Method and apparatus for guiding a vehicle into a flatbed trailer

Abstract

The application discloses a vehicle driving into a flat trailer guiding method and device, and belongs to the field of data processing, aiming to solve the problems of low efficiency and safety of the vehicle driving into the flat trailer. The method comprises the following steps: acquiring images of the flat trailer and the loading and unloading ramp; obtaining physical parameter information of the flat trailer and the loading and unloading ramp through a physical parameter extraction network model; constructing a trailer space coordinate model according to the physical parameter information of the flat trailer and the loading and unloading ramp; generating theoretical driving information of the towed vehicle on the flat trailer according to vehicle running parameters of the towed vehicle and the trailer space coordinate model; extracting the theoretical driving track to generate a theoretical position matrix of the towed vehicle; and determining guiding information of the towed vehicle driving into the flat trailer according to a theoretical driving speed interval, the theoretical position matrix and the trailer space coordinate model. Through the visual system, deep learning and human-computer interaction, the efficiency of the vehicle driving into the flat trailer is improved.

Description

Technical Field

[0001] This application relates to the field of data processing technology, and in particular to a method and device for guiding a vehicle into a flatbed trailer. Background Technology

[0002] Flatbed trucking refers to transporting multiple small vehicles together on a large flatbed trailer, thereby effectively utilizing space, reducing transportation costs, and improving transportation efficiency. This mode of transportation has obvious advantages in the car hauling industry, especially against the backdrop of urban traffic congestion and increasingly stringent environmental protection requirements.

[0003] Currently, drivers need to drive the towed vehicle to the designated location on a large flatbed trailer, and the driving time on the flatbed trailer is relatively long because the flatbed trailer is relatively long and has more than two layers. The higher the number of layers, the higher the requirements for the driver and the greater the danger. In this process, the large flatbed trailer pre-deploys the loading and unloading ramp. After the loading and unloading ramp is deployed, the trailer flatbed closest to the loading and unloading ramp (for example, the trailer flatbed is on the first or second layer) needs to be tilted to lower the rear end and raise the front end, thereby reducing the angle between the trailer flatbed and the loading and unloading ramp, making it easier for the towed vehicle to drive onto the trailer flatbed. Then, the towed vehicle needs to continue driving on the horizontal trailer flatbed to the designated location, thus completing the task of the towed vehicle driving onto the flatbed trailer.

[0004] However, the process of loading vehicles onto flatbed trailers relies heavily on manual guidance, which can easily lead to collisions. For example, drivers typically control the towed vehicle by visually observing the relative positions of the trailer flatbed and the vehicle being towed. Therefore, this process is inefficient and unsafe. Summary of the Invention

[0005] This application provides a method and device for guiding a vehicle into a flatbed trailer, which solves the problems of low efficiency and poor safety during vehicle loading.

[0006] The embodiments of this application adopt the following technical solutions:

[0007] On one hand, embodiments of this application provide a method for guiding a vehicle into a flatbed trailer. The method includes: upon receiving a guidance request for entering the flatbed trailer, acquiring images of the flatbed trailer and a loading / unloading ramp; identifying the images using a pre-trained physical parameter extraction network model to obtain physical parameter information of the flatbed trailer and the loading / unloading ramp; the physical parameter information including length, width, tilt angle, and safety edge distance; constructing a trailer spatial coordinate model based on the physical parameter information of the flatbed trailer and the loading / unloading ramp; generating theoretical driving information of the towed vehicle on the flatbed trailer based on the vehicle's operating parameters and the trailer spatial coordinate model; the theoretical driving information including a theoretical driving trajectory and a theoretical driving speed range; converting the theoretical driving trajectory to generate a theoretical position matrix of the towed vehicle; and determining guidance information for the towed vehicle to enter the flatbed trailer based on the theoretical driving speed range, the theoretical position matrix, and the trailer spatial coordinate model.

[0008] In one example, constructing the spatial coordinate model of the trailer flatbed based on its physical parameters specifically includes: determining the geometric center of the horizontal trailer flatbed as the origin of the global coordinate system, and determining the length, width, and height directions of the horizontal trailer flatbed as coordinate axis directions; determining the spatial coordinates of the horizontal trailer flatbed based on its physical parameters; determining the coordinates of the hinge point between the tilted trailer flatbed and the horizontal trailer flatbed; calculating the spatial coordinates of the tilted trailer flatbed based on its physical parameters and the hinge point coordinates; determining the coordinates of the connection point between the loading / unloading ramp and the tilted trailer flatbed; determining the spatial coordinates of the loading / unloading ramp based on its physical parameters and the connection point coordinates; and representing the spatial coordinates of the horizontal trailer flatbed, the tilted trailer flatbed, and the loading / unloading ramp using a three-dimensional mesh to obtain the spatial coordinate model of the trailer flatbed.

[0009] In one example, generating the theoretical driving information of the towed vehicle on the trailer flatbed based on the vehicle's operating parameters and the trailer's spatial coordinate model specifically includes: determining the similarity between the right triangle formed by the tilted trailer flatbed and the right triangle formed by the loading / unloading ramp; mapping the similarity to obtain the smoothness of the transition between the tilted trailer flatbed and the loading / unloading ramp; the smoothness representing the gentleness of the transition angle at the connection between the loading / unloading ramp and the tilted trailer flatbed; obtaining the driving speed constraint of the towed vehicle based on the smoothness and the vehicle's operating parameters; determining the effective driving area of ​​the trailer flatbed based on the trailer's spatial coordinate model and the safety edge distance; and generating the theoretical driving speed range and theoretical driving trajectory of the towed vehicle based on the trailer trajectory equation, the driving speed constraint, and the effective driving area.

[0010] In one example, determining the similarity between the right triangle formed by the tilt trailer flatbed and the right triangle formed by the loading and unloading ramp specifically includes: calculating the angle difference between the tilt angle of the tilt trailer flatbed and the tilt angle of the loading and unloading ramp, the length ratio between the length of the tilt trailer flatbed and the length of the loading and unloading ramp, and the height ratio between the front end height of the tilt trailer flatbed and the front end height of the loading and unloading ramp; and weighting and summing the angle difference, length ratio, and height ratio according to a similarity scoring function to obtain the similarity between the right triangle formed by the tilt trailer flatbed and the right triangle formed by the loading and unloading ramp.

