Roadside assistance-based dispatch method and electronic device

Abstract

The present disclosure provides a road rescue-based dispatch method and electronic device, and relates to the technical field of road rescue. The method comprises the following steps: receiving an emergency rescue request from a vehicle to be rescued with brake failure; the emergency rescue request comprises the driving type and the position of the vehicle to be rescued; determining a rescue strategy according to the driving type, and determining at least one rescue vehicle according to the position and the rescue strategy; the rescue strategy is used to guide the rescue process of the vehicle to be rescued; assigning a rescue task to each rescue vehicle according to the rescue strategy to instruct the rescue vehicle to implement the rescue for the vehicle to be rescued; the rescue task is a specific execution arrangement corresponding to the rescue strategy. The active scheduling and targeted rescue of the vehicle with brake failure can be realized without relying on fixed safety facilities, the range of applicable scenarios is expanded, the timely intervention capability for the vehicle motion state is enhanced, and the accident risk is reduced.

Description

Technical Field

[0001] This disclosure relates to the field of road rescue technology, and in particular to a dispatching method and electronic device based on road rescue. Background Technology

[0002] When a vehicle experiences brake failure (such as a ruptured hydraulic line or a malfunctioning electronic brake controller), it may be unable to decelerate or stop as intended by the driver, leading to a continuous increase in vehicle speed or making the vehicle difficult to control, posing a significant safety hazard. Therefore, achieving safe deceleration and stable control of a vehicle in the event of brake malfunction is a crucial issue for ensuring driving safety.

[0003] Currently, the usual method for handling vehicles that have lost braking control is to guide them into an escape lane, utilizing the lane's slope, buffer facilities, or resistance devices to slow them down and bring them to a stop. However, this method relies on pre-installed dedicated infrastructure and is only applicable to specific road sections with escape lanes. In many ordinary highways, urban roads, or scenarios without dedicated escape lanes, it is difficult to control the vehicle's movement in a timely manner once braking loss occurs. Summary of the Invention

[0004] In view of the above problems, this disclosure provides a roadside assistance dispatching method and electronic device to overcome, or at least partially solve, the problem that current methods for dealing with out-of-control vehicles are difficult to control in a timely manner in scenarios without dedicated avoidance facilities. The technical solution is as follows: A roadside assistance dispatching method, applied to a cloud-based control platform, includes the following steps: Receive emergency rescue requests from vehicles that have lost braking control; the emergency rescue request includes the drive type and location of the vehicle to be rescued; The rescue strategy is determined based on the drive type, and at least one rescue vehicle is identified based on the location and the rescue strategy; the rescue strategy guides the rescue process for the vehicles to be rescued. Each rescue vehicle is assigned a rescue task according to the rescue strategy, which instructs the rescue vehicle to carry out rescue operations on the vehicle to be rescued; the rescue task is the specific execution arrangement corresponding to the rescue strategy.

[0005] In the above scheme, by receiving emergency rescue requests containing drive type and location, real-time perception of the out-of-control vehicle's status and spatial location is achieved. This shifts the response time from "responding after entering a specific road segment" to "responding immediately upon loss of control," achieving early intervention and shortening response time. Furthermore, determining the rescue strategy based on drive type ensures that the rescue method matches the vehicle's power structure, preventing secondary instability caused by improper rescue methods and improving the safety and adaptability of the rescue. Building on this, at least one rescue vehicle is selected based on the vehicle's location and rescue strategy, achieving spatial and capability matching of rescue resources. This prioritizes vehicles with the capability to participate in the rescue, reducing ineffective dispatch and improving rescue efficiency. Simultaneously, specific rescue tasks are assigned to each rescue vehicle according to the rescue strategy, refining the abstract strategy into executable arrangements. This establishes a clear division of labor and collaborative relationship among multiple rescue vehicles, avoiding on-site chaos or repetitive operations, thereby improving the organization and controllability of collaborative response. In this way, without relying on fixed emergency avoidance facilities, active dispatching and targeted rescue of vehicles that have lost braking control are achieved, expanding the scope of applicable scenarios, enhancing the ability to intervene in the vehicle's motion status in a timely manner, and reducing the risk of accidents.

