Vehicle decongestion method, driverless vehicle and multi-vehicle coordination system

Abstract

The application provides a vehicle unblocking method, an unmanned vehicle and a multi-vehicle cooperation system, and relates to the technical field of unmanned driving and intelligent mine areas. The method comprises the following steps: in the case that it is identified that the ego vehicle is in a blocked state, broadcasting blocking information and a feasible unblocking action of the ego vehicle, and receiving blocking information and a feasible unblocking action broadcast by a second target vehicle, the second target vehicle comprising a vehicle other than the first target vehicle in a blocked vehicle set; selecting a leading vehicle from the blocked vehicle set based on the blocking information of the ego vehicle and the blocking information broadcast by the second target vehicle; and performing a first unblocking action determined by the leading vehicle, the first unblocking action being determined based on the feasible unblocking action of the ego vehicle and the feasible unblocking action of the second target vehicle.

Description

Technical Field

[0001] This application relates to the fields of autonomous driving and smart mining areas, specifically to a vehicle deblocking method, an autonomous vehicle, and a multi-vehicle cooperative system. Background Technology

[0002] In the field of autonomous driving operations, the de-blocking functions used are mostly based on a single vehicle's perspective. However, these solutions lack coordination. For example, when one vehicle is parking, other vehicles may simultaneously activate their parking modes, which can easily lead to new congestion. Summary of the Invention

[0003] In view of this, embodiments of this application provide a vehicle deblocking method, an autonomous vehicle, and a multi-vehicle cooperative system.

[0004] In a first aspect, one embodiment of this application provides a vehicle deblocking method, applied to a first target vehicle in a set of blocked vehicles. The method includes: when a blocked state is detected in the vehicle, broadcasting the vehicle's blocking information and feasible deblocking actions, and receiving the blocking information and feasible deblocking actions broadcast by a second target vehicle, wherein the second target vehicle includes vehicles in the set of blocked vehicles other than the first target vehicle.

[0005] Based on the congestion information of the vehicle itself and the congestion information broadcast by the second target vehicle, a leading vehicle is selected from the set of congested vehicles; the first de-congestion action determined by the leading vehicle is executed, the first de-congestion action being determined based on the feasible de-congestion actions of the vehicle itself and the feasible de-congestion actions of the second target vehicle.

[0006] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: sorting the feasible deblocking actions of the vehicle according to priority and broadcasting the highest priority deblocking action of the vehicle; and receiving the highest priority deblocking action broadcast by the second target vehicle.

[0007] In conjunction with the first aspect, in some implementations of the first aspect, the congestion information includes information on vehicles that form a blockage with the vehicle itself; selecting a dominant vehicle from the set of blocked vehicles based on the congestion information of the vehicle itself and the congestion information broadcast by the second target vehicle includes: determining the vehicle with the most identified blocked vehicles based on the congestion information of the vehicle itself and the congestion information broadcast by the second target vehicle; and determining the vehicle with the most identified blocked vehicles as the dominant vehicle.

[0008] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: if each vehicle in the set of blocked vehicles identifies the same number of blocked vehicles, then the vehicle with the largest load is identified as the dominant vehicle.

[0009] In conjunction with the first aspect, in some implementations of the first aspect, if the first deblocking action is a feasible deblocking action broadcast by the vehicle itself, then the deblocking action broadcast by the dominant vehicle and executed by the second target vehicle is stationary; if the first deblocking action is stationary, then the deblocking action broadcast by the dominant vehicle and executed by the second target vehicle is a feasible deblocking action of the second target vehicle.

[0010] In conjunction with the first aspect, in some implementations of the first aspect, executing the first deblocking action determined by the leading vehicle includes: if all vehicles in the blocked vehicle set are stationary within a target time, then executing the second deblocking action determined by the leading vehicle, until a vehicle in the blocked vehicle set starts moving within the target time, or until all deblocking actions in the deblocking action list constructed by the leading vehicle have been traversed. The deblocking action list includes feasible deblocking actions for each vehicle in the blocked vehicle set, and the feasible deblocking actions for each vehicle are arranged according to priority. The second deblocking action is determined by the leading vehicle based on the deblocking action list.

[0011] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: determining multiple candidate deblocking actions corresponding to the vehicle; performing a feasibility judgment on each candidate deblocking action to obtain a feasible deblocking action for the vehicle.

[0012] In conjunction with the first aspect, in some implementations of the first aspect, a feasibility judgment is made for each candidate unblocking action to obtain a feasible unblocking action for the vehicle, including: when the candidate unblocking action includes a creeping action, determining whether the vehicle is located on the driving trajectory of the second target vehicle, and determining whether the vehicle can drive to the first target position without blocking the second target vehicle after shortening the first safe driving distance to the second safe driving distance; if the vehicle is located on the driving trajectory of the second target vehicle, and the vehicle can drive to the first target position based on the second safe driving distance, then the creeping action is determined as a feasible unblocking action for the vehicle.

[0013] In conjunction with the first aspect, in some implementations of the first aspect, a feasibility judgment is made for each candidate deblocking action to obtain a feasible deblocking action for the vehicle, including: if the candidate deblocking action includes a detour action, then it is determined whether the vehicle is reversing and whether there is detour space in front of the vehicle's driving trajectory; if the vehicle is not reversing and there is detour space, then the detour action is determined as a feasible deblocking action for the vehicle.

[0014] In conjunction with the first aspect, in some implementations of the first aspect, the candidate unblocking actions include parking actions. When the parking actions include parking escape actions, a feasibility judgment is performed on each candidate unblocking action to obtain a feasible unblocking action for the vehicle. This includes: determining whether there is a conflict between the front of the vehicle's driving trajectory and the second target vehicle, and determining whether the distance between the vehicle's parking position and its current position is within the parking distance range. If there is no conflict between the front of the vehicle's driving trajectory and the second target vehicle, and the distance is within the parking distance range, then the parking escape action is determined to be a feasible unblocking action for the vehicle.

[0015] In conjunction with the first aspect, in some implementations of the first aspect, the candidate unblocking action includes a parking action. When the parking action includes a parking yielding action, a feasibility judgment is made for each candidate unblocking action to obtain a feasible unblocking action for the vehicle, including: if the candidate unblocking action is a parking yielding action, then it is determined whether there is a second target position on the reverse driving trajectory of the vehicle that does not conflict with the second target vehicle; and / or, whether there is a third target position in the drivable space of the vehicle that does not conflict with the second target vehicle; if there is a second target position, and / or, if there is a third target position, then the parking yielding action is determined as a feasible unblocking action for the vehicle.