[0011] In one example, obtaining the speed constraint conditions for the towed vehicle based on the smoothness and the vehicle operating parameters specifically includes: calculating the average angle between the tilt angle of the tilted trailer flatbed and the tilt angle of the loading / unloading ramp; calculating the braking coefficient of the towed vehicle, the length of the tilted trailer flatbed, and the average angle according to a preset maximum speed constraint function to obtain a first maximum speed; the maximum speed constraint function satisfies braking safety requirements; calculating the minimum stable power of the towed vehicle's engine and the average angle according to a preset minimum speed constraint function to obtain a first minimum speed; the minimum speed constraint function satisfies the power requirements for overcoming slope resistance; and obtaining the speed constraint conditions for the towed vehicle based on the smoothness, the first maximum speed, and the first minimum speed.

[0012] In one example, the step of determining the speed constraint condition of the towed vehicle based on the smoothness level, the first maximum driving speed, and the first minimum driving speed specifically includes: when the smoothness level is a smooth transition, determining the speed constraint condition of the towed vehicle based on the first maximum driving speed and the first minimum driving speed; when the smoothness level is basically smooth, determining the safety factor of the towed vehicle based on the angle difference between the tilt angle of the tilting trailer flatbed and the tilt angle of the loading / unloading ramp; the larger the ratio, the smaller the safety factor; calculating the product between the first maximum driving speed and the safety factor to obtain the second maximum driving speed; determining the speed constraint condition of the towed vehicle based on the second maximum driving speed and the first minimum driving speed; when the smoothness level is a non-smooth transition, determining the maximum of the tilt angle of the tilting trailer flatbed and the tilt angle of the loading / unloading ramp as the target tilt angle; obtaining the second minimum driving speed based on the preset minimum driving speed constraint function and the target tilt speed; and determining the speed constraint condition of the towed vehicle based on the second maximum driving speed and the second minimum driving speed.

[0013] In one example, based on the trailer trajectory equation, the driving speed constraints, and the effective driving area, the theoretical driving speed range and theoretical driving trajectory of the towed vehicle are generated. Specifically, this includes: converting the driving speed constraint values ​​into a theoretical driving speed range; obtaining the driving distance sequence of the towed vehicle according to the average speed of the theoretical driving speed range within a preset time window; using the driving distance sequence to quantify the vehicle's position progress at different times; substituting the driving distance sequence into the trailer trajectory equation to obtain the trajectory sequence of the towed vehicle; and determining the lateral boundary of the effective driving area as the constraint condition for the trajectory sequence to obtain the theoretical driving trajectory of the towed vehicle.

[0014] In one example, the theoretical driving trajectory is extracted to generate the theoretical position matrix of the towed vehicle. Specifically, this includes: extracting the position coordinate data of each time point in the trajectory sequence corresponding to the theoretical driving trajectory; converting each time point and its position coordinate data into an initial theoretical position matrix; and adjusting the position coordinates of the initial theoretical position matrix according to the trailer's tilt angle when the trailer's tilt angle is greater than a parking angle threshold to obtain the theoretical position matrix.

[0015] In one example, determining the guidance information for the towed vehicle to enter the flatbed trailer based on the theoretical driving speed range, the theoretical position matrix, and the trailer spatial coordinate model specifically includes: constructing a virtual model of the trailer spatial coordinate model; connecting the discrete points of the theoretical position matrix as target points in the virtual model to construct a virtual guide line; calculating the difference between the towed vehicle's current driving position and the target position in the matrix, and predicting the vehicle's driving speed based on the difference when the difference is greater than a preset difference threshold; rendering the guide line as a highlighted line with an arrow, and displaying the corresponding line color according to the vehicle's driving speed; wherein the arrow direction indicates the driving direction, and the line color dynamically changes according to the speed constraint of the theoretical driving speed range; and when the towed vehicle approaches the edge of the effective driving area, flashing the edge area in the virtual model.

[0016] On the other hand, embodiments of this application provide a vehicle driving into a flatbed trailer guidance device, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform any of the above-described vehicle driving into a flatbed trailer guidance method.

[0017] The above-described technical solutions adopted in the embodiments of this application can achieve the following beneficial effects:

[0018] Through a logical chain of vision systems, deep learning, spatial modeling, trajectory generation, matrix transformation, driving position recognition, and human-computer interaction guidance, precise control of the vehicle's entry into the carpooling process is achieved.

[0019] By constructing a physical parameter extraction network model combined with an image recognition vision solution, the vision system can automatically adapt to the on-site environment without the need for manual pre-measurement of trailer parameters or on-site input, and can accurately perceive even in adverse weather conditions (night, rain).

[0020] By constructing a trailer spatial coordinate model based on the physical parameters of the trailer flatbed and loading / unloading ramp, the spatial boundaries and safety constraints of the trailer can be quantified, avoiding risks such as vehicles slipping or colliding due to exceeding boundaries or angular deviations. The modular design of the physical parameters makes it applicable to trailer flatbeds of different specifications (such as trailers with different load capacities and tilt angles), giving it strong adaptability to various scenarios.

[0021] Based on the spatial coordinate model, the theoretical driving trajectory and speed range are generated by combining the operating parameters of the towed vehicle. This can guide the vehicle to enter smoothly with the optimal path and speed, reducing errors caused by human operation (such as understeering or oversteering, or collisions caused by sudden speed changes).

[0022] The theoretical position matrix, serving as quantifiable coordinate points, constructs virtual guide lines, providing drivers with guidance when entering the flatbed trailer. This is especially beneficial for new drivers unfamiliar with flatbed trailer scenarios, improving the efficiency of entering the trailer while ensuring the towed vehicle is safely and accurately driven to the designated location. Furthermore, the theoretical position matrix facilitates real-time verification of the deviation between the actual position and the theoretical trajectory by the trailer control system, enabling dynamic correction.

