Airport terminal unmanned vehicle path planning method, device, equipment and medium

Abstract

The invention discloses an airport terminal unmanned vehicle path planning method, device and equipment and a medium. The method comprises the following steps: carrying out graph scanning modeling on a target airport terminal; converting the three-dimensional view of the target terminal into a two-dimensional operation topological graph; inputting actual stops of the target terminal into the two-dimensional operation topological graph to obtain a two-dimensional operation path range graph; determining a to-be-moved route of the unmanned vehicle in the two-dimensional running path range map; the expected vehicle speed of the starting point of the deceleration interval of the brake deceleration point and the actual stop site is determined; and marking the expected vehicle speed of the starting point of the deceleration interval between the brake deceleration point and the actual stop point in the to-be-moved route of the unmanned vehicle, so that the unmanned vehicle can move according to the to-be-moved route. The invention belongs to the field of driving route planning. According to the invention, the adaptability and safety of the unmanned vehicle in a complex environment can be improved.

Description

Technical Field

[0001] This invention relates to the field of driving route planning, and in particular to a method, apparatus, equipment, and medium for unmanned vehicle path planning in airport terminals. Background Technology

[0002] With rising passenger traffic at airports, travelers' travel demands are increasing, and their requirements for convenient and efficient travel are also rising. Traditional airport terminal shuttle buses are manned vehicles.

[0003] Whether it's from the departure level to various boarding gates or connecting passengers transferring to other gates, the demand for shuttle buses still requires manual judgment and management by human drivers. This results in low levels of automation and intelligence, easily leading to problems such as mismatches between demand and service needs, insufficient intelligent scheduling, and low operational efficiency. Therefore, for scenarios involving passengers arriving at boarding gates and transferring between gates, how to utilize autonomous driving technology to improve airport operational efficiency and safely, accurately, and quickly transport passengers to their designated locations is an urgent problem to be solved. Summary of the Invention

[0004] This invention provides a method, apparatus, equipment, and medium for unmanned vehicle path planning in airport terminals, solving the technical problem of how to improve the transfer efficiency of airport terminals in the prior art, and achieving the technical effect of improving the transfer efficiency of airport terminals.

[0005] In a first aspect, the present invention provides a method for path planning of unmanned vehicles in airport terminals, comprising: The target terminal building was scanned and modeled, and the operating environment of each operating route of the target terminal building was marked with fixed obstacle level and non-fixed obstacle level. The three-dimensional view of the target terminal is converted into a two-dimensional operation topology map, which contains several operation routes; The actual stopping points of the target terminal are entered into the two-dimensional operation topology map to obtain the two-dimensional operation path range map; Based on the operating environment of each route, the driving purpose of the unmanned vehicle, and the onboard parameters, the route to be taken by the unmanned vehicle is determined in the two-dimensional operating path range map. Based on the actual stopping points in the unmanned vehicle's planned route, the unmanned vehicle's driving parameters, and the operating environment of the planned route, determine the expected vehicle speed at the braking deceleration point and the starting point of the deceleration interval at the actual stopping point. The expected vehicle speeds at the braking deceleration point and the starting point of the deceleration interval at the actual stopping station are marked on the unmanned vehicle's route to be traveled, so that the unmanned vehicle can run according to the route to be traveled.

[0006] Furthermore, based on the operating environment of each route, the autonomous vehicle's driving purpose, and onboard parameters, the route to be taken by the autonomous vehicle is determined in the two-dimensional operating path range map, including: Based on the driving purpose of the autonomous vehicle, several candidate routes are selected from the operating routes of the target terminal. The driving evaluation of the candidate route is determined based on the fixed obstacle level, non-fixed obstacle level, and onboard parameters of the unmanned vehicle. Based on the driving evaluation of each candidate route, the route to be taken by the autonomous vehicle is determined.

[0007] Furthermore, based on the fixed obstacle level, non-fixed obstacle level, and onboard parameters of the autonomous vehicle, the driving evaluation of the candidate route is determined, including:

[0008] in, For the first Driving evaluation of the candidate routes. For the first Fixed obstacle levels for each candidate route. For the first The non-fixed obstacle levels of the candidate routes, This represents the real-time passenger capacity of the driverless vehicle. This represents the maximum number of passengers a driverless vehicle can carry.