[0016] Secondly, one embodiment of this application provides a vehicle deblocking device applied to a first target vehicle in a set of blocked vehicles. The device includes: a broadcasting module, configured to broadcast the vehicle's blocking information and feasible deblocking actions when the vehicle is detected to be in a blocked state, and to receive the blocking information and feasible deblocking actions broadcast by a second target vehicle, the second target vehicle including vehicles in the set of blocked vehicles other than the first target vehicle; a leading vehicle selected from the set of blocked vehicles based on the blocking information of the vehicle and the blocking information broadcast by the second target vehicle; and a first deblocking action determined by the leading vehicle, the first deblocking action being determined based on the feasible deblocking actions of the vehicle and the feasible deblocking actions of the second target vehicle.

[0017] Thirdly, one embodiment of this application provides a computer-readable storage medium storing a computer program for performing the vehicle deblocking method described in the first aspect.

[0018] Fourthly, one embodiment of this application provides an unmanned vehicle, which includes: a processor; a memory for storing processor-executable instructions; the processor is used to execute the vehicle deblocking method described in the first aspect.

[0019] Fifthly, one embodiment of this application provides a computer program product including instructions that, when executed on an autonomous vehicle, cause the autonomous vehicle to implement the vehicle deblocking method described in the first aspect.

[0020] Sixthly, one embodiment of this application provides a multi-vehicle cooperative system, including the driverless vehicle described in the fourth aspect.

[0021] In this application, by broadcasting its own congestion information and feasible de-congestion actions when the autonomous vehicle detects a congestion, and receiving relevant information from the second target vehicle, mutual communication and information sharing between vehicles are achieved, breaking the limitations of a single-vehicle perspective and enhancing collaboration. Based on this, a leading vehicle is selected from the congested vehicle set using this information, and the leading vehicle, by integrating the feasible de-congestion actions of all parties, determines the first de-congestion action of the first target vehicle. This makes the de-congestion operation more targeted and effective, better able to handle complex congestion situations in multi-vehicle collaborative scenarios, avoids new congestion caused by independent actions of each vehicle, improves overall traffic efficiency and the reliability of autonomous driving operations, and effectively reduces the risk of secondary congestion. Attached Figure Description

[0022] The above and other objects, features, and advantages of this application will become more apparent from the more detailed description of the embodiments of this application in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of this application and form part of the specification. They are used together with the embodiments of this application to explain this application and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same components or steps.

[0023] Figure 1 The diagram shown is a schematic diagram of vehicle A and vehicle B forming a butt joint according to an embodiment of this application.

[0024] Figure 2 The diagram shown is a schematic diagram of a multi-vehicle blockage caused by vehicles C, D, and E, according to an embodiment of this application.

[0025] Figure 3 The diagram shown is a flowchart of a vehicle deblocking method provided in an embodiment of this application.

[0026] Figure 4a This is a schematic diagram illustrating the creeping motion of two vehicles when they are blocked, according to an embodiment of this application.

[0027] Figure 4b This is a schematic diagram illustrating creeping during multi-vehicle congestion according to an embodiment of this application.

[0028] Figure 5a The diagram shown is a schematic diagram of a detour when two vehicles are blocked, according to an embodiment of this application.

[0029] Figure 5b The diagram shown is a schematic diagram of detours when multiple vehicles are blocked, according to an embodiment of this application.

[0030] Figure 6a The diagram shown is a schematic representation of a parking maneuver to allow vehicles to pass in a traffic jam, according to an embodiment of this application.

[0031] Figure 6b The diagram shown is a schematic representation of an embodiment of this application of a parking maneuver where two vehicles are blocking each other.

[0032] Figure 7 The diagram shown is a structural schematic of a vehicle deblocking device provided in an embodiment of this application.

[0033] Figure 8 The diagram shown is a structural schematic of an unmanned vehicle provided in an embodiment of this application. Detailed Implementation

[0034] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0035] In the field of unmanned mining operations, although some anti-blocking yielding logic can be designed, due to various complex reasons, such as large-scale collisions between the trajectories of two vehicles, changes in the vehicle perception system, and the relatively small space in the mine itself, it is difficult to completely avoid the situation of multiple vehicles blocking the road.

[0036] Figure 1 The diagram shown is a schematic diagram of vehicle A and vehicle B forming a butt joint according to an embodiment of this application. Figure 2 The diagram shown illustrates a multi-vehicle traffic jam caused by vehicles C, D, and E, according to an embodiment of this application. (The diagram is intended to address...) Figure 1 and Figure 2 The common method for unblocking this phenomenon is usually based on a single vehicle's perspective, mainly by having the vehicle detour or park to get out of the congestion. However, this approach, which only considers the perspective of a single vehicle, has significant limitations and cannot achieve coordinated control with other vehicles.

[0037] For example, when one vehicle is attempting to park to clear a blockage, other vehicles may simultaneously begin parking, potentially causing another congestion. Furthermore, some congestion-clearing maneuvers requiring coordinated action from multiple vehicles, such as one vehicle finding a suitable spot to stop and yield before another proceeds, are complex but necessary operations that cannot be accomplished using methods from a single vehicle's perspective.

[0038] In view of the above problems, there is a need to implement a more universal multi-vehicle deblocking method based on information interaction and joint control, so as to effectively resolve the predicament of multi-vehicle congestion, thereby avoiding the need for manual takeover and ensuring the efficiency and continuity of unmanned mining operations.

[0039] Figure 3 The diagram shown is a flowchart of a vehicle de-blocking method provided in an embodiment of this application. Exemplarily, the method is applied to a first target vehicle in a set of blocked vehicles. It is understood that the number of first target vehicles is not limited; there can be one or more, allowing the vehicle de-blocking method to adapt to different traffic scenarios and needs.

[0040] Specifically, such as Figure 3 As shown, the method includes the following steps.

[0041] Step S310: When a blocked state is detected in the vehicle, broadcast the blocked information and feasible deblocking actions of the vehicle, and receive the blocked information and feasible deblocking actions broadcast by the second target vehicle.