[0023] By generating AR guidance information, the guidance information becomes more intuitive, easier to understand and execute, reducing the driver's operational burden and achieving intuitive human-machine interaction. Attached Figure Description

[0024] To more clearly illustrate the technical solution of this application, some embodiments of this application will be described in detail below with reference to the accompanying drawings, in which:

[0025] Figure 1 A flowchart illustrating a method for guiding a vehicle into a flatbed trailer, as provided in an embodiment of this application;

[0026] Figure 2 This is a schematic diagram of a vehicle guiding device into a flatbed trailer, provided as 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] Some embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0029] Figure 1 This is a flowchart illustrating a method for guiding a vehicle into a flatbed trailer, as provided in an embodiment of this application. Certain input parameters or intermediate results in this process can be manually adjusted to help improve accuracy.

[0030] The analysis method involved in the embodiments of this application can be implemented as a boot server. For ease of understanding and description, the following embodiments will be described in detail using a server as an example.

[0031] It should be noted that the server can be a single device or a system composed of multiple devices, i.e., a distributed server. This application does not make any specific limitations on this.

[0032] Figure 1 The process includes the following steps:

[0033] S101: Upon receiving a request for guidance to enter the trailer flatbed, acquire images of the trailer flatbed and the loading / unloading ramp.

[0034] It should be noted that visual images are captured by a vision camera deployed on the trailer's flatbed, and users can also upload the captured images.

[0035] S102: The image is identified by a pre-trained physical parameter extraction network model to obtain the physical parameter information of the trailer flatbed and the loading and unloading ramp; the physical parameter information includes length, width, tilt angle and safety edge distance.

[0036] In some embodiments of this application, it is necessary to pre-train a physical parameter extraction network model. Deep learning models (such as CNN and Transformer) can be trained end-to-end to learn the mapping relationship from raw pixels to physical parameters.

[0037] For example, feature extraction: convolutional layers automatically learn to identify key structures in images (such as trailer edges, ramp contours, and tire positions). Geometric reasoning: deep layers of the network incorporate spatial constraints (such as perspective geometry and dimensional relationships) to regress physical quantities. Multi-task output: identifying multiple parameters (width, angle, distance, etc.).

[0038] It should be noted that the network architecture can be image input, ResNet backbone, global average pooling, fully connected layers, and parameter output. The training data includes a large number of labeled images and labeled physical parameter values ​​(e.g., manually measured trailer width, length, angle, and set edge distances).

[0039] Furthermore, data augmentation strategies can be employed during training to simulate rain, fog, or nighttime conditions (e.g., adjusting brightness or adding noise).

[0040] It should be noted that a multimodal fusion approach can also be adopted. When deploying LiDAR on a trailer, image and point cloud data can be simultaneously input into the network model. In this case, the network model is a dual-branch network, which can process the image and 3D point cloud separately, and output parameters after feature fusion.

[0041] In some embodiments of this application, another training method can also be used. The physical parameter extraction network model trained in this method can be used to identify different regions of an image (e.g., the trailer flatbed body of each layer, loading and unloading ramps) and output depth information. Then, the system combines the depth information with the point cloud data from the LiDAR to construct a three-dimensional spatial model. Finally, the physical parameter information of the trailer flatbed and the loading and unloading ramps is extracted from the three-dimensional spatial model.

[0042] S103: Construct a spatial coordinate model of the trailer based on the physical parameters of the trailer flatbed and loading / unloading ramp.

[0043] It should be noted that the guidance request information can also upload some physical parameter information of the trailer flatbed and loading ramp. When the entry guidance request of the trailer flatbed is received, it means that the trailer has been deployed and is waiting for the towed vehicle to enter.

[0044] In some embodiments of this application, the process of constructing the trailer spatial coordinate model is as follows:

[0045] First, determine the origin and coordinate axis directions of the global coordinate system.

[0046] In this system, the geometric center of the horizontal trailer flatbed is taken as the origin of the coordinate system, the X-axis is set along the length of the flatbed, the Y-axis is set along the width of the flatbed, and the Z-axis is set perpendicular to the surface of the flatbed.

[0047] Then, based on the physical parameters of the horizontal trailer flatbed, the spatial coordinates of the horizontal trailer flatbed are determined.

[0048] Based on this, the length of the horizontal trailer flatbed is Width is The height is At that time, the X-axis range of the horizontal trailer flatbed belongs to ( The Y-axis range belongs to ( The Z-axis is .

[0049] Then, determine the coordinates of the hinge point between the tilt trailer flatbed and the horizontal trailer flatbed.

[0050] For example, the coordinates of the hinge point are ( ).

[0051] It should be noted that the tilting direction is that the front end is raised and the rear end connects to the ramp.

[0052] Then, based on the physical parameters of the tilt trailer flatbed and the coordinates of the hinge point, the spatial coordinates of the tilt trailer flatbed are calculated.

[0053] In this case, the hinge point can be considered as the center of rotation, and the tilting trailer flatbed can be rotated around the Y-axis of the hinge point by a tilt angle.

[0054] For example, suppose the length of the tilt trailer flatbed is Width is The front end is at a height of 1 / 3 of the ground. The tilt angle is The height of the rear end above the ground is .

[0055] Based on this, the X-axis range of the tilting trailer flatbed belongs to ( The Y-axis range belongs to ( The Z-axis range belongs to ( ). ).

[0056] Then, determine the coordinates of the connection point between the loading / unloading ramp and the tilting trailer flatbed.

[0057] For example, the coordinates of the connecting point are ( 0 ).

[0058] Then, based on the physical parameters of the loading and unloading ramp and the coordinates of the connection points, the spatial coordinates of the loading and unloading ramp are determined.

[0059] Assume the length of the loading / unloading ramp is Width is The tilt angle is .

[0060] It should be noted that the rear end of the loading and unloading ramp usually contacts the ground; therefore, the rear end is 0 meters above the ground.

[0061] Based on this, the X-axis range of the loading and unloading ramp belongs to ( The Y-axis range belongs to ( The Z-axis range belongs to (0, ), ).

[0062] Finally, the spatial coordinates of the horizontal trailer flatbed, the inclined trailer flatbed, and the loading / unloading ramp are represented by a three-dimensional mesh to obtain the spatial coordinate model of the trailer flatbed.

[0063] S104: Based on the vehicle operating parameters of the towed vehicle and the trailer spatial coordinate model, generate the theoretical driving information of the towed vehicle on the trailer flatbed; the theoretical driving information includes the theoretical driving trajectory and the theoretical driving speed range.