[0009] Furthermore, based on the actual stopping points along the unmanned vehicle's planned route, the vehicle's driving parameters, and the operating environment of the planned route, the expected vehicle speeds at the braking deceleration point and the starting point of the deceleration interval at the actual stopping point are determined, including: Determine the deceleration interval length of the actual stopping point at each stopping point based on the actual stopping point in the unmanned vehicle's planned route. Based on the level of non-fixed obstacles along the route to be traveled and the operating speed of the unmanned vehicle, determine the expected vehicle speed at the start of the deceleration zone of the actual stop. The braking and deceleration point of the actual stop is determined based on the length of the deceleration zone at the actual stop, the operating speed of the unmanned vehicle, and the expected speed at the starting point of the deceleration zone at the actual stop.

[0010] Furthermore, based on the level of non-fixed obstacles along the route to be traveled and the operating speed of the autonomous vehicle, the expected vehicle speed at the start of the deceleration zone at the actual stopping point is determined, including:

[0011] in, For the operating speed of driverless cars, The expected speed at the start of the deceleration zone at the actual stop. This is the deceleration coefficient, which is determined based on the level of non-fixed obstacles along the route to be traveled.

[0012] Furthermore, based on the length of the deceleration interval at the actual stopping point, the operating speed of the autonomous vehicle, and the expected speed at the starting point of the deceleration interval at the actual stopping point, the braking deceleration point at that actual stopping point is determined, including: Determine the deceleration starting point at the actual stopping point; The braking and deceleration point of the actual stop is determined based on the starting point of the actual stop, the operating speed of the unmanned vehicle, and the expected speed at the starting point of the deceleration zone of the actual stop.

[0013] Furthermore, based on the starting point of the actual stop, the operating speed of the autonomous vehicle, and the expected speed at the start of the deceleration zone of the actual stop, the braking and deceleration point of the actual stop is determined, including:

[0014] in, This refers to the deceleration distance between the starting point and the braking point of the actual stopping station. For the acceleration of driverless cars; Determine the braking and deceleration point based on the starting point and deceleration distance of the actual stopping station.

[0015] Secondly, the present invention provides a terminal building unmanned vehicle path planning device, comprising: The modeling and marking module is used to model the target terminal by scanning the map, and to mark the fixed obstacle level and non-fixed obstacle level of the operating environment of each operating route of the target terminal. The dimension reduction module is used to convert the three-dimensional view of the target terminal into a two-dimensional operational topology map, which contains several operational routes; The site entry module is used to enter the actual stopping sites of the target terminal into the two-dimensional operation topology map to obtain a two-dimensional operation path range map; The route determination module is used to determine the route to be taken by the unmanned vehicle in a two-dimensional operation path range map based on the operating environment of each operation route, the driving purpose of the unmanned vehicle, and the on-board parameters. The deceleration module is used to determine the expected vehicle speed at the braking deceleration point and the starting point of the deceleration interval at the actual stopping point based on the actual stopping points in the unmanned vehicle's route, the unmanned vehicle's driving parameters, and the operating environment of the route. The control and operation module is used to mark the expected vehicle speed at the starting point of the braking deceleration point and the deceleration interval of the actual stopping station on the unmanned vehicle's route to be traveled, so that the unmanned vehicle can run according to the route to be traveled.

[0016] Thirdly, the present invention provides an electronic device, comprising: processor; Memory used to store processor-executable instructions; The processor is configured to execute a terminal unmanned vehicle path planning method as provided in the first aspect.

[0017] Fourthly, the present invention provides a non-transitory computer-readable storage medium that, when the instructions in the storage medium are executed by the processor of an electronic device, enables the electronic device to perform a terminal unmanned vehicle path planning method as provided in the first aspect.