[0042] Specifically, the second target vehicle includes all vehicles in the blocked vehicle set other than the first target vehicle. The "self-vehicle" refers to the first target vehicle.

[0043] A congested state refers to a situation where a vehicle is unable to travel at the expected speed or route due to various reasons (such as traffic congestion, accidents ahead, road construction, etc.) and is thus obstructed.

[0044] The blockage information includes information about the vehicles that are blocking the first or second target vehicle (e.g., vehicle B and vehicle C are blocking the first target vehicle, vehicle B is blocking the second target vehicle), the current location of the vehicle in the blockage, and the degree of blockage (e.g., completely unable to move, can only move slowly, etc.).

[0045] Feasible deblocking actions refer to actions that a vehicle can take to alleviate or remove a congestion state based on its environment and conditions, such as slightly changing lanes to the left or right or slowly inching forward a certain distance.

[0046] In one implementation, when a vehicle detects that it is in a blocked state, it actively broadcasts its own blocking information and feasible unblocking actions to other surrounding vehicles (i.e., the second target vehicles) so that they are aware of its situation. On the other hand, it receives the blocking information and feasible unblocking actions broadcast by other second target vehicles. In this way, the vehicle can obtain the relevant information of other vehicles in the entire blocked vehicle set, and prepare for further coordination of unblocking operations.

[0047] Step S320: Based on the congestion information of the vehicle itself and the congestion information broadcast by the second target vehicle, select the dominant vehicle from the set of congested vehicles.

[0048] The leading vehicle is the key vehicle selected from the set of blocked vehicles. It plays a leading role in the deblocking process, and the other vehicles in the set of blocked vehicles must execute the deblocking actions finally determined by the leading vehicle.

[0049] After the primary vehicle has broadcast its congestion information and feasible de-congestion actions, and received corresponding information from the second target vehicle, it now possesses the basic information needed to resolve the congestion. Next, by comprehensively analyzing this information from both the primary and second target vehicles, and based on certain rules or algorithms, a leading vehicle is selected from the set of congested vehicles. Optionally, in some embodiments, based on the congestion information of each vehicle, the vehicle closest to the congestion point is selected as the leading vehicle.

[0050] Step S330: Execute the first unblocking action determined by the leading vehicle.

[0051] Optionally, the first deblocking action is determined based on the feasible deblocking actions of the vehicle and the feasible deblocking actions of the second target vehicle, and is used to actually execute a key action to alleviate or remove the congestion state of the entire congested vehicle group. For example, regardless of whether the first target vehicle is the leading vehicle, there are two possibilities. One possibility is that the first deblocking action is selected from the feasible deblocking actions of the first target vehicle; the other possibility is that the feasible deblocking action of the first target vehicle fails to execute, in which case the first deblocking action executed by the first target vehicle is determined based on the feasible deblocking action of the second target vehicle. For example, if the second target vehicle executes its own feasible deblocking action, the first deblocking action executed by the first target vehicle is to remain stationary.

[0052] For example, after determining the leading vehicle, the leading vehicle comprehensively analyzes the contribution of each action to the overall congestion relief based on the feasible decongestion relief actions collected by the vehicle and the second target vehicle, determines the optimal first decongestion relief action to be performed by the first target vehicle, and then the first target vehicle performs the action in order to achieve the goal of relieving or alleviating traffic congestion.

[0053] In this embodiment, by broadcasting its own congestion information and feasible de-congestion actions when the autonomous vehicle detects a congestion, and receiving relevant information from the second target vehicle, mutual communication and information sharing between vehicles are achieved, breaking the limitations of a single-vehicle perspective and enhancing collaboration. Based on this, a leading vehicle is selected from the congested vehicle set using this information. The leading vehicle then determines the first de-congestion action of the first target vehicle by integrating the feasible de-congestion actions of all parties. This makes the de-congestion operation more targeted and effective, better addressing complex congestion situations in multi-vehicle collaborative scenarios, avoiding new congestion caused by independent actions of each vehicle, improving overall traffic efficiency and the reliability of autonomous driving operations, and effectively reducing the risk of secondary congestion.

[0054] exist Figure 3 Based on the embodiment shown, the vehicle deblocking method further includes: sorting the feasible deblocking actions of the vehicle according to priority and broadcasting the highest priority deblocking action of the vehicle; and receiving the highest priority deblocking action broadcast by the second target vehicle.

[0055] Optionally, the feasible de-blocking actions of the vehicle can be prioritized according to certain rules or standards to determine which actions are more important or urgent. For example, the priority ranking can be based on factors such as the impact of the feasible de-blocking action on surrounding vehicles and its de-blocking effect. For instance, a feasible de-blocking action that can quickly create space for other vehicles and is easy to execute itself will have a higher priority.

[0056] Furthermore, after prioritization, the highest-priority deblocking action is the action that the current vehicle deems most worthwhile to attempt and execute during the deblocking process. Similarly, the first target vehicle will also receive the highest-priority deblocking action broadcast by the second target vehicle.

[0057] In this embodiment, on the one hand, by prioritizing the feasible deblocking actions of the primary vehicle and broadcasting the highest priority action, while simultaneously receiving the highest priority action broadcast by the second target vehicle, a "handshake" is essentially performed. This ensures that both parties (the first target vehicle and the leading vehicle) have confirmed that they will execute the same action strategy, avoiding confusion or new congestion situations that may result from inconsistent action intentions between vehicles, and improving the success rate of collaborative deblocking. On the other hand, considering that communication between vehicles may be unstable, such as signal interference, transmission delays, or data loss, forwarding the highest priority deblocking action ensures that this critical action is propagated more reliably and widely within the congested vehicle set. Even if some communication links fail, the highest priority deblocking action is more likely to be acquired by other vehicles due to its priority broadcasting and reception, thereby ensuring that the entire congested vehicle set can cooperate around the most important deblocking strategy, improving the robustness and reliability of the entire deblocking process.

[0058] In some embodiments, the congestion information includes information on vehicles that are blocking the vehicle; selecting a dominant vehicle from the set of blocked vehicles based on the vehicle's congestion information and the congestion information broadcast by a second target vehicle includes: determining the vehicle with the most identified blocked vehicles based on the vehicle's congestion information and the congestion information broadcast by the second target vehicle; and determining the vehicle with the most identified blocked vehicles as the dominant vehicle.