[0064] In some embodiments of this application, the slope of the tilt trailer flatbed and the slope of the loading / unloading ramp may be the same or different. Therefore, the greater the difference in slope between the two, the higher the degree of abrupt change in the transition angle between the tilt trailer flatbed and the loading / unloading ramp. A higher degree of abrupt change in angle is more likely to cause bumps, tire slippage, or trajectory deviation.

[0065] By combining the geometric properties of similar triangles, complex segmented tilted structures can be transformed into proportional relationships, providing high-precision trajectory guidance, safety boundary verification, and dynamic control basis for vehicle driving. This is especially suitable for intelligent loading scenarios with multiple vehicle types and multi-layer tilted structures in large-scale carpooling.

[0066] It should be noted that if the right triangle formed by the tilting trailer flatbed and the right triangle formed by the loading and unloading ramp are very similar, it means that the slopes of the loading and unloading ramp and the tilting trailer flatbed are almost the same. When the towed vehicle transitions from the loading and unloading ramp to the tilting trailer flatbed, the vertical ascent or descent rate is uniform, and the gravity distribution of the towed vehicle is the same on the loading and unloading ramp and the tilting trailer flatbed. This reduces the frequency of control strategy switching and allows for smooth connection of driving trajectories, simplifying path planning.

[0067] It should be noted that in uphill scenarios, the vehicle can be considered to need to overcome constant resistance, and the upper speed limit is limited by engine power, while the lower speed limit is constrained by braking performance to avoid loss of control.

[0068] Based on this, the process of generating the theoretical driving information of the towed vehicle on the trailer flatbed is as follows:

[0069] First, determine the similarity between the right triangle formed by the tilt trailer flatbed and the right triangle formed by the loading and unloading ramp.

[0070] Then, the similarity is mapped to obtain the smoothness of the transition between the tilt trailer flatbed and the loading / unloading ramp. The smoothness is used to represent the gentleness of the transition angle at the connection between the loading / unloading ramp and the tilt trailer flatbed.

[0071] In other words, the smoothness here describes whether the transition angle at the connection between the ramp and the trailer is gentle. The greater the angle difference at the connection, the lower the speed is required to enter.

[0072] It should be noted that the smoothness level can include smooth transition, basically smooth, and non-smooth transition. Smooth transition means that it can be directly connected without special processing, basically smooth means that slight speed adjustment is required, and non-smooth transition means that significant speed adjustment is required.

[0073] Then, based on the smoothness and vehicle operating parameters, the driving speed constraints of the towed vehicle are obtained.

[0074] For example, when driving uphill, if the connection between the loading / unloading ramp and the inclined trailer flatbed suddenly becomes steep, the vehicle is at risk of being bumped or slipping.

[0075] Then, based on the trailer's spatial coordinate model and the distance to the safety edge, the effective driving area of ​​the trailer flatbed is determined.

[0076] Wherein, when the safety distance is d, the Y-axis range of the effective travel area of ​​the horizontal trailer flatbed belongs to [ The Y-axis range of the effective driving area of ​​the tilting trailer flatbed belongs to [ )).

[0077] Finally, based on the towing trajectory equation, speed constraints, and effective driving area, the theoretical speed range and theoretical driving trajectory of the towed vehicle are generated.

[0078] In some embodiments of this application, the process of calculating similarity is as follows:

[0079] Calculate the angle difference between the tilt angle of the tilt trailer flatbed and the tilt angle of the loading / unloading ramp, calculate the length ratio between the length of the tilt trailer flatbed and the length of the loading / unloading ramp, and calculate the height ratio between the front height of the tilt trailer flatbed and the front height of the loading / unloading ramp.

[0080] Based on the similarity scoring function, the angle difference, length ratio, and height ratio are weighted and summed to obtain the similarity between the right triangle formed by the tilted trailer flatbed and the right triangle formed by the loading and unloading ramp.

[0081] The similarity scoring function can be as follows:

[0082]

[0083] in, The weighting coefficient for the angle term is used to control the proportion of contribution of the angle difference to the similarity score. The sensitivity coefficient is the angle difference. The larger the angle difference, the greater its inhibitory effect on the score.

[0084] in, hour, =1 indicates that the contribution is greatest when the angles are exactly the same.

[0085] also, For length ratio, For height proportions, This is the weighting coefficient for the length-to-height ratio, used to control the contribution of the ratio to the similarity score. This is the sensitivity coefficient for the proportional difference.

[0086] in, When it is larger, The smaller the value of ), the greater the difference in proportion and the lower the similarity.

[0087] It should be noted that the greater the angle difference, the more drastic the change in slope (such as suddenly changing from a gentle slope to a steep slope), which can easily cause vehicles to bump or deviate from their trajectory. Therefore, the similarity should decrease exponentially.

[0088] In some embodiments of this application, the process of obtaining the speed constraint conditions of the towed vehicle is as follows:

[0089] First, calculate the average angle between the tilt angle of the tilt trailer flatbed and the tilt angle of the loading / unloading ramp.

[0090] It should be noted that the average angle reflects the impact of the overall gradient on braking and uphill performance, adapting to the specific characteristics of flatbed trucking scenarios. In such scenarios, the tilt angle of two-story or higher trailers is typically larger, and the slope length is longer (e.g., the upper ramp is steeper in double-layer transport). In this case, taking the average angle is essentially a conservative design approach. Even if the loading and unloading ramp angle is relatively small, the average angle still needs to meet the stringent conditions of the trailer flatbed to ensure that braking safety and power requirements are met even under the most unfavorable operating conditions (such as upper-layer transport).

[0091] Then, based on the preset maximum driving speed constraint function, the braking coefficient of the towed vehicle, the length and average angle of the tilted trailer flatbed are calculated to obtain the first maximum driving speed; the maximum driving speed constraint function satisfies the braking safety requirements.

[0092] It should be noted that in the scenario of large flatbed truck sharing, the tilt angle is usually greater and the slope length is longer for the second floor and above, and there is a greater need to meet the braking safety requirements. Therefore, the length of the tilted trailer flatbed is used for calculation in this case.

[0093] In addition, based on the preset minimum driving speed constraint function, the minimum stable power of the towed vehicle's engine and the average angle are calculated to obtain the first minimum driving speed; the minimum driving speed constraint function satisfies the power requirement to overcome the slope resistance.

