designated path; the path connecting to the entrance and exit is determined by its location. Based on the path type, it is determined that the path belongs to a tidal path, and the tidal path, as well as the path connected to the tidal path and located upstream of the tidal path, are designated as the second specified path. If the path type is determined to be a single-lane path, then that path, along with the multi-lane paths adjacent to both ends of that path, will be designated as the second specified path.

5. The method according to claim 4, characterized in that, During this scheduling process, after determining that a short-term path lock exists on the navigation path, the method further includes: Determine the cause of the short-term path lock, whether it is caused by a vehicle entering a preset scheduling task in a two-lane path; If it does not belong to the specified path, continue along the navigation path to pass through the second designated path; If it is, then determine the priority of the scheduling task of the specified vehicle, and the current distance between the specified vehicle and the second specified path; If the priority of the scheduled task is determined to be higher than the second preset level, and the distance is determined to be higher than the first preset distance, then the current position is used as the new starting point, and the second specified path is filtered out before re-planning the path, where the second preset level is lower than the first preset level; otherwise, the navigation path is continued to proceed to pass through the second specified path.

6. The method according to claim 4, characterized in that, Based on the remaining paths excluding the first specified path corresponding to the hit long-term path lock, a navigation path is generated for the current scheduling of the specified vehicle, specifically including: Based on the remaining paths other than the first specified path corresponding to the hit long-term path lock, multiple undetermined paths are generated using the starting point and the ending point; For each pending path, a second designated path is determined on that pending path, and a first score is obtained for that pending path based on the weight and occurrence frequency of the second designated path. The weight is determined based on the cause of the short-term path lock corresponding to the second designated path, and among the causes, the weight corresponding to the cause caused by a vehicle entering a preset scheduling task in a two-lane path is lower than the weight corresponding to other causes. For each undetermined path, the number of vehicles already traveling on that path is determined, and an evaluation coefficient is generated based on the number of vehicles. The evaluation coefficient is positively correlated with the number of vehicles. The second score is obtained by multiplying the first score and the evaluation coefficient, and the pending path with the lowest second score is selected as the navigation path generated for the specified vehicle in this dispatch.

7. The method according to claim 1, characterized in that, Controlling the designated vehicle to perform this dispatch along the navigation path specifically includes: It is determined that cross-floor scheduling is required in the navigation path, and all floors that the specified vehicle passes through in the navigation path are determined, with different vertical heights between different floors; Based on the navigation path, determine the horizontal movement distance of the designated vehicle on each floor, and determine the designated floors where the horizontal movement distance exceeds a second preset distance; For each designated floor, a positioning base station located on that designated floor is selected as the on-site positioning base station corresponding to that designated floor; for each floor other than the designated floor, the on-site positioning base station corresponding to the last designated floor that the designated vehicle passed through in the navigation path is selected as the on-site positioning base station corresponding to that floor. As the designated vehicle moves along the navigation path, its location is determined by the on-site positioning base station corresponding to the floor where the designated vehicle is currently located.

8. The method according to claim 7, characterized in that, The designated vehicle is located using the on-site positioning base station corresponding to the floor where the designated vehicle is currently located. Specifically, this includes: The floor where the designated vehicle is currently located is determined, and the designated vehicle is located using the first in-field positioning base station corresponding to the current floor. Based on the navigation path, it is determined that the designated vehicle has reached the preset range of the entrance to the next floor. If it is determined that the second in-field positioning base station corresponding to the next floor has changed compared to the first in-field positioning base station, the designated vehicle is located through the first in-field positioning base station, and the positioning information is sent to the second in-field positioning base station through the first in-field positioning base station. Once it is determined that the designated vehicle has arrived at the next floor, the designated vehicle is located simultaneously through the first in-field positioning base station and the second in-field positioning base station, and the location of the designated vehicle through the first in-field positioning base station is stopped after the designated vehicle has traveled more than a third preset distance. If the difference between the positioning information corresponding to the first in-field positioning base station and the positioning information corresponding to the second in-field positioning base station exceeds a preset difference, then visual navigation is performed using the visual navigation device carried on the designated vehicle until the difference is lower than the preset difference or the positioning of the designated vehicle by the first in-field positioning base station is stopped.

9. A vehicle dispatching device based on path locks within a parking lot, characterized in that, include: At least one processor; as well as, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, which enables the at least one processor to perform, for example, the in-field vehicle scheduling method based on path locks as described in any one of claims 1 to 8.

10. A non-volatile computer storage medium storing computer-executable instructions, characterized in that, The computer-executable instructions are set to: the in-field vehicle scheduling method based on path lock as described in any one of claims 1 to 8.

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