[0018] One or more technical solutions provided in this invention have at least the following technical effects or advantages: This invention ensures the safety assessment of operational routes by scanning and modeling the target terminal and marking the levels of fixed and non-fixed obstacles. This invention improves the adaptability and safety of autonomous vehicles in complex environments, reduces potential collision risks, and simultaneously enhances operational efficiency and service quality, providing passengers with a smoother and safer automated guidance experience. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A flowchart illustrating a method for unmanned vehicle path planning in an airport terminal provided by the present invention; Figure 2 A flowchart illustrating the process of determining the braking deceleration point provided by the present invention; Figure 3 This is a schematic diagram of the structure of an unmanned vehicle path planning device for an airport terminal provided by the present invention. Detailed Implementation

[0021] This invention provides a method for unmanned vehicle path planning in airport terminals, which solves the technical problem of how to improve the transfer efficiency of airport terminals in the prior art.

[0022] The technical solution of this invention is to solve the above-mentioned technical problems, and the overall idea is as follows: A method for unmanned vehicle (UAV) path planning in an airport terminal includes: scanning and modeling the target terminal, and marking the operating environment of each operating route of the target terminal with fixed obstacle levels and non-fixed obstacle levels; converting the three-dimensional view of the target terminal into a two-dimensional operating topology map, wherein the two-dimensional operating topology map contains several operating routes; inputting the actual stopping stations of the target terminal into the two-dimensional operating topology map to obtain a two-dimensional operating path range map; determining the UAV's intended route in the two-dimensional operating path range map based on the operating environment of each operating route, the UAV's driving purpose, and onboard parameters; determining the expected vehicle speed at the braking deceleration point and the starting point of the deceleration interval at the actual stopping station based on the actual stopping stations in the UAV's intended route, the UAV's driving parameters, and the operating environment of the intended route; and marking the expected vehicle speed at the braking deceleration point and the starting point of the deceleration interval at the actual stopping station in the UAV's intended route for the UAV to operate according to the intended route.

[0023] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0024] First, it should be clarified that the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0025] This invention provides, for example Figure 1 The method for unmanned vehicle path planning in an airport terminal, as shown, includes steps S11-S16: Step S11: Scan and model the target terminal building, and mark the fixed obstacle level and non-fixed obstacle level for the operating environment of each operating route of the target terminal building.

[0026] Scanning modeling refers to the precise acquisition of 3D data of a target terminal building using laser scanners (such as LiDAR), photogrammetry, or other 3D scanning equipment. Scanning equipment can generate high-resolution point cloud data or images and transform the raw data into a detailed 3D model. The 3D model includes not only basic information about the building structure but also details such as internal facilities and decorations.

[0027] The target terminal includes several operating routes, each of which typically has a fixed start and end point, and the routes are usually fixed.

[0028] Fixed obstacles are objects that are relatively fixed in position and not easily moved, such as walls, pillars, fixed counters, elevators, etc. The level of fixed obstacles for each operating route in the target terminal can be determined according to the actual situation. Fixed obstacle levels can be divided into 1, 2, and 3, with higher levels containing more fixed obstacles.

[0029] Non-fixed obstacle levels refer to objects or targets whose positions are not fixed or are movable. In this invention, it mainly refers to pedestrians, who will stop at stations in the target terminal to wait for the unmanned vehicle. The non-fixed obstacle level of each operating route in the target terminal can be determined according to the actual situation. The non-fixed obstacle level can be divided into levels 1, 2, and 3. The higher the non-fixed obstacle level, the more popular the operating route is, and the greater the possibility that more people are waiting at each station on that route (the non-fixed obstacle level does not refer to the number of passengers on the operating route, but rather the probability of a large number of passengers taking the operating route). The non-fixed obstacle level of each operating route can be determined based on historical experience.

[0030] Step S12: Convert the three-dimensional view of the target terminal into a two-dimensional operation topology map, wherein the two-dimensional operation topology map contains several operation routes.

[0031] A suitable projection method can be chosen to map information from three-dimensional space onto a two-dimensional plane. During the transformation process, it is crucial to preserve the relative positions and connectivity between operational nodes. Based on the extracted features, all major operational routes are clearly marked on the two-dimensional map. Different line styles, colors, or icons can be used to distinguish different types of operational routes.

[0032] The methods provided by this invention include: geometric representation, spatial decomposition, uniform decomposition, and hierarchical decomposition.

[0033] Geometric representation: This method uses geometric elements, including points, lines, and polygons, to represent 3D views. Compared to other methods, geometric feature maps are more compact and beneficial for location estimation and target recognition.