[0006] Optionally, the rescue strategy can be determined based on the drive type, including: The number of rescue vehicles to be dispatched is determined based on the drive type; The docking method between the rescue vehicle and the vehicle to be rescued is determined based on the drive type; The lifting method for the vehicle to be rescued is determined based on the drive type.

[0007] In this way, firstly, the number of rescue vehicles dispatched is determined based on the drive type, ensuring that the dispatch scale matches the power structure of the vehicle to be rescued and the potential traction resistance. This avoids failure or secondary risks due to insufficient traction capacity, thereby improving the success rate and safety redundancy of the rescue operation. Secondly, the docking method between the rescue vehicle and the vehicle to be rescued is determined based on the drive type, ensuring that the docking position is adapted to the vehicle's force characteristics and steering system. This applies traction force to the appropriate stress point, reducing the probability of structural damage or instability during the rescue process, thus improving the stability of the towing process. Finally, the lifting method for the vehicle to be rescued is determined based on the drive type, ensuring that the lifted part is coordinated with the drive system state. This avoids reverse dragging of the drive wheels against the ground or damage to the transmission system due to idle rotation, thereby reducing the risk of mechanical damage and ensuring a smooth and controllable towing process. These combined measures transform rescue dispatch from experience-based handling to targeted decision-making based on vehicle structural characteristics, achieving mechanical matching and synergistic optimization of the rescue process, and improving overall rescue efficiency and safety.

[0008] Optionally, drive type includes front-wheel drive, rear-wheel drive, and four-wheel drive; the number of rescue vehicles dispatched is determined based on the drive type, including: When the drive type is front-wheel drive or rear-wheel drive, the dispatch quantity of rescue vehicles is determined to be one. When the drive type is four-wheel drive, the number of rescue vehicles to be dispatched is determined to be two.

[0009] Thus, when the drive type is front-wheel drive or rear-wheel drive, based on the mechanical principle that in a loss-of-control state, only the corresponding drive axle needs to be controlled or lifted to cut off the power transmission path, the number of rescue vehicles dispatched is determined to be one, thereby reducing the occupation of rescue resources and improving dispatch efficiency. When the drive type is four-wheel drive, the number of rescue vehicles dispatched is determined to be two. This is because if power is distributed to the front and rear axles, and only one rescue vehicle performs single-end control, the other drive axle may still couple with the ground, affecting traction stability. Therefore, by forming dual-end coordinated control with two rescue vehicles, the force on the front and rear axles can be adjusted simultaneously, enhancing the overall force balance, thereby improving towing stability and reducing secondary risks. In summary, the above settings achieve a match between the number of dispatched vehicles and the power structure, optimizing resource allocation efficiency while ensuring rescue safety.

[0010] Optionally, the docking method between the rescue vehicle and the vehicle to be rescued can be determined based on the drive type, including: When the drive type is front-wheel drive, the docking method is determined to be that the rescue vehicle approaches the receiving rescue vehicle from the front of the vehicle to be rescued; When the drive type is rear-wheel drive, the docking method is determined to be that the rescue vehicle approaches the receiving rescue vehicle from behind the vehicle to be rescued; When the drive type is four-wheel drive, the docking method is determined to be that two rescue vehicles approach the receiving rescue vehicle from the front and rear of the vehicle to be rescued, respectively. Thus, when the drive type is front-wheel drive, determining the docking method as the rescue vehicle docking from the front of the vehicle to be rescued is based on the structural characteristic that the driving force is concentrated on the front axle. This transfers the longitudinal power dominance of the vehicle to be rescued to the rescue vehicle, thereby weakening the dominant role of the runaway drive wheels in the movement trend of the vehicle to be rescued, enhancing the control over the overall movement state, and improving the stability of the rescue process. When the drive type is rear-wheel drive, determining the docking method as the rescue vehicle docking from the rear of the receiving rescue vehicle is based on the structural characteristic that the driving force of the vehicle to be rescued is concentrated on the rear axle. By applying traction to the rear of the vehicle to be rescued, an effective longitudinal force constraint can be formed on the rear drive axle of the vehicle to be rescued, thereby establishing a stable traction control relationship. When the drive type is four-wheel drive, determining the docking method as two rescue vehicles docking from the front and rear of the receiving rescue vehicle respectively is based on the structural characteristic that both the front and rear axles of the vehicle to be rescued participate in power output, and the longitudinal power transmission path exists simultaneously at both ends of the vehicle to be rescued. By forming a coordinated constraint structure through front and rear double-end docking, the vehicle to be rescued is simultaneously subjected to double-end traction constraints in the longitudinal direction. This synchronously suppresses the residual driving force of the front and rear drive axles, thereby enhancing the overall force balance of the vehicle to be rescued and reducing the risk of attitude instability that may occur under unidirectional traction conditions. In summary, the above-mentioned differentiated docking method achieves structural matching between the docking direction and the power distribution characteristics, improving the stability and controllability of the rescue process.