[0059] Specifically, the system collects congestion information broadcast by the primary vehicle and the second target vehicle. This information includes details of the vehicles each vehicle has identified as causing the congestion. Then, the number of congested vehicles identified by each vehicle is counted to determine which vehicle possesses the most information on congested vehicles. Finally, the vehicle that identified the most congested vehicles is designated as the leading vehicle. This is because this vehicle has a more comprehensive understanding of the entire congestion situation, and its leadership in determining the de-congestion resolution action allows for more effective coordination of all vehicles, increasing the success rate of de-congestion resolution.

[0060] In this embodiment, by selecting the vehicle with the most congested vehicles as the lead vehicle, a comprehensive understanding of the congestion situation is ensured, thereby scientifically coordinating the actions of each vehicle, avoiding new problems caused by local operations, thus accelerating the overall traffic recovery speed and improving the efficiency of clearing the congestion.

[0061] Furthermore, if each vehicle in the congested vehicle set identifies the same number of congested vehicles, then the vehicle with the largest load is identified as the dominant vehicle.

[0062] Load capacity refers to the weight that a vehicle can bear, and it is usually related to the vehicle's power, stability, and other performance characteristics.

[0063] Optionally, when each vehicle identifies the same number of congested vehicles, the vehicle with the largest load is selected as the lead vehicle. Understandably, vehicles with a larger load typically have greater power and stability, making them more suitable as the core for coordinating and executing de-congestion actions. This mechanism ensures that even when the lead vehicle cannot be determined by identifying the number of congested vehicles, it can still be selected quickly and reasonably, avoiding decision-making delays and improving the efficiency and reliability of the de-congestion process.

[0064] In some embodiments, the vehicle deblocking method further includes: determining multiple candidate deblocking actions corresponding to the vehicle; and performing a feasibility assessment on each candidate deblocking action to obtain a feasible deblocking action for the vehicle.

[0065] Candidate de-blocking actions refer to various actions that a vehicle can conceive of to resolve a congestion. In some embodiments, candidate de-blocking actions are preliminary lists of possible de-blocking solutions based on the congestion scenario the vehicle is in and its own capabilities.

[0066] Specifically, each candidate deblocking action is evaluated and analyzed to determine whether it can be successfully implemented under the current environmental conditions and vehicle status, and whether it will cause other safety issues or new blockages. After this series of evaluations, the feasible deblocking actions are selected as the vehicle's viable deblocking actions.

[0067] This solution enables precise selection of autonomous vehicle de-blocking actions, ensuring that the selected feasible de-blocking actions not only conform to the current actual road conditions and vehicle conditions, but also have effective de-blocking potential, thereby improving the success rate of de-blocking and effectively enhancing the vehicle's autonomous de-blocking capability in complex traffic scenarios.

[0068] Optionally, if the candidate unblocking action includes a creeping action, it is determined whether the vehicle is on the driving trajectory of the second target vehicle, and whether the vehicle can drive to the first target position without blocking the second target vehicle after shortening the first safe driving distance to the second safe driving distance; if the vehicle is on the driving trajectory of the second target vehicle, and the vehicle can drive to the first target position based on the second safe driving distance, then the creeping action is determined as a feasible unblocking action for the vehicle.

[0069] Creeping refers to the slow, low-speed movement of a vehicle to gradually advance and alleviate congestion while maintaining a safe distance from other vehicles. The first safe driving distance refers to the minimum safe distance that a vehicle should maintain from other vehicles under normal driving conditions to ensure driving safety. The second safe driving distance refers to the shortened safe distance between the vehicle and other vehicles in specific congestion-relief scenarios to achieve creeping or other congestion-relief actions. The first target position refers to the position that the vehicle hopes to reach after completing creeping, without obstructing the movement of a second target vehicle.

[0070] In this embodiment, when a candidate unblocking action includes a creeping action, it is first determined whether the vehicle is on the trajectory of the second target vehicle. This is because if the vehicle is not on the trajectory of the second target vehicle, even if it performs a creeping action, it will not directly affect the second target vehicle, and in this case, the creeping action may not be the optimal unblocking choice. Next, it is further determined whether the vehicle can reach the first target position without obstructing the second target vehicle after shortening the first safe driving distance to the second safe driving distance. This determination considers whether the vehicle has sufficient space and feasibility to complete the creeping action and reach the target position while ensuring that it does not obstruct the second target vehicle. Only when the vehicle is both on the trajectory of the second target vehicle and can successfully reach the first target position after shortening the safe distance is the creeping action determined as a feasible unblocking action for the vehicle, ensuring the effectiveness and safety of the creeping action in the unblocking scenario and avoiding blind execution that may lead to new blockages or safety problems.

[0071] Figure 4a This is a schematic diagram illustrating the creeping motion of two vehicles when they are blocked, according to an embodiment of this application. Figure 4a As shown, vehicle B is located on the driving trajectory of vehicle A. If it is determined that vehicle B can travel to the first target position based on the second safe driving distance, that is, there is a space for creeping to unblock between vehicle B and vehicle A, then creeping is determined as a feasible unblocking action for vehicle B.

[0072] Figure 4b This is a schematic diagram illustrating creeping during multi-vehicle congestion according to an embodiment of this application. Figure 4b As shown, vehicles A, B, C, and D are stuck together. The final decision is that vehicle D can perform a creeping motion. Once vehicle D has creeped to the first target position without affecting vehicle C, vehicle C starts moving.

[0073] In this embodiment, by determining whether the vehicle is on the trajectory of the second target vehicle and whether it can reach an unobstructed position after shortening the safe distance, the feasibility of the creeping action for unblocking is determined. This avoids collisions or new blockages that may be caused by the vehicle blindly creeping, thus improving the safety and reliability of the unblocking operation. Furthermore, this comprehensive judgment based on positional relationships and safe distance ensures that the vehicle can rationally utilize limited space to perform creeping unblocking without interfering with the normal driving of other vehicles, enhancing the vehicle's autonomous obstacle-clearing capability in complex traffic environments and improving the smoothness and efficiency of the entire traffic system.