[0094] Finally, based on the smoothness, the first maximum travel speed, and the first minimum travel speed, the travel speed constraints of the towed vehicle are obtained.

[0095] It should be noted that when the vehicle models are the same, the aforementioned vehicle operating parameters (such as braking coefficient and minimum stable engine power) are identical. Furthermore, carpooling on flatbed trucks is often used in scenarios involving the transport of batches of new cars from 4S dealerships. Therefore, the speed constraints for vehicles of the same model are identical in this case, and with the tilt angle remaining constant, there is no need for repeated calculations. For example, multiple vehicles of the same model may need to enter the same level.

[0096] The process of obtaining the speed constraints of the towed vehicle based on the smoothness, the first maximum speed, and the first minimum speed is as follows:

[0097] When the smoothness level is smooth transition, the speed constraint conditions of the towed vehicle are determined based on the first maximum driving speed and the first minimum driving speed.

[0098] When the smoothness level is basically smooth, the calculation process is as follows:

[0099] The safety factor of the towed vehicle is determined by the ratio between the angle difference and a preset angle difference threshold. The larger the ratio, the smaller the safety factor.

[0100] The second maximum speed is obtained by multiplying the first maximum speed by the safety factor.

[0101] The speed constraints of the towed vehicle are determined based on the second maximum speed and the first minimum speed.

[0102] When the smoothness level is non-smooth transition, the calculation process is as follows:

[0103] The target tilt angle is determined by the greater of the tilt angle of the tilt trailer flatbed and the tilt angle of the loading / unloading ramp.

[0104] The second minimum driving speed is obtained based on the preset minimum driving speed constraint function and the target tilt angle.

[0105] The speed constraints of the towed vehicle are determined based on the second maximum speed and the second minimum speed.

[0106] It should be noted that the maximum driving speed must be sufficient to brake in time on an inclined trailer flatbed (for example, when climbing a slope above the second floor of a large flatbed truck, there is a risk of the vehicle slipping backwards), and the minimum driving speed must be sufficient to overcome the slope resistance.

[0107] For example, when the smoothness level is smooth transition, the driving speed constraint can be as follows:

[0108]

[0109] in, The braking coefficient of the towed vehicle. The length of the tilting trailer flatbed is given, and the tilt angle of the loading / unloading ramp is given. The tilt angle of the tilt trailer flatbed is , For the engine's minimum stable power, For the quality of the towed vehicle. This refers to gravitational acceleration. The braking coefficient plays a crucial role in precise parking control. The engine's minimum stable power determines the vehicle's low-speed handling stability.

[0110] It should be noted that, It is a safety redundancy design, and during the process of large-board carpooling, by reserving sufficient power margin, it can cope with different slope changes and environmental interferences on multiple levels.

[0111] Furthermore, when the smoothness level is at the level of basically smooth transition and non-smooth transition, a safety factor is introduced to reduce the maximum speed when approximately similar, in order to cope with the increased braking distance or impact risk caused by slight angle differences. The speed limit is restricted by the gravity component of the slope; the steeper the slope, the lower the permissible speed. The process of generating the safety factor is as follows:

[0112] First, the function of the safety factor is as follows:

[0113] p

[0114] in, This is the angle difference between the tilt angle of the tilting trailer flatbed and the tilt angle of the loading / unloading ramp. The maximum allowable angle difference threshold.

[0115] It should be noted that the safety factor decreases as the angle difference increases, which reflects that the larger the angle difference, the lower the safety redundancy.

[0116] When the smoothness level is basically smooth, the driving speed constraint can be as follows:

[0117]

[0118] in, This is the safety factor when the surface is basically smooth.

[0119] When the smooth speed transition is non-smooth, the driving speed constraint can be as follows:

[0120]

[0121] in, This is the safety factor for non-smooth transitions.

[0122] It should be noted that the angle difference during the non-smooth transition may lead to a significant increase in actual resistance. Therefore, a larger single slope angle should be used instead of the average slope to avoid insufficient power.

[0123] In some embodiments of this application, the theoretical speed range and theoretical trajectory of the towed vehicle are generated as follows:

[0124] The trajectory equation can be as follows:

[0125]

[0126] It should be noted that E refers to the tilt angle of the flatbed or the tilt angle of the loading / unloading ramp. For example, E is 0 on a horizontal trailer flatbed, and E is 10 on a tilted trailer flatbed. E is at the loading / unloading ramp , For driving distance, .

[0127] Based on this, the numerical values ​​of the driving speed constraint are converted into the theoretical driving speed range.

[0128] Furthermore, the process of generating the theoretical driving trajectory is as follows:

[0129] First, the travel distance sequence of the towed vehicle is obtained based on the average speed within a preset time window and the theoretical travel speed range. The travel areas corresponding to the travel distance sequence include horizontal trailer flatbeds, tilt trailer flatbeds, and loading / unloading ramps.

[0130] It should be noted that the travel distance sequence is used to represent the total distance traveled by the towed vehicle at different times, arranged in chronological order. In other words, the travel distance sequence is the result of discretizing the continuous travel process using time windows and average speed, and is used to quantify the vehicle's position progress at different times.

[0131] Then, the travel distance sequence is substituted into the trailer trajectory equation to obtain the trajectory sequence of the towed vehicle.

[0132] It should be noted that the trajectory sequence is a set of discrete position coordinate data points.

[0133] Finally, the lateral boundary of the effective driving area is determined as the constraint condition of the trajectory sequence, and the theoretical driving trajectory of the towed vehicle is obtained.

[0134] It should be noted that the theoretical driving trajectory refers to the path of the towed vehicle as it travels, consisting of a set of discrete position coordinates. Different towed vehicles will be placed in different positions on the trailer, therefore, the trajectory on the flatbed will also be different.

[0135] It should be noted that the theoretical driving trajectory and theoretical driving speed range can also be adjusted by taking into account the influence of meteorological information.

[0136] Based on this, the environmental impact factors of the towing service are determined according to the meteorological information of the towing time. These environmental impact factors include sunlight, rain, and snow.

[0137] Based on the environmental impact factor value, compensation is made for the driving speed constraint and the effective driving area.

[0138] For example, the dimmer the light or the heavier the rain or snow, the lower the driving speed and the smaller the effective driving area (which is equivalent to increasing the safety margin distance).