[0011] Optionally, the lifting method for the vehicle to be rescued can be determined based on the drive type, including: When the drive type is front-wheel drive, the lifting method is determined to be lifting the front wheels of the vehicle to be rescued; When the drive type is rear-wheel drive, the lifting method is determined to be lifting the rear wheels of the vehicle to be rescued; When the drive type is four-wheel drive, the lifting method is determined to be to lift the front and rear wheels of the vehicle to be rescued in a coordinated manner; coordinated lifting means lifting the front and rear wheels at the same time, or lifting the front and rear wheels in sequence according to a preset order within a preset time period.

[0012] Thus, when the drive type is front-wheel drive, lifting the front wheels of the vehicle to be rescued is determined based on the structural characteristic that the front wheels bear the driving function. Lifting the drive wheels can effectively cut off the contact between power and the ground, thereby preventing the vehicle to be rescued from continuing to accelerate or spiral out of control, and improving the controllability of towing or braking intervention. When the drive type is rear-wheel drive, lifting the rear wheels of the vehicle to be rescued is determined because the driving force is concentrated on the rear axle. Lifting the rear wheels can block the power transmission, suppressing the tendency of the vehicle to lose control, while ensuring that the front wheels maintain contact with the ground to maintain directional stability, thereby improving the safety and stability of the rescue. When the drive type is four-wheel drive, the lifting method is determined to be the coordinated lifting of the front and rear wheels of the vehicle to be rescued. This is because in four-wheel drive, both the front and rear axles participate in power output, and lifting a single axle cannot completely cut off the power. By lifting the front and rear wheels of the vehicle to be rescued simultaneously or sequentially in a preset order, the force on all drive wheels can be effectively controlled, thereby enhancing the stability of the vehicle's posture during the rescue process and preventing the risk of secondary movement caused by insufficient control of a single axle. Through the above differentiated lifting method, the lifting strategy is matched with the vehicle's power distribution structure, enabling the rescue process to maintain force balance while controlling the power output of the vehicle to be rescued, thus improving rescue efficiency and safety.

[0013] Optionally, rescue tasks can be assigned to each rescue vehicle based on the lifting and docking methods, including: When there are two rescue vehicles, the first rescue vehicle is assigned to front docking and front wheel lifting, and the second rescue vehicle is assigned to rear docking and rear wheel lifting; the first rescue vehicle and the second rescue vehicle are different vehicles among the two rescue vehicles; When there is only one rescue vehicle, the lifting method and docking method will be assigned to that rescue vehicle.

[0014] Thus, when there are two rescue vehicles, the first rescue vehicle is assigned front docking and front wheel lifting, while the second rescue vehicle is assigned rear docking and rear wheel lifting. This is based on the characteristic of a four-wheel drive vehicle where the power is evenly distributed between the front and rear axles. By clearly assigning the controlled tasks of the front and rear axles to different rescue vehicles, the traction and lifting actions of each rescue vehicle correspond to specific drive wheels, thereby forming a coordinated front-rear control structure. This ensures that the vehicle being rescued experiences balanced forces longitudinally, avoiding attitude deviation or instability caused by unidirectional forces, and improving the stability and safety of the rescue process. When there is only one rescue vehicle, all lifting and docking methods are assigned to that vehicle. This is based on the characteristic of front-wheel drive or rear-wheel drive vehicles where the power is concentrated on a single axle. This allows a single vehicle to independently complete controlled traction and power isolation, simplifying the operation process while ensuring effective intervention in the movement state of the vehicle being rescued. This allows for safe and efficient rescue even under conditions of limited resources. Overall, by combining lifting and docking methods for task allocation, the rescue strategy is transformed into specific, executable operations. This ensures that the rescue process optimizes resource utilization while maintaining the force balance and power cut-off of the vehicle to be rescued, thereby improving rescue efficiency and safety.