[0074] Optionally, if the candidate unblocking action includes a detour action, it is determined whether the vehicle is reversing and whether there is detour space in front of the vehicle's driving trajectory; if the vehicle is not reversing and there is detour space, then the detour action is determined as a feasible unblocking action for the vehicle.

[0075] A detour is a maneuver performed by a vehicle to bypass a congested area by changing its route. Detour space refers to the space ahead of the vehicle's trajectory that is available for the vehicle to perform a detour, including but not limited to the empty area in the adjacent lane and the passable areas on both sides of the road.

[0076] In this embodiment, when a candidate unblocking action includes a detour, it is first determined whether the vehicle is in reverse. This is because if the vehicle is reversing, considering a detour might cause a conflict between the vehicle's direction of travel and the detour path; secondly, both reversing and detouring are complex operations, and suddenly switching to detouring while reversing would lead to disjointed operation, hindering vehicle stability control and potentially causing safety hazards; furthermore, the environment behind the vehicle may differ from the environment in front while reversing, and determining the detour space might ignore the influence of the rear environment. If the vehicle is not reversing, then it is determined whether there is detour space ahead of the travel trajectory. Only when both conditions are met simultaneously is a detour determined as a feasible unblocking action for the vehicle.

[0077] Figure 5a The diagram shown is a schematic representation of a detour method for when two vehicles are blocked, according to an embodiment of this application. Figure 5a As shown, vehicle A and vehicle B form a blockage. If it is determined that vehicle A is not reversing and there is room to maneuver, vehicle A is controlled to perform a maneuvering maneuver, while vehicle B remains stationary, thus resolving the blockage.

[0078] Figure 5b The diagram shown is a schematic representation of a detour method for multi-vehicle congestion according to an embodiment of this application. Figure 5b As shown, a blockage occurs between vehicles A, B, C, and D. If it is determined that vehicle D is not reversing and there is room to maneuver, then vehicle D is controlled to perform a maneuvering maneuver, while the other vehicles remain stationary, thus resolving the blockage.

[0079] In this embodiment, by determining whether the vehicle is reversing, potential action conflicts and trajectory confusion caused by blindly performing around-the-way maneuvers during reversing are avoided, reducing the risk of collisions and ensuring the safety of the derailment operation. Determining whether there is space ahead of the driving trajectory ensures the feasibility of the around-the-way maneuver, preventing the vehicle from forcibly maneuvering when there is insufficient space, thus preventing new blockages or safety issues. Only when the vehicle is not reversing and there is space to maneuver is the around-the-way maneuver determined as a feasible derailment action, which improves the accuracy of the vehicle's derailment decision-making.

[0080] Optionally, the candidate unblocking action includes a parking action. If the parking action includes a parking escape action, it is determined whether there is a conflict between the front of the vehicle's driving trajectory and the second target vehicle, and whether the distance between the vehicle's parking position and its current position is within the parking distance range. If there is no conflict between the front of the vehicle's driving trajectory and the second target vehicle, and the distance is within the parking distance range, then the parking escape action is determined to be a feasible unblocking action for the vehicle.

[0081] Parking escape maneuver refers to the action a vehicle takes during parking, by finding a point outside the trajectory conflict zone, planning its trajectory, and driving along the planned path to escape its current predicament. Parking distance range refers to the maximum distance within which a vehicle can effectively perform parking operations, determined by its own perception and parking capabilities. It reflects the vehicle's perception and control capabilities, ensuring that the vehicle can accurately complete the parking escape maneuver within the effective range, avoiding uncertainties and potential dangers caused by excessive distance. For example, if the parking distance range is set to 50 meters, the vehicle can only perform parking escape maneuvers within 50 meters of its current location.

[0082] In this embodiment, the system first determines whether there is a conflict between the vehicle's trajectory and the second target vehicle. If a conflict exists, the first target vehicle may collide with the second target vehicle while attempting to park and escape, endangering its safety. Furthermore, if a conflict exists, subsequent parking operations will be difficult to perform smoothly, requiring replanning of the trajectory and wasting time and resources. If no conflict exists, the system further determines whether the distance between the vehicle's current parking position and its current position is within the parking distance range. If the distance exceeds the parking distance range, the first target vehicle may not be able to complete a precise parking operation within the predetermined area, leading to parking failure or safety risks.

[0083] In this embodiment, firstly, it is determined whether there is a conflict between the vehicle's trajectory and the second target vehicle ahead, avoiding collisions during the parking maneuver and ensuring driving safety. Secondly, it is determined whether the distance between the parking position and the current position is within the parking distance range, ensuring that the vehicle completes the parking maneuver within its own capabilities and avoiding parking failure or other risks due to excessive distance. Only when both conditions are met is the parking maneuver determined to be a feasible obstacle-clearing action, thereby ensuring the feasibility and reliability of the obstacle-clearing operation and improving the vehicle's autonomous obstacle-clearing ability in complex traffic environments.

[0084] Optionally, if the parking action includes a parking yielding action, and the candidate unblocking action is a parking yielding action, then it is determined whether there is a second target position on the reverse driving trajectory of the vehicle that does not conflict with the second target vehicle; and / or whether there is a third target position in the drivable space of the vehicle that does not conflict with the second target vehicle; if there is a second target position, and / or if there is a third target position, then the parking yielding action is determined as a feasible unblocking action for the vehicle.

[0085] Parking yielding maneuvers refer to the actions taken by a vehicle during parking to stop at a point outside the boundary of its trajectory in order to allow other vehicles to pass, and then returning to its original position after the other vehicles have passed. Reverse driving trajectory refers to the possible trajectory of a vehicle reversing from its current position.

[0086] In this embodiment, if the candidate unblocking action is parking to yield, it is necessary to determine whether there is a second target location on the vehicle's reverse driving trajectory that does not conflict with the second target vehicle. If such a location exists, it means that the vehicle can temporarily stop at that location by reversing, making way for other vehicles. Furthermore, it can also be determined whether there is a third target location within the vehicle's drivable space that does not conflict with the second target vehicle, so as to ensure that even if there is still a potential conflict at the second target location, the vehicle can find a safer temporary parking location. Only when either a second or third target location exists is parking to yield determined as a feasible unblocking action for the vehicle.