[0139] Based on the compensated driving speed constraints, the theoretical driving speed range of the trailer flatbed is adjusted, and based on the compensated effective driving area, the theoretical driving trajectory of the trailer flatbed is adjusted.

[0140] It should be noted that, even without combining meteorological information, road surface images can be captured by the trailer's visual camera. A road surface condition neural network model can then be used to identify special road surface conditions such as water accumulation and glare to assess the degree of slippage. This slippage level is then converted into a compensation coefficient. The higher the slippage level, the smaller the compensation coefficient, resulting in a lower driving speed and a smaller effective driving area.

[0141] S105: Extract the theoretical driving trajectory to generate the theoretical position matrix of the towed vehicle.

[0142] In some embodiments of this application, the theoretical position matrix can be The data is a two-dimensional array, with each row corresponding to the location information at a given moment. However, since large-scale carpooling may not be able to find a suitable pick-up location when going to the destination, i.e., the trailer may not be parked on a flat surface, the driving trajectory needs to be adjusted in consideration of the impact of the trailer's parking location.

[0143] Based on this, the process of generating the theoretical position matrix of the towed vehicle is as follows:

[0144] First, extract the position coordinate data for each time point from the trajectory sequence corresponding to the theoretical driving trajectory.

[0145] Then, the location coordinates of each time point are converted into an initial theoretical location matrix.

[0146] Then, when the trailer's tilt angle is greater than the parking angle threshold, the position coordinates of the initial theoretical position matrix are adjusted according to the trailer's tilt angle to obtain the theoretical position matrix.

[0147] It should be noted that the visual system can identify the ground level or parking space markings to calculate the angle between the trailer and the horizontal plane. Alternatively, the trailer's IMU can directly output the pitch angle (the angle at which the front of the trailer tilts up and down).

[0148] Since the trailer typically has a slope along the direction of the incline when it tilts at a large angle, the adjustment expression can be as follows:

[0149]

[0150] in, To adjust the Z-axis coordinate, The original Z-axis coordinates, For driving distance, The tilt angle of the trailer.

[0151] S106: Based on the theoretical driving speed range, the theoretical position matrix, and the trailer spatial coordinate model, determine the guidance information for the towed vehicle to enter the flatbed trailer.

[0152] In some embodiments of this application, the process of determining the guidance information for the towed vehicle to enter the flatbed trailer is as follows:

[0153] First, construct a virtual model of the trailer's spatial coordinates.

[0154] Then, the discrete points of the theoretical position matrix are connected as target points of the virtual model to construct virtual guide lines.

[0155] It should be noted that virtual guide lines can refer to two guide lines parallel to a flat surface or ramp located at the edge of the effective driving area. For example, the distance between the guide lines and the edge of the effective driving area is less than a guide distance threshold. Furthermore, virtual guide lines can also dynamically change based on the geometric parameters of different vehicles.

[0156] The generation process of the virtual guide line can be as follows: Spline interpolation is performed on discrete points in the theoretical position matrix to generate a continuous and differentiable curve, avoiding abrupt changes in the turning angle. For example, cubic spline interpolation is used to calculate the intermediate trajectory points between adjacent points to ensure curvature continuity.

[0157] It should be noted that, in the case of a flatbed trailer, the vehicle speed cannot be obtained when the towed vehicle is not connected to the guidance software. Therefore, this application can predict the speed of the vehicle by using a theoretical position matrix.

[0158] Based on this, the difference between the towed vehicle's current position and the target position in the matrix is ​​calculated. That is, the real-time position of the vehicle at the current time and the target position in the matrix at the current time.

[0159] When the difference exceeds a preset difference threshold, the vehicle speed is predicted based on the difference. For example, the driving speed of the theoretical position matrix is ​​the average speed of the theoretical driving speed range. Therefore, the ratio of the difference to the driving time is calculated, and the vehicle speed is obtained by summing or subtracting the ratio from the average speed.

[0160] Therefore, speed warnings can be given to towed vehicles, such as indicating that they are going too fast and need to slow down.

[0161] It should be noted that this is assumed the towed vehicle is traveling at approximately a constant speed when entering the trailer. Considering the multi-level nature of flatbed trucking, in actual operation, for safety reasons, the driver of the towed vehicle usually also drives at a relatively stable speed when entering the flatbed truck.

[0162] Furthermore, the guide lines are rendered as highlighted lines with arrows, the direction of which indicates the driving direction, and the line color changes dynamically according to the speed constraint.

[0163] For example, the speed is one color when it is within the theoretical driving speed range, another color when it is close to the upper or lower speed limit, and it must be adjusted to another color immediately when it exceeds the speed limit.

[0164] It should be noted that when the vehicle speed is available, the actual vehicle speed has a higher priority than the predicted speed.

[0165] In addition, when the towed vehicle approaches the edge of the effective driving area, the edge area is highlighted in the virtual model. For example, the distance between the tire position of the towed vehicle and the edge of the effective driving area is less than a preset distance threshold.

[0166] Specifically, when the distance between the towed vehicle and the boundary of the effective driving area is less than a preset distance threshold, it can be determined that the towed vehicle is approaching the edge of the effective driving area.

[0167] It should be noted that the vehicle's driving position can be obtained based on the vision system of this application, using pattern recognition technology to achieve accurate monitoring of the vehicle's actual position relative to the trailer edge, as detailed below:

[0168] Tire-Edge Relationship Analysis (Pattern Recognition): Utilizing image processing techniques (such as Hough transform for tire edge detection) and machine learning classifiers (such as SVM), the system analyzes the relative positional relationship between the vehicle tires and the visual edges of the trailer flatbed in real time. The system determines whether the tires are in a safe, critical, or dangerous (over-line or out-of-bounds) state.

[0169] In addition, when sensors are installed on the trailer, the tire position information of the towed vehicle can also be obtained through the sensors installed on the trailer.

[0170] It should be noted that when the towed vehicle is connected to the trailer control system via wireless communication, the vehicle's real-time attitude data (position, speed, acceleration, heading angle) can be transmitted to the trailer control system.

[0171] It should be noted that the slope change points in the theoretical position matrix can also be displayed as icons in the virtual model in advance.

[0172] In some embodiments of this application, steering angle guidance commands can also be generated based on the theoretical position matrix, which is particularly suitable for unmanned driving scenarios of towed vehicles.