[0015] Optionally, the rescue strategy includes the number of rescue vehicles dispatched; determining at least one rescue vehicle based on location and rescue strategy, including: Determine the target geographic area, including the location, based on the location; Obtain road topology information for the target geographic area and the target locations of multiple available rescue vehicles within the target geographic area; Based on road topology information, target location, and dispatch quantity, at least one rescue vehicle is selected from multiple available rescue vehicles.

[0016] Thus, determining the target geographic area based on location is a principle of establishing spatial constraints based on the location of the vehicle to be rescued. This confines rescue operations to a reasonable geographic range, shortening the travel distance and response time of rescue vehicles, thereby improving the timeliness of rescue efforts. Obtaining road topology information and the target locations of multiple available rescue vehicles within the target geographic area provides a complete spatial and path reference for dispatching decisions. This allows rescue vehicle selection to consider actual road accessibility and the immediate availability of available vehicles, reducing the risk of rescue delays due to unreachable vehicles. Based on road topology information, target location, and dispatching quantity, selecting at least one rescue vehicle from multiple available vehicles involves matching dispatching quantity requirements with vehicle spatial distribution and road accessibility. This ensures that the most suitable, closest, and timely arriving rescue vehicle is selected to participate in the rescue, thereby improving rescue response speed and resource utilization. Overall, this achieves dynamic matching of rescue strategies with the geographic environment and real-time available resources, enabling rescue vehicles to safely and efficiently carry out rescue operations in the shortest possible time.

[0017] Optionally, based on road topology information, target location, and dispatch quantity, at least one rescue vehicle is selected from multiple available rescue vehicles, including: Determine the shortest distance between the target location of each available rescue vehicle and the location of the vehicle to be rescued in the road topology information; The shortest distances corresponding to each available rescue vehicle are sorted in ascending order to obtain the dispatch sequence of available rescue vehicles; in the dispatch sequence, the smaller the shortest distance, the higher the priority of the corresponding available rescue vehicle. At least one rescue vehicle is determined from the dispatch sequence according to the dispatch quantity.

[0018] By determining the shortest distance between the target location of each available rescue vehicle and the location of the vehicle to be rescued in the road topology information, the feasible path length for the rescue vehicle to reach the scene can be quantified. This provides a precise time cost reference for dispatching decisions, ensuring that the selected rescue vehicle has the fastest arrival potential and improving the speed of rescue response. Sort the shortest distances corresponding to each available rescue vehicle in ascending order to obtain a dispatch sequence, assigning higher priority to vehicles with shorter shortest distances. This is based on the principle of "first come, first served," ensuring that rescue resources are dispatched in an efficiency-optimized order, thereby reducing on-site waiting time and potential delay risks, and improving rescue efficiency. Determining at least one rescue vehicle from the dispatch sequence according to the dispatch quantity combines a pre-determined rescue scale with priority ranking, ensuring that the selected rescue vehicles meet the quantity required by the rescue strategy while also being closest to the vehicle to be rescued, ensuring a fast, accurate, and efficient rescue process. Overall, this achieves dynamic optimal matching based on spatial accessibility and dispatching needs, allowing the selection of rescue vehicles to consider speed, quantity, and safety, improving overall rescue efficiency and reliability.

[0019] A roadside assistance dispatching method, applied to rescue vehicles, includes the following steps: Receive rescue missions; rescue missions are generated by the cloud control platform based on the drive type and location of the vehicle to be rescued; the vehicle to be rescued is a vehicle with brake failure; the rescue mission includes the identification, location, speed, and direction of travel of the vehicle to be rescued, as well as the lifting and docking methods used to rescue the vehicle to be rescued; Determine the target area where the vehicle to be rescued is located based on its position, speed, and direction of travel. Control the rescue vehicle to drive to the target area, and identify the vehicle to be rescued within the target area based on its identification markings; The receiving rescue vehicle is connected according to the docking method, and the vehicle waiting to be rescued is lifted according to the lifting method, so as to realize the rescue of the vehicle waiting to be rescued.