[0034] Spatial decomposition method: This method decomposes a 3D view into local units similar to grids, and describes the state based on whether the unit is occupied by obstacles. If a grid unit is occupied by an obstacle, it is an obstacle grid; otherwise, it is a free grid.

[0035] Uniform decomposition method: The grid size is evenly distributed, and the area occupied by the grid is represented by a numerical value, which can quickly and intuitively fuse sensor information.

[0036] Hierarchical decomposition method: Decompose the 3D view into rectangular regions of different sizes, thereby reducing the memory space occupied by the model.

[0037] Step S13: Input the actual stopping stations of the target terminal into the two-dimensional operation topology map to obtain the two-dimensional operation path range map.

[0038] After obtaining the two-dimensional operation topology map, due to the placement of physical equipment in the terminal building, it may be necessary to adjust the actual stopping station locations and optimize the errors between the station locations in the two-dimensional operation topology map and the actual station locations caused by hardware equipment errors.

[0039] Therefore, the actual stopping points of the target terminal can be retrieved and entered into the two-dimensional operation topology map. It can be understood that an operation route includes at least two actual stopping points, one is the starting point of the unmanned vehicle and the other is the destination.

[0040] However, due to the busy transportation in the terminal, driverless vehicles usually do not transport short distances. In this invention, it is assumed that an operating route includes at least one other actual stop in addition to the starting point and the destination, and the departure speed of the starting point and the destination and the final speed of the destination are both 0. Therefore, this invention is aimed at the actual stop in the operating route in addition to the starting point and the destination.

[0041] Step S14: Based on the operating environment of each operating route, the driving purpose of the unmanned vehicle, and the onboard parameters, determine the route to be taken by the unmanned vehicle in the two-dimensional operating path range map.

[0042] Specifically, this includes: selecting several candidate routes from the operational routes of the target terminal based on the autonomous vehicle's driving purpose; determining the driving evaluation of the candidate route based on the fixed obstacle level, non-fixed obstacle level, and the onboard parameters of the autonomous vehicle; and determining the route to be taken by the autonomous vehicle based on the driving evaluation of each candidate route.

[0043] The purpose of an autonomous vehicle includes a starting point and a destination, which correspond to the starting and ending points of the operating route.

[0044] It is understandable that there may be different routes from the origin to the destination within the operating routes of the target terminal. For example, two operating routes may have the same origin, but if the driving lanes of one operating route are different from those of the other, they can also be considered as different operating routes.

[0045] Vehicle parameters refer to the current number of passengers and the maximum number of passengers that an autonomous vehicle can carry.

[0046] The driving evaluation of candidate routes reflects the likelihood that the autonomous vehicle can complete the task safely and efficiently under specific conditions. Finally, based on the driving evaluation results of all candidate routes, the route that best suits the current task requirements and conditions is selected as the route for the autonomous vehicle to proceed.

[0047] Specifically, the candidate route with the lowest driving evaluation can be used as the route for the autonomous vehicle to travel.

[0048] Based on the fixed obstacle level and non-fixed obstacle level of the candidate route, as well as the onboard parameters of the autonomous vehicle, the driving evaluation of the candidate route is determined, including:

[0049] in, For the first Driving evaluation of the candidate routes. For the first Fixed obstacle levels for each candidate route. For the first The non-fixed obstacle levels of the candidate routes, This represents the real-time passenger capacity of the driverless vehicle. This represents the maximum number of passengers a driverless vehicle can carry.

[0050] Step S15: Based on the actual stopping points in the unmanned vehicle's route, the unmanned vehicle's driving parameters, and the operating environment of the route, determine the expected vehicle speed at the starting point of the braking deceleration point and the deceleration interval of the actual stopping point.

[0051] like Figure 2 As shown, the present invention provides a flowchart for determining the braking deceleration point.

[0052] Based on the actual stopping points along the autonomous vehicle's planned route, the vehicle's driving parameters, and the operating environment of the planned route, the expected vehicle speeds at the braking deceleration points and the starting points of the deceleration intervals at the actual stopping points are determined, including: The length of the deceleration interval at each actual stop is determined based on the actual stopping points along the unmanned vehicle's planned route.

[0053] The braking deceleration point refers to the position where an unmanned vehicle begins to decelerate from its operating speed.