[0087] Figure 6a The diagram shown is an embodiment of this application illustrating parking and yielding in the event of multiple vehicles blocking the road. Figure 6a As shown, vehicles A, B, C, and D are stuck with no room to move. It is determined that there is a second target position on the reverse driving trajectory of vehicle D that does not conflict with other vehicles. Therefore, vehicle D is instructed to park on its reverse driving trajectory to make room for other vehicles to pass smoothly.

[0088] Figure 6b The diagram shown is an embodiment of this application illustrating a parking maneuver to allow two vehicles to pass each other in a traffic jam. Figure 6b As shown, vehicles A and B are head-on with no room to maneuver. If it is determined that there is a third target location within vehicle B's drivable space that does not conflict with the second target vehicle, then vehicle B will stop at the third target location that does not affect vehicle A's driving and let it pass. After vehicle A has passed, vehicle B will continue to pass.

[0089] In this embodiment, firstly, it ensures that vehicles can find safe parking positions when yielding right-of-way, avoiding conflicts with other vehicles and guaranteeing the safety of the yielding process. Secondly, by driving in the opposite direction and making flexible judgments within the space, the chances of finding a suitable parking position are increased, improving the feasibility of the yielding operation. Finally, this orderly yielding method helps maintain traffic order, enhances the vehicle's autonomous obstacle avoidance ability in complex traffic environments, and ensures smooth traffic flow.

[0090] In some embodiments, if the first deblocking action is a feasible deblocking action broadcast by the vehicle itself, then the deblocking action broadcast by the dominant vehicle and performed by the second target vehicle is stationary; if the first deblocking action is stationary, then the deblocking action broadcast by the dominant vehicle and performed by the second target vehicle is a feasible deblocking action of the second target vehicle.

[0091] The above scheme aims to ensure that the first target vehicle and the second target vehicle do not simultaneously execute their respective feasible deblocking actions. Instead, based on the nature of each party's deblocking action, the other party is selectively allowed to execute an action or remain stationary, in order to avoid action conflicts and new deblocking risks.

[0092] Specifically, when the first de-blocking action is a feasible de-blocking action broadcast by the vehicle (the first target vehicle), the first target vehicle takes the lead in de-blocking, executing its own feasible de-blocking action, while the second target vehicle executes a stationary action. The purpose is to avoid conflicts or interference between the actions of the second target vehicle and the actions of the first target vehicle, ensuring the smooth implementation of the first target vehicle's de-blocking action, and preventing chaos and potential new blockages caused by multiple vehicles acting simultaneously. Conversely, when the first de-blocking action is a stationary action, the second target vehicle executes its own feasible de-blocking action, proactively undertaking the de-blocking task, thereby fully utilizing the autonomy of each vehicle and improving overall de-blocking efficiency.

[0093] For example, at a congested intersection, if a vehicle's first attempt to clear the congestion is to stop and yield, other vehicles that are the second target vehicles should remain stationary to make room for the vehicle to change lanes and avoid interference. Conversely, if a vehicle's first attempt to clear the congestion is to remain stationary, the second target vehicles can attempt their own feasible actions to clear the congestion, such as crawling.

[0094] This design ensures that the deblocking actions in the vehicle group are orderly and coordinated at all times. Different vehicles execute corresponding actions according to the different situations of the first deblocking action determined by the leading vehicle, avoiding the negative consequences that may be caused by simultaneous execution of actions, and improving the reliability and success rate of the entire deblocking process.

[0095] In some embodiments, executing a first deblocking action determined by the dominant vehicle includes: if all vehicles in the blocked vehicle set are stationary within a target time, executing a second deblocking action determined by the dominant vehicle until a vehicle in the blocked vehicle set starts moving within the target time, or until all deblocking actions in the deblocking action list constructed by the dominant vehicle have been traversed.

[0096] Specifically, the deblocking action list includes feasible deblocking actions for each vehicle in the congested vehicle set, and the feasible deblocking actions for each vehicle are ordered by priority. The second deblocking action is determined by the leading vehicle based on the deblocking action list. For example, creeping has a higher priority than detouring, and detouring has a higher priority than parking.

[0097] In one example, the blocked vehicle set includes vehicle A and vehicle B, with vehicle A being the leading vehicle and the first target vehicle. Feasible unblocking actions for both vehicle A and vehicle B include creeping and detouring. Assuming the unblocking action list only contains the vehicles performing the specific actions, and the priority order of feasible unblocking actions is creeping > detouring, then the feasible unblocking action list is [A creeping, B creeping, A detouring, B detouring], a total of four sets of actions. Therefore, vehicle A initially broadcasts the action [A creeping, B stationary], and the first unblocking action is A creeping.

[0098] If all vehicles in the blocked vehicle set remain stationary within the target time, the action set [A creeps, B stays stationary] is considered to have failed. Vehicle A will then broadcast a second action set [B creeps, A stays stationary], with the second unblocking action being A stays stationary. This process continues until a vehicle in the blocked vehicle set starts moving within the target time, at which point the unblocking action is considered successful. If all four actions in the unblocking action list fail, the unblocking is considered to have failed.

[0099] In another example, the deblocking action list includes not only vehicles performing specific actions but also vehicles remaining stationary. A feasible deblocking action list would be: [(A creeping, B stationary), (B creeping, A stationary), (A detouring, B stationary), (B detouring, A stationary)]. In this case, the actions are tried sequentially according to the order of the action list. Each time an action is attempted, the vehicle performing the action does so, while the stationary vehicle does not take any action. Deblocking is successful if a vehicle starts moving within the target time, or if no vehicle starts moving after all action combinations have been tried, deblocking is considered a failure.

[0100] As can be seen from the above, regardless of the specific content of the list of feasible deblocking actions, the core is to arrange and combine the feasible deblocking actions for each vehicle and try them in a certain order in order to achieve the goal of deblocking.

[0101] In this embodiment, on the one hand, by introducing a target time limit and a list of unblocking actions, continuous stagnation caused by the failure of a single unblocking action is avoided, improving the flexibility and adaptability of the unblocking process. On the other hand, an unblocking action list is constructed based on the priority of feasible unblocking actions for each vehicle, enabling the leading vehicle to make reasonable decisions based on an ordered action reference, ensuring that appropriate unblocking strategies can be tried in different situations, thus improving the overall success rate of unblocking. Furthermore, by sequentially trying actions in the list until a vehicle starts or all actions are traversed, the continuity and comprehensiveness of the unblocking operation are effectively guaranteed, avoiding omissions and disorder in the unblocking process, thereby enhancing the reliability and effectiveness of the vehicle unblocking function in autonomous driving scenarios.