[0020] In this process, the rescue vehicle first receives the rescue mission, which is generated by the cloud control platform based on the vehicle's drive type and location. The mission includes the vehicle's identifier, location, speed, direction of travel, and the lifting and docking methods for rescuing the vehicle. This provides the rescue vehicle with precise mission information and clear operational parameters, ensuring the accuracy and safety of subsequent rescue efforts. Next, the target area is determined based on the vehicle's location, speed, and direction of travel, ensuring the rescue vehicle travels to the correct location and achieving precise dispatching. Then, the rescue vehicle travels to the target area and identifies the vehicle, accurately locating the target and avoiding misoperation or delays in rescue time. Subsequently, the rescue vehicle docks with the vehicle according to the designated docking method, ensuring a secure and reliable connection and providing stable conditions for the lifting operation. After docking, the rescue vehicle lifts the vehicle according to the specified method, achieving direct control over the vehicle's movement and preventing further loss of control or accidents. In summary, by forming a continuous rescue closed loop through task reception, target area determination, vehicle identification, docking, and lifting, timely, accurate, and safe rescue of vehicles with brake failure is achieved.

[0021] A roadside assistance dispatching device, applied to a cloud control platform, the device comprising: The communication module is used to receive emergency rescue requests from vehicles that have lost braking control; the emergency rescue requests include the drive type and location of the vehicles to be rescued. The determination module is used to determine the rescue strategy based on the drive type and to determine at least one rescue vehicle based on the location and the rescue strategy; the rescue strategy is used to guide the rescue process for the vehicles to be rescued. The dispatch module is used to assign rescue tasks to each rescue vehicle according to the rescue strategy, so as to instruct the rescue vehicles to carry out rescue operations on the vehicles to be rescued; the rescue task is the specific execution arrangement corresponding to the rescue strategy.

[0022] Optionally, a determination module is provided, specifically used to determine the number of rescue vehicles to be dispatched based on the drive type; The docking method between the rescue vehicle and the vehicle to be rescued is determined based on the drive type; The lifting method for the vehicle to be rescued is determined based on the drive type.

[0023] Optionally, the drive type includes front-wheel drive, rear-wheel drive, and four-wheel drive; the determining module is specifically used to determine the dispatch quantity of the rescue vehicle as one when the drive type is front-wheel drive or rear-wheel drive. When the drive type is four-wheel drive, the number of rescue vehicles to be dispatched is determined to be two.

[0024] Optionally, a determination module is used to determine, when the drive type is front-wheel drive, the docking method is that the rescue vehicle approaches the receiving rescue vehicle from the front of the vehicle to be rescued; When the drive type is rear-wheel drive, the docking method is determined to be that the rescue vehicle approaches the receiving rescue vehicle from behind the vehicle to be rescued; When the drive type is four-wheel drive, the docking method is determined to be that two rescue vehicles approach the receiving rescue vehicle from the front and rear of the vehicle to be rescued, respectively. Optionally, a determination module is used to determine the lifting method as lifting the front wheels of the vehicle to be rescued when the drive type is front-wheel drive; When the drive type is rear-wheel drive, the lifting method is determined to be lifting the rear wheels of the vehicle to be rescued; When the drive type is four-wheel drive, the lifting method is determined to be to lift the front and rear wheels of the vehicle to be rescued in a coordinated manner; coordinated lifting means lifting the front and rear wheels at the same time, or lifting the front and rear wheels in sequence according to a preset order within a preset time period.

[0025] Optionally, a scheduling module is used to assign forward docking and front wheel lifting to the first rescue vehicle and rear docking and rear wheel lifting to the second rescue vehicle when there are two rescue vehicles; the first rescue vehicle and the second rescue vehicle are different vehicles among the two rescue vehicles. When there is only one rescue vehicle, the lifting method and docking method will be assigned to that rescue vehicle.

[0026] Optionally, the rescue strategy includes the number of rescue vehicles dispatched; a determination module is specifically used to determine the target geographical area, including the location, based on the location. Obtain road topology information for the target geographic area and the target locations of multiple available rescue vehicles within the target geographic area; Based on road topology information, target location, and dispatch quantity, at least one rescue vehicle is selected from multiple available rescue vehicles.