[0054] It is understandable that there are usually more pedestrians at actual stops. Therefore, when passing through actual stops, it is necessary to slow down. Furthermore, the greater the probability of there being more pedestrians at actual stops, the longer the deceleration interval needs to be (which can be determined by relevant staff).

[0055] When passing through the deceleration zone of an actual stop, the autonomous vehicle needs to travel at the speed it has already slowed down.

[0056] Based on the level of non-fixed obstacles along the route to be traveled and the operating speed of the unmanned vehicle, determine the expected speed at the start of the deceleration zone of the actual stop; based on the length of the deceleration zone of the actual stop, the operating speed of the unmanned vehicle, and the expected speed at the start of the deceleration zone of the actual stop, determine the braking deceleration point of the actual stop.

[0057] Based on the level of non-fixed obstacles along the route and the operating speed of the autonomous vehicle, determine the expected vehicle speed at the start of the deceleration zone at the actual stopping point, including:

[0058] in, For the operating speed of driverless cars, The expected speed at the start of the deceleration zone at the actual stop. This is the deceleration coefficient, which is determined based on the level of non-fixed obstacles along the route to be traveled.

[0059] in, This refers to the normal driving speed of an autonomous vehicle. This refers to the vehicle speed when passing through the deceleration zone of the actual stopping station. It can be understood that the vehicle needs to decelerate from its normal driving speed to the speed when passing through the deceleration zone of the actual stopping station.

[0060] Based on the length of the deceleration zone at the actual stopping point, the operating speed of the autonomous vehicle, and the expected speed at the starting point of the deceleration zone at the actual stopping point, the braking and deceleration point at that actual stopping point is determined, including: Determine the starting point of the deceleration zone at the actual stopping point; The braking and deceleration point of the actual stop is determined based on the starting point of the actual stop, the operating speed of the unmanned vehicle, and the expected speed at the starting point of the deceleration zone of the actual stop.

[0061] The distance between the start and end points of the deceleration zone at the actual stop constitutes the length of the deceleration zone, and within both the start and end points of the deceleration zone, it is defined by... Driving.

[0062] Based on the starting point of the actual stop, the operating speed of the autonomous vehicle, and the expected speed at the start of the deceleration zone of the actual stop, the braking and deceleration point of the actual stop is determined, including:

[0063] in, This refers to the deceleration distance between the starting point and the braking point of the actual stopping station. For the acceleration of driverless cars; Based on the starting point and deceleration distance of the actual stopping station, determine the braking and deceleration point (by shifting the starting point of the deceleration range of the actual stopping station forward). This is the braking and deceleration point.

[0064] Step S15: Mark the expected vehicle speed at the starting point of the deceleration interval of the braking deceleration point and the actual stopping station in the unmanned vehicle's route to be traveled, so that the unmanned vehicle can run according to the route to be traveled.

[0065] In summary, this invention provides a method for unmanned vehicle path planning in an airport terminal, comprising: scanning and modeling the target terminal, and marking the operating environment of each operating route of the target terminal with fixed obstacle levels and non-fixed obstacle levels; converting the three-dimensional view of the target terminal into a two-dimensional operating topology map, wherein the two-dimensional operating topology map contains several operating routes; inputting the actual stopping stations of the target terminal into the two-dimensional operating topology map to obtain a two-dimensional operating path range map; determining the unmanned vehicle's intended route in the two-dimensional operating path range map based on the operating environment of each operating route, the unmanned vehicle's driving purpose, and onboard parameters; determining the expected vehicle speed at the braking deceleration point and the starting point of the deceleration interval at the actual stopping station based on the actual stopping stations in the unmanned vehicle's intended route, the unmanned vehicle's driving parameters, and the operating environment of the intended route; and marking the expected vehicle speed at the braking deceleration point and the starting point of the deceleration interval at the actual stopping station in the unmanned vehicle's intended route for the unmanned vehicle to operate according to the intended route. This invention ensures the safety assessment of operational routes by scanning and modeling the target terminal and marking the levels of fixed and non-fixed obstacles. This invention improves the adaptability and safety of autonomous vehicles in complex environments, reduces potential collision risks, and simultaneously enhances operational efficiency and service quality, providing passengers with a smoother and safer automated guidance experience.