[0102] The above text combined Figure 3Figure 6 and above describe in detail the embodiments of the vehicle unblocking method of this application. The following will be combined with... Figure 7 This application provides a detailed description of embodiments of the vehicle deblocking device. It should be understood that the descriptions of the vehicle deblocking method embodiments correspond to the descriptions of the vehicle deblocking device embodiments; therefore, any parts not described in detail can be found in the preceding method embodiments.

[0103] Figure 7 The diagram shown is a structural schematic of a vehicle deblocking device provided in an embodiment of this application. Figure 7 As shown, the vehicle deblocking device 70 provided in this application embodiment includes:

[0104] The broadcast module 710 is used to broadcast the blocking information and feasible deblocking actions of the vehicle when the vehicle is found to be in a blocking state, and to receive the blocking information and feasible deblocking actions broadcast by the second target vehicle, wherein the second target vehicle includes vehicles in the blocking vehicle set other than the first target vehicle.

[0105] Selection module 720 is used to select a dominant vehicle from a set of blocked vehicles based on the blocking information of the vehicle itself and the blocking information broadcast by the second target vehicle.

[0106] The execution module 730 is used to execute a first unblocking action determined by the leading vehicle, the first unblocking action being determined based on the feasible unblocking actions of the self-vehicle and the feasible unblocking actions of the second target vehicle.

[0107] In one embodiment of this application, the broadcast module 710 is further configured to sort the feasible unblocking actions of the vehicle according to priority and broadcast the highest priority unblocking action of the vehicle; and receive the highest priority unblocking action broadcast by the second target vehicle.

[0108] In one embodiment of this application, the congestion information includes information on vehicles that are blocking the vehicle; the selection module 720 is further configured to, based on the congestion information of the vehicle and the congestion information broadcast by the second target vehicle, determine the vehicle with the most congested vehicles; and determine the vehicle with the most congested vehicles as the dominant vehicle.

[0109] In one embodiment of this application, the selection module 720 is further configured to determine the vehicle with the largest load as the dominant vehicle if each vehicle in the set of blocked vehicles identifies the same number of blocked vehicles.

[0110] In one embodiment of this application, if the first deblocking action is a feasible deblocking action broadcast by the vehicle itself, then the deblocking action broadcast by the leading vehicle and performed by the second target vehicle is stationary; if the first deblocking action is stationary, then the deblocking action broadcast by the leading vehicle and performed by the second target vehicle is a feasible deblocking action of the second target vehicle.

[0111] In one embodiment of this application, the execution module 730 is further configured to, if all vehicles in the blocked vehicle set are stationary within a target time, execute the second deblocking action determined by the leading vehicle until a vehicle in the blocked vehicle set starts moving within the target time, or until all deblocking actions in the deblocking action list constructed by the leading vehicle have been traversed. The deblocking action list includes feasible deblocking actions for each vehicle in the blocked vehicle set, and the feasible deblocking actions for each vehicle are arranged according to priority. The second deblocking action is determined by the leading vehicle based on the deblocking action list.

[0112] In one embodiment of this application, the broadcast module 710 is further configured to determine multiple candidate unblocking actions corresponding to the vehicle; perform a feasibility judgment on each candidate unblocking action to obtain a feasible unblocking action for the vehicle.

[0113] In one embodiment of this application, the broadcast module 710 is further configured to, when the candidate unblocking action includes a creeping action, determine whether the vehicle is located on the driving trajectory of the second target vehicle, and determine whether the vehicle can drive to the first target position without blocking the second target vehicle after shortening the first safe driving distance to the second safe driving distance; if the vehicle is located on the driving trajectory of the second target vehicle, and the vehicle can drive to the first target position based on the second safe driving distance, then the creeping action is determined as a feasible unblocking action for the vehicle.

[0114] In one embodiment of this application, the broadcast module 710 is further configured to, when the candidate unblocking action includes a detour action, determine whether the vehicle is reversing and whether there is detour space in front of the vehicle's driving trajectory; if the vehicle is not reversing and there is detour space, then determine the detour action as a feasible unblocking action for the vehicle.

[0115] In one embodiment of this application, the candidate unblocking action includes a parking action. When the parking action includes a parking escape action, the broadcast module 710 is further configured to determine whether there is a conflict between the front of the vehicle's driving trajectory and the second target vehicle, and to determine whether the distance between the vehicle's parking position and its current position is within the parking distance range. If there is no conflict between the front of the vehicle's driving trajectory and the second target vehicle, and the distance is within the parking distance range, then the parking escape action is determined to be a feasible unblocking action for the vehicle.

[0116] In one embodiment of this application, the candidate unblocking action includes a parking action. When the parking action includes a parking yielding action, the broadcast module 710 is further configured to: if the candidate unblocking action is a parking yielding action, determine whether there is a second target position on the reverse driving trajectory of the vehicle that does not conflict with the second target vehicle; and / or whether there is a third target position in the drivable space of the vehicle that does not conflict with the second target vehicle; if there is a second target position, and / or if there is a third target position, determine the parking yielding action as a feasible unblocking action for the vehicle.

[0117] Below, for reference Figure 8 To describe the driverless vehicle according to embodiments of this application. Figure 8 The diagram shown is a structural schematic of an autonomous vehicle provided in an exemplary embodiment of this application.

[0118] like Figure 8 As shown, the driverless vehicle 80 includes one or more processors 801 and memory 802.

[0119] The processor 801 may be a central processing unit (CPU) or other form of processing unit with data processing capabilities and / or instruction execution capabilities, and may control other components in the autonomous vehicle 80 to perform desired functions.

[0120] The memory 802 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 801 may execute the program instructions to implement the vehicle deblocking methods of the various embodiments of this application described above and / or other desired functions.

[0121] In one example, the driverless vehicle 80 may also include an input device 803 and an output device 804, which are interconnected via a bus system and / or other forms of connection mechanism (not shown).

[0122] The input device 803 may include, for example, a keyboard, a mouse, etc.