[0027] Optionally, a determination module is used to determine the shortest distance between the target location of each available rescue vehicle and the location of the vehicle to be rescued in the road topology information; The shortest distances corresponding to each available rescue vehicle are sorted in ascending order to obtain the dispatch sequence of available rescue vehicles; in the dispatch sequence, the smaller the shortest distance, the higher the priority of the corresponding available rescue vehicle. At least one rescue vehicle is determined from the dispatch sequence according to the dispatch quantity.

[0028] A roadside assistance dispatching device, applied to rescue vehicles, includes: The receiving module is used to receive rescue missions; the rescue missions are generated by the cloud control platform based on the drive type and location of the vehicle to be rescued; the vehicle to be rescued is a vehicle with brake failure; the rescue missions include the identification, location, speed, and direction of travel of the vehicle to be rescued, as well as the lifting and docking methods for rescuing the vehicle to be rescued. The processing module is used to determine the target area where the vehicle to be rescued is located based on its position, speed, and direction of travel. The identification module is used to control the rescue vehicle to drive to the target area and identify the vehicle to be rescued within the target area based on its identification markings. The rescue module is used to connect with the receiving rescue vehicle according to the docking method and to lift the vehicle to be rescued according to the lifting method, so as to realize the rescue of the vehicle to be rescued.

[0029] An electronic device includes a memory for storing a computer program; and a processor for executing the computer program to implement any of the optional roadside assistance dispatch methods described above.

[0030] A computer-readable storage medium storing a computer program that, when executed by a processor, implements any of the optional roadside assistance dispatch methods described above.

[0031] A computer program product, when run on a computer, causes the computer to perform the aforementioned related steps to implement any of the optional roadside assistance dispatch methods described above.

[0032] By utilizing the aforementioned technical solution, this disclosure provides a roadside assistance dispatching method and electronic device that receives emergency rescue requests containing drive type and location. This enables real-time perception of the out-of-control vehicle's state and spatial location. Rescue strategies are determined based on drive type, ensuring the rescue method matches the vehicle's power structure. This avoids secondary instability caused by improper rescue methods, thereby improving the safety and adaptability of the rescue. Then, by combining vehicle location and rescue strategy, at least one rescue vehicle is selected, achieving spatial and capability matching of rescue resources. This prioritizes vehicles with handling capabilities, reducing ineffective dispatching and improving rescue efficiency. Finally, specific rescue tasks are assigned to each rescue vehicle according to the rescue strategy, refining the abstract strategy into executable arrangements. This establishes a clear division of labor and collaborative relationship among multiple rescue vehicles, avoiding chaotic on-site handling or repetitive operations, thus improving the organization and controllability of collaborative handling. This achieves proactive dispatching and targeted rescue of vehicles with brake failure, reducing accident risks.

[0033] The above description is merely an overview of the technical solution disclosed herein. In order to better understand the technical means of this disclosure and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this disclosure more apparent and understandable, specific embodiments of this disclosure are described below. Attached Figure Description

[0034] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this disclosure. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic diagram of the architecture of a roadside assistance dispatch system provided in an embodiment of this disclosure is shown; Figure 2 One of the flowcharts of the dispatching method based on roadside assistance provided in this embodiment is shown; Figure 3 A second schematic flowchart of the dispatching method based on roadside assistance provided in this embodiment of the present disclosure is shown; Figure 4 The third schematic flowchart of the dispatching method based on roadside assistance provided in this embodiment of the present disclosure is shown; Figure 5 The fourth schematic flowchart of the dispatching method based on roadside assistance provided in this embodiment of the present disclosure is shown. Figure 6 The fifth illustration shows a flowchart of the dispatching method based on roadside assistance provided in this embodiment of the present disclosure; Figure 7 The sixth illustration shows a flowchart of the dispatching method based on roadside assistance provided in this embodiment of the present disclosure; Figure 8 The seventh flowchart illustrates the dispatching method based on roadside assistance provided in this embodiment of the present disclosure; Figure 9 One of the structural schematic diagrams of the roadside assistance dispatching device provided in this disclosure is shown. Figure 10 This is a second schematic diagram of the structure of the road rescue dispatching device provided in an embodiment of the present disclosure; Figure 11 A schematic diagram of the structure of an electronic device provided in an embodiment of this disclosure is shown. Detailed Implementation