[0066] Based on the same inventive concept, the present invention provides, as follows: Figure 3 The terminal building unmanned vehicle path planning device shown includes: The modeling and marking module 31 is used to model the target terminal by scanning the map, and to mark the fixed obstacle level and non-fixed obstacle level of the operating environment of each operating route of the target terminal. Dimension reduction module 32 is used to convert the three-dimensional view of the target terminal into a two-dimensional operation topology map, wherein the two-dimensional operation topology map contains several operation routes; The site entry module 33 is used to enter the actual stopping stations of the target terminal into the two-dimensional operation topology map to obtain a two-dimensional operation path range map. The route determination module 34 is used to determine the route to be taken by the unmanned vehicle in a two-dimensional operation path range map based on the operating environment of each operation route, the driving purpose of the unmanned vehicle, and the on-board parameters. The deceleration module 35 is used to determine the expected vehicle speed at the starting point of the braking deceleration point and the deceleration interval of the actual stopping station based on the actual stopping station in the unmanned vehicle's route to be traveled, the driving parameters of the unmanned vehicle, and the operating environment of the route to be traveled. The control operation module 36 is used to mark the expected vehicle speed at the starting point of the deceleration interval of the braking deceleration point and the actual stopping station on the unmanned vehicle's route to be traveled, so that the unmanned vehicle can run according to the route to be traveled.

[0067] Based on the same inventive concept, the present invention also provides an electronic device, comprising: processor; Memory used to store processor-executable instructions; The processor is configured to execute a terminal unmanned vehicle path planning method as described above.

[0068] Based on the same inventive concept, the present invention also provides a non-transitory computer-readable storage medium, which, when the instructions in the storage medium are executed by the processor of an electronic device, enables the electronic device to execute a terminal unmanned vehicle path planning method as described above.

[0069] Since the electronic device described in this embodiment is an electronic device used to implement the information processing method in the embodiments of the present invention, those skilled in the art can understand the specific implementation methods and various variations of the electronic device in this embodiment based on the information processing method described in the embodiments of the present invention. Therefore, how the electronic device implements the method in the embodiments of the present invention will not be described in detail here. Any electronic device used by those skilled in the art to implement the information processing method in the embodiments of the present invention falls within the scope of protection of the present invention.

[0070] 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.

[0071] 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.

[0072] 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.

[0073] 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.

[0074] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0075] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for path planning of unmanned vehicles in an airport terminal, characterized in that, include: The target terminal building is scanned and modeled, and the operating environment of each operating route of the target terminal building is marked with fixed obstacle level and non-fixed obstacle level. The three-dimensional view of the target terminal is converted into a two-dimensional operation topology map, which contains several operation routes; The actual stopping points of the target terminal are entered into the two-dimensional operation topology map to obtain the two-dimensional operation path range map; Based on the operating environment of each route, the driving purpose of the unmanned vehicle, and the onboard parameters, the route to be taken by the unmanned vehicle is determined in the two-dimensional operating path range map. Based on the actual stopping points in the unmanned vehicle's planned route, the unmanned vehicle's driving parameters, and the operating environment of the planned route, determine the expected vehicle speed at the braking deceleration point and the starting point of the deceleration interval at the actual stopping point. The expected vehicle speeds at the braking deceleration point and the starting point of the deceleration interval at the actual stopping station are marked on the unmanned vehicle's route to be traveled, so that the unmanned vehicle can run according to the route to be traveled.

2. The terminal unmanned vehicle path planning method as described in claim 1, characterized in that, Based on the operating environment of each route, the autonomous vehicle's purpose of travel, and onboard parameters, the route to be taken by the autonomous vehicle is determined in the two-dimensional operating path range map, including: Based on the driving purpose of the unmanned vehicle, several candidate routes are selected from the operating routes of the target terminal. The driving evaluation of the candidate route is determined based on the fixed obstacle level, non-fixed obstacle level, and onboard parameters of the unmanned vehicle. Based on the driving evaluation of each candidate route, the route to be taken by the autonomous vehicle is determined.