[0173] First, continuous discrete target points are selected from the theoretical position matrix, and the coordinates of adjacent discrete points of the target discrete points are extracted for calculating the instantaneous curvature.

[0174] Then, based on the instantaneous curvature formula and the position information of the three discrete points, the instantaneous curvature of the target discrete point is obtained.

[0175] Finally, based on the wheelbase and instantaneous curvature of the towed vehicle, the front wheel steering angle at the corresponding time point of the target discrete point is calculated.

[0176] It should be noted that in autonomous driving scenarios, based on the preceding description, the speed of the towed vehicle can also be corrected in a timely manner based on the theoretical position matrix.

[0177] It should be noted that, although the embodiments in this application are based on... Figure 1 Steps S101 to S106 will be described sequentially, but this does not mean that steps S101 to S106 must be performed in a strict order. The reason this embodiment follows this order is... Figure 1 The order in which steps S101 to S106 are described is provided to facilitate understanding of the technical solutions of the embodiments of this application by those skilled in the art. In other words, in the embodiments of this application, the order of steps S101 to S106 can be appropriately adjusted according to actual needs.

[0178] pass Figure 1 The method, through a logical chain of vision system, spatial modeling, trajectory generation, matrix transformation, pattern recognition, and human-computer interaction guidance, achieves precise control of the vehicle's entry into the carpooling process.

[0179] By constructing a physical parameter extraction network model combined with an image recognition vision solution, it eliminates the need for manual pre-measurement of trailer parameters or on-site input. The vision system automatically adapts to the on-site environment and can accurately perceive even in adverse weather conditions (night, rain).

[0180] By constructing a trailer spatial coordinate model based on the physical parameters of the trailer flatbed and loading / unloading ramp, the spatial boundaries and safety constraints of the trailer can be quantified, avoiding risks such as vehicles slipping or colliding due to exceeding boundaries or angular deviations. The modular design of the physical parameters makes it applicable to trailers and flatbeds of different specifications (such as trailers with different load capacities and tilt angles), giving it strong adaptability to various scenarios.

[0181] Based on the spatial coordinate model, the theoretical driving trajectory and speed range are generated by combining the operating parameters of the towed vehicle. This can guide the vehicle to enter smoothly with the optimal path and speed, reducing errors caused by manual operation (such as understeering or oversteering, or shocks caused by sudden speed changes).

[0182] The theoretical position matrix, serving as quantifiable coordinate points, constructs virtual guide lines, providing drivers with guidance when entering the flatbed trailer. This is especially beneficial for new drivers unfamiliar with flatbed trailer scenarios, improving the efficiency of entering the trailer while ensuring the towed vehicle is safely and accurately driven to the designated location. Furthermore, the theoretical position matrix facilitates real-time verification of the deviation between the actual position and the theoretical trajectory by the trailer control system, enabling dynamic correction.

[0183] The system can also identify the vehicle's position by recognizing images during the vehicle's entry process.

[0184] By generating AR guidance information, the guidance information becomes more intuitive, easier to understand and execute, reducing the driver's operational burden and achieving intuitive human-machine interaction.

[0185] Furthermore, the above methods are adaptable to autonomous driving scenarios. The theoretical driving trajectory can be directly used as the reference path for autonomous vehicles, and the theoretical speed range can be converted into speed control commands. For example, the theoretical position matrix can be converted into the state space model input of the autonomous driving system and fused with onboard positioning data (such as GPS and inertial navigation) to achieve real-time pose verification (e.g., calculating the difference between the vehicle's real-time driving position and the matrix target position at the current time point). In addition, combined with the theoretical position matrix, steering angle guidance can be generated. Furthermore, the safety edge distance can be directly mapped to obstacle avoidance constraints for autonomous driving, preventing the vehicle from going off the edge of the flatbed or colliding with the trailer structure.

[0186] Based on the same idea, some embodiments of this application also provide devices and non-volatile computer storage media corresponding to the above methods.

[0187] Figure 2A schematic diagram of a vehicle-guided vehicle-entering-flatbed trailer provided in this application embodiment includes:

[0188] At least one processor; and,

[0189] A memory communicatively connected to the at least one processor; wherein,

[0190] The memory stores instructions executable by the at least one processor, which, when executed, enable the at least one processor to perform any of the preceding methods for guiding a vehicle into a flatbed trailer.

[0191] Some embodiments of this application provide a non-volatile computer storage medium storing computer-executable instructions capable of executing any of the methods described above.

[0192] 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.

[0193] 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.

[0194] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention 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.

[0195] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. 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 illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0196] 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.

[0197] 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.

[0198] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0199] 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.

[0200] 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 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.

[0201] 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.

[0202] The above description is merely an embodiment of this application and is not intended to limit 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 technical principles of this application should fall within the protection scope of this application.

Claims

1. A method of guiding a vehicle into a flatbed trailer, the method comprising: The method comprises: Upon receiving a driving-in guide request of the trailer platform, acquiring an image of the trailer platform and the loading ramp; Recognizing the image through a pre-trained physical parameter extraction network model to obtain physical parameter information of the trailer platform and the loading ramp; the physical parameter information comprises length, width, inclination angle and safety edge distance; According to the physical parameter information of the trailer platform and the loading ramp, constructing a trailer space coordinate model; According to the vehicle running parameter of the towed vehicle and the trailer space coordinate model, generating theoretical driving information of the towed vehicle on the trailer platform; the theoretical driving information comprises a theoretical driving track and a theoretical driving speed interval; Extracting the theoretical driving track to generate a theoretical position matrix of the towed vehicle; According to the theoretical driving speed interval, the theoretical position matrix and the trailer space coordinate model, determining guide information of the towed vehicle driving into the trailer platform; According to the physical parameter information of the trailer platform, constructing a trailer space coordinate model, specifically comprising: Determining the geometric center of the horizontal trailer platform as the origin of the global coordinate system, and determining the length direction, width direction and height direction of the horizontal trailer platform as the coordinate axis direction; According to the physical parameter information of the horizontal trailer platform, determining the space coordinate of the horizontal trailer platform; Determining the hinge point coordinate of the inclined trailer platform and the horizontal trailer platform; According to the physical parameter information of the inclined trailer platform and the hinge point coordinate, calculating the space coordinate of the inclined trailer platform; Determining the connection point coordinate of the loading ramp and the inclined trailer platform; According to the physical parameter information of the loading ramp and the connection point coordinate, determining the space coordinate of the loading ramp; Performing three-dimensional grid representation on the space coordinate of the horizontal trailer platform, the space coordinate of the inclined trailer platform and the space coordinate of the loading ramp to obtain the trailer space coordinate model; Extracting the theoretical driving track to generate a theoretical position matrix of the towed vehicle, specifically comprising: In the track sequence corresponding to the theoretical driving track, extracting the position coordinate data of each time point; Converting each time point and the position coordinate data of each time point into an initial theoretical position matrix; When the trailer parking inclination angle is greater than a parking angle threshold, adjusting the position coordinate of the initial theoretical position matrix according to the trailer parking inclination angle to obtain the theoretical position matrix.