[0035] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0036] Current methods for handling vehicles that have lost control of their brakes typically include: activating the electronic parking brake (EPB), using engine braking by downshifting, and guiding the vehicle into an escape lane. However, guiding the vehicle into an escape lane relies on pre-installed dedicated infrastructure and is only applicable to specific road sections with such lanes. The vehicle's own electronic parking brake or engine braking usually only provides auxiliary deceleration and is insufficient to bring the vehicle to the desired state (e.g., a stop) in a brake failure scenario. Therefore, existing methods have limitations in terms of applicability and control effectiveness, and still cannot effectively control the movement of vehicles that have lost control of their brakes in a timely manner. To address the aforementioned issues, this disclosure provides a roadside assistance dispatching scheme. First, it receives an emergency rescue request from a vehicle experiencing brake failure. The emergency rescue request includes the vehicle's drive type and location. Then, a rescue strategy is determined based on the drive type, and at least one rescue vehicle is selected based on the location and the rescue strategy. The rescue strategy guides the rescue process for the vehicle. Finally, a rescue task is assigned to each rescue vehicle according to the rescue strategy, instructing them to carry out rescue operations for the vehicle. The rescue task is the specific execution arrangement corresponding to the rescue strategy. This scheme enables proactive dispatching and targeted rescue of vehicles with brake failure without relying on fixed safety facilities, expanding the scope of applicable scenarios, enhancing the ability to intervene in vehicle movement promptly, and reducing accident risks.

[0037] This disclosure provides a dispatch system based on roadside assistance, such as Figure 1 As shown, the system mainly includes 100 out-of-control vehicles, 200 cloud control platforms, and at least one rescue vehicle 300.

[0038] The cloud control platform 200 provided in this embodiment establishes communication connections with the out-of-control vehicle 100 and at least one rescue vehicle 300. Upon receiving an emergency rescue request from the out-of-control vehicle 100, the platform generates a rescue plan and dispatches the rescue vehicle 300 to rescue the out-of-control vehicle 100 according to the plan. The out-of-control vehicle 100 can be any type of motor vehicle, such as a passenger car, commercial vehicle, bus, truck, or special-purpose vehicle. When the out-of-control vehicle 100 experiences brake failure, it can send an emergency rescue request to the cloud control platform 200 via the communication connection to request assistance. The rescue vehicle 300 is a vehicle used to perform rescue tasks. The rescue vehicle 300 can be a specialized rescue vehicle with towing, lifting, or dragging capabilities, such as a breakdown vehicle, tow truck, or roadside assistance vehicle. The rescue vehicle 300 can receive and execute the rescue plan and dispatch instructions issued by the cloud control platform 200. Meanwhile, the rescue vehicle 300 can also report its location and rescue execution status to the cloud control platform 200, so that the cloud control platform 200 can monitor and adjust the rescue process.

[0039] It should be noted that the road rescue dispatching method provided in this embodiment can be executed by the cloud control platform 200; or it can be executed by the rescue vehicle 300 and the cloud control platform 200 together.

[0040] Furthermore, the roadside assistance dispatching method provided in this disclosure can also be executed by a roadside assistance dispatching device, which can be either hardware or software. When the roadside assistance dispatching device is hardware, it can be an electronic device with roadside assistance dispatching functions. When the roadside assistance dispatching device is software, it can be installed in the aforementioned electronic device. It can be implemented as multiple software programs or software modules, or as a single software program or software module. No specific limitations are made here.

[0041] Based on the aforementioned roadside assistance-based dispatch system, and to address the technical problem that current methods for dealing with out-of-control vehicles struggle to promptly control their movement in scenarios lacking dedicated safety features, this disclosure provides a roadside assistance-based dispatch method applied to a cloud-based control platform, such as... Figure 2 As shown, Figure 2 This is a schematic flowchart of a roadside assistance dispatching method provided in an embodiment of this disclosure. The method may include the following steps S11-S13: S11. Receive an emergency rescue request from a vehicle awaiting rescue that has lost braking control.

[0042] The emergency rescue request includes the drive type and location of the vehicle to be rescued. The drive type refers to the highest drive configuration that the vehicle to be rescued can support, determined based on its model configuration or vehicle parameters. In some embodiments, the emergency rescue request may also include vehicle identification, speed, and direction of travel. The vehicle identification is used to uniquely identify the vehicle; for example