3. The terminal unmanned vehicle path planning method as described in claim 2, characterized in that, Based on the fixed obstacle level and non-fixed obstacle level of the candidate route, as well as the onboard parameters of the autonomous vehicle, the driving evaluation of the candidate route is determined, including: in, For the first Driving evaluation of the candidate routes. For the first Fixed obstacle levels for each candidate route. For the first The non-fixed obstacle levels of the candidate routes, This represents the real-time passenger capacity of the driverless vehicle. This represents the maximum number of passengers a driverless vehicle can carry.

4. The terminal unmanned vehicle path planning method as described in claim 1, characterized in that, Based on the actual stopping points along the autonomous vehicle's planned route, the vehicle's driving parameters, and the operating environment of the planned route, the expected vehicle speeds at the braking deceleration points and the starting points of the deceleration intervals at the actual stopping points are determined, including: Determine the deceleration interval length of the actual stopping point at each stopping point based on the actual stopping point in the unmanned vehicle's planned route. Based on the level of non-fixed obstacles along the route to be traveled and the operating speed of the unmanned vehicle, determine the expected vehicle speed at the start of the deceleration zone of the actual stop. The braking and deceleration point of the actual stop is determined based on the length of the deceleration zone at the actual stop, the operating speed of the unmanned vehicle, and the expected speed at the starting point of the deceleration zone at the actual stop.

5. The terminal unmanned vehicle path planning method as described in claim 4, characterized in that, Based on the level of non-fixed obstacles along the route and the operating speed of the autonomous vehicle, determine the expected vehicle speed at the start of the deceleration zone at the actual stopping point, including: in, For the operating speed of driverless cars, The expected speed at the start of the deceleration zone at the actual stop. This is the deceleration coefficient, which is determined based on the level of non-fixed obstacles along the route to be traveled.

6. The terminal unmanned vehicle path planning method as described in claim 5, characterized in that, Based on the length of the deceleration zone at the actual stopping point, the operating speed of the autonomous vehicle, and the expected speed at the start of the deceleration zone at the actual stopping point, the braking deceleration point at that actual stopping point is determined, including: Determine the starting point of the deceleration zone at the actual stopping point; The braking and deceleration point of the actual stop is determined based on the starting point of the actual stop, the operating speed of the unmanned vehicle, and the expected speed at the starting point of the deceleration zone of the actual stop.

7. The terminal unmanned vehicle path planning method as described in claim 6, characterized in that, Based on the starting point of the actual stop, the operating speed of the autonomous vehicle, and the expected speed at the start of the deceleration zone of the actual stop, the braking and deceleration point of the actual stop is determined, including: in, This refers to the deceleration distance between the starting point and the braking point of the actual stopping station. For the acceleration of driverless cars; Determine the braking and deceleration point based on the starting point and deceleration distance of the actual stopping station.

8. A terminal building unmanned vehicle path planning device, characterized in that, include: The modeling and marking module is used to model the target terminal by scanning the map, and to mark the fixed obstacle level and non-fixed obstacle level of the operating environment of each operating route of the target terminal. The dimension reduction module is used to convert the three-dimensional view of the target terminal into a two-dimensional operation topology map, wherein the two-dimensional operation topology map contains several operation routes; The site entry module is used to enter the actual stopping sites of the target terminal into the two-dimensional operation topology map to obtain a two-dimensional operation path range map; The route determination module is used to determine the route to be taken by the unmanned vehicle in the two-dimensional operation path range map based on the operating environment of each operation route, the driving purpose of the unmanned vehicle, and the on-board parameters. The deceleration module is used to determine the expected vehicle speed at the braking deceleration point and the starting point of the deceleration interval at the actual stopping point based on the actual stopping points in the unmanned vehicle's route, the unmanned vehicle's driving parameters, and the operating environment of the route. The control and operation module is used to mark the expected vehicle speed at the starting point of the braking deceleration point and the deceleration interval of the actual stopping station on the unmanned vehicle's route to be traveled, so that the unmanned vehicle can run according to the route to be traveled.

9. An electronic device, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is configured to execute a terminal unmanned vehicle path planning method as described in any one of claims 1 to 7.

10. A non-transitory computer-readable storage medium, characterized in that, When the instructions in the storage medium are executed by the processor of the electronic device, the electronic device is able to perform a terminal unmanned vehicle path planning method as described in any one of claims 1 to 7.

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