2. The method of claim 1, wherein, According to the vehicle running parameter of the towed vehicle and the trailer space coordinate model, generating the theoretical driving information of the towed vehicle on the trailer platform, specifically comprising: Determining the similarity between the right triangle formed by the inclined trailer platform and the right triangle formed by the loading ramp; Mapping the similarity to obtain the smoothness of the transition between the inclined trailer platform and the loading ramp; the smoothness is used to represent the gentleness of the transition angle at the connection between the loading ramp and the inclined trailer platform; According to the smoothness and the vehicle running parameter, obtaining the driving speed constraint condition of the towed vehicle; According to the trailer space coordinate model and the safety edge distance, determining the effective driving area of the trailer platform; According to the trailer trajectory equation, the driving speed constraint condition and the effective driving area, a theoretical driving speed interval and a theoretical driving trajectory of the towed vehicle are generated.

3. The method of claim 2, wherein, The similarity between the right-angled triangle formed by the inclined trailer platform and the right-angled triangle formed by the loading and unloading ramp is determined, and specifically includes: The angle difference between the inclination angle of the inclined trailer platform and the inclination angle of the loading and unloading ramp, the length ratio between the length of the inclined trailer platform and the length of the loading and unloading ramp, and the height ratio between the front end height of the inclined trailer platform and the front end height of the loading and unloading ramp are calculated; According to the similarity score function, the angle difference, the length ratio and the height ratio are weighted and summed to obtain the similarity between the right-angled triangle formed by the inclined trailer platform and the right-angled triangle formed by the loading and unloading ramp.

4. The method of claim 2, wherein, According to the smoothness and the vehicle operating parameter, the driving speed constraint condition of the towed vehicle is obtained, and specifically includes: The average angle of the inclination angle of the inclined trailer platform and the inclination angle of the loading and unloading ramp is calculated; According to a preset maximum driving speed constraint function, the brake coefficient of the towed vehicle, the length of the inclined trailer platform and the average angle are calculated to obtain a first maximum driving speed; the maximum driving speed constraint function meets the braking safety requirement; According to a preset minimum driving speed constraint function, the minimum stable power of the engine of the towed vehicle and the average angle are calculated to obtain a first minimum driving speed; the minimum driving speed constraint function meets the power requirement for overcoming the slope resistance; According to the smoothness, the first maximum driving speed and the first minimum driving speed, the driving speed constraint condition of the towed vehicle is obtained.

5. The method of claim 4, wherein, According to the smoothness, the first maximum driving speed and the first minimum driving speed, the driving speed constraint condition of the towed vehicle is obtained, and specifically includes: When the smoothness is a smooth transition, the driving speed constraint condition of the towed vehicle is determined according to the first maximum driving speed and the first minimum driving speed; When the smoothness is a basic smoothness, the safety coefficient of the towed vehicle is determined according to the ratio between the angle difference between the inclination angle of the inclined trailer platform and the inclination angle of the loading and unloading ramp and a preset angle difference threshold value; The product of the first maximum driving speed and the safety coefficient is calculated to obtain a second maximum driving speed; According to the second maximum driving speed and the first minimum driving speed, the driving speed constraint condition of the towed vehicle is determined; When the smoothness is a non-smooth transition, the maximum of the inclination angle of the inclined trailer platform and the inclination angle of the loading and unloading ramp is determined as a target inclination angle; According to a preset minimum driving speed constraint function and the target inclination angle, a second minimum driving speed is obtained; According to the second maximum driving speed and the second minimum driving speed, the driving speed constraint condition of the towed vehicle is determined.

6. The method of claim 2, wherein, According to the trailer trajectory equation, the driving speed constraint condition and the effective driving area, a theoretical driving speed interval and a theoretical driving trajectory of the towed vehicle are generated, and specifically includes: The driving speed constraint condition value is converted into a theoretical driving speed interval; Based on the average speed within a preset time window and the theoretical driving speed range, the travel distance sequence of the towed vehicle is obtained; the travel distance sequence is used to quantify the vehicle's position progress at different times. Substituting the travel distance sequence into the trailer trajectory equation yields the trajectory sequence of the towed vehicle. The lateral boundary of the effective driving area is defined as the constraint condition of the trajectory sequence, thus obtaining the theoretical driving trajectory of the towed vehicle.

7. The method of claim 1, wherein, The step of determining the guidance information for the towed vehicle to enter the flatbed trailer based on the theoretical driving speed range, the theoretical position matrix, and the trailer spatial coordinate model specifically includes: A virtual model for constructing the spatial coordinate model of the trailer; Connect the discrete points of the theoretical position matrix as target points of the virtual model to construct virtual guide lines; Calculate the difference between the towed vehicle's current position and the target position in the matrix, and predict the vehicle's speed based on the difference when the difference is greater than a preset difference threshold. The guide lines are rendered as highlighted lines with arrows, and the corresponding line colors are displayed according to the vehicle's speed; the direction of the arrows indicates the driving direction, and the line colors change dynamically according to the speed constraints within the theoretical driving speed range. When the towed vehicle approaches the edge of the effective driving area, the edge area is highlighted in the virtual model.

8. A guide device for a vehicle to drive into a flatbed trailer, characterized by, include: At least one processor; as well as, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions executable by the at least one processor, which, when executed by the at least one processor, enables the at least one processor to perform a method for guiding a vehicle into a flatbed trailer as described in any one of claims 1-7.

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