[0123] The output device 804 can output various information to the outside. The output device 804 may include, for example, a display, a speaker, a printer, and a communication network and its connected remote output devices, etc.

[0124] Of course, for the sake of simplicity, Figure 8 Only some of the components of the autonomous vehicle 80 relevant to this application are shown in this illustration; components such as buses, input / output interfaces, etc., are omitted. In addition, the autonomous vehicle 80 may include any other suitable components depending on the specific application.

[0125] In addition to the methods and devices described above, embodiments of this application may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps in the vehicle deblocking methods according to various embodiments of this application described above.

[0126] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0127] Furthermore, embodiments of this application may also be computer-readable storage media storing computer program instructions thereon, which, when executed by a processor, cause the processor to perform the steps in the vehicle deblocking methods according to various embodiments of this application described above.

[0128] The computer-readable storage medium may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may, for example, include, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: electrical connections having one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0129] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0130] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0131] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0132] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0133] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A method for unblocking vehicles, characterized in that, The method, applied to a first target vehicle in a congested vehicle set, includes: When a vehicle is found to be in a blocked state, the vehicle broadcasts its blocking information and feasible deblocking actions, and receives the blocking information and feasible deblocking actions broadcast by a second target vehicle, which includes vehicles in the blocked vehicle set other than the first target vehicle. Based on the congestion information of the vehicle and the congestion information broadcast by the second target vehicle, a dominant vehicle is selected from the set of congested vehicles; The first deblocking action determined by the leading vehicle is executed, the first deblocking action being determined based on the feasible deblocking actions of the autonomous vehicle and the feasible deblocking actions of the second target vehicle.

2. The vehicle deblocking method according to claim 1, characterized in that, The method further includes: The feasible unblocking actions of the vehicle are sorted by priority, and the highest priority unblocking action of the vehicle is broadcast. Receive the highest priority deblocking action broadcast by the second target vehicle.

3. The vehicle deblocking method according to claim 1, characterized in that, The congestion information includes information about vehicles that are blocking the vehicle; the step of selecting a dominant vehicle from the set of blocked vehicles based on the congestion information of the vehicle and the congestion information broadcast by the second target vehicle includes: Based on the traffic congestion information of the vehicle and the traffic congestion information broadcast by the second target vehicle, the vehicle with the most congested vehicles is identified. The vehicle with the most identified congested vehicles is determined as the dominant vehicle.

4. The vehicle deblocking method according to claim 3, characterized in that, Also includes: If each vehicle in the set of blocked vehicles identifies the same number of blocked vehicles, then the vehicle with the largest load is determined as the dominant vehicle.

5. The vehicle deblocking method according to any one of claims 1 to 3, characterized in that, If the first unblocking action is a feasible unblocking action broadcast by the vehicle itself, then the unblocking action broadcast by the leading vehicle and executed by the second target vehicle is stationary; if the first unblocking action is stationary, then the unblocking action broadcast by the leading vehicle and executed by the second target vehicle is a feasible unblocking action for the second target vehicle.

6. The vehicle deblocking method according to any one of claims 1 to 3, characterized in that, The execution of the first unblocking action determined by the leading vehicle includes: If all vehicles in the congested vehicle set remain stationary within the target time, the second de-blocking action determined by the leading vehicle is executed until a vehicle in the congested vehicle set starts moving within the target time, or until all de-blocking actions in the de-blocking action list constructed by the leading vehicle have been traversed. The de-blocking action list includes feasible de-blocking actions for each vehicle in the congested vehicle set, and the feasible de-blocking actions for each vehicle are arranged according to priority. The second de-blocking action is determined by the leading vehicle based on the de-blocking action list.

7. The vehicle deblocking method according to any one of claims 1 to 3, characterized in that, Also includes: Identify multiple candidate unblocking actions corresponding to the vehicle; For each candidate deblocking action, a feasibility assessment is performed to obtain the feasible deblocking action for the vehicle.

8. The vehicle deblocking method according to claim 7, characterized in that, The step of determining the feasibility of each candidate deblocking action to obtain the feasible deblocking action for the vehicle includes: When the candidate unblocking action includes a creeping action, it is determined whether the vehicle is on the driving trajectory of the second target vehicle, and whether the vehicle can drive to the first target position without blocking the second target vehicle after shortening the first safe driving distance to the second safe driving distance. If the vehicle is located on the driving trajectory of the second target vehicle, and the vehicle is able to travel to the first target position based on the second safe driving distance, then the creeping motion is determined as a feasible unblocking action for the vehicle.

9. The vehicle deblocking method according to claim 7, characterized in that, The step of determining the feasibility of each candidate deblocking action to obtain the feasible deblocking action for the vehicle includes: If the candidate unblocking action includes a detour action, then it is determined whether the vehicle is reversing and whether there is detour space in front of the vehicle's driving trajectory. If the vehicle is not reversing and there is space to maneuver, then the maneuvering action is determined as a feasible deblocking action for the vehicle.

10. The vehicle deblocking method according to claim 7, characterized in that, The candidate unblocking actions include parking actions. When the parking actions include parking recovery actions, the feasibility assessment of each candidate unblocking action to obtain feasible unblocking actions for the vehicle includes: Determine whether there is a conflict between the front of the vehicle's driving trajectory and the second target vehicle, and determine whether the distance between the vehicle's parking position and its current position is within the parking distance range; If there is no conflict between the vehicle's driving trajectory and the second target vehicle, and the distance is within the parking distance range, then the parking escape action is determined to be a feasible unblocking action for the vehicle.

11. The vehicle deblocking method according to claim 7, characterized in that, The candidate de-blocking actions include parking actions. When the parking actions include yielding actions, the feasibility assessment of each candidate de-blocking action to obtain feasible de-blocking actions for the vehicle includes: If the candidate unblocking action is the parking and yielding action, then determine whether there is a second target position on the reverse driving trajectory of the vehicle that does not conflict with the second target vehicle; and / or whether there is a third target position in the driving space of the vehicle that does not conflict with the second target vehicle. If the second target location exists, and / or the third target location exists, then the parking yielding action is determined as a feasible deblocking action for the vehicle.

12. An unmanned vehicle, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is configured to execute the vehicle deblocking method according to any one of claims 1 to 11.

13. A multi-vehicle cooperative system, characterized in that, Including the driverless vehicle as described in claim 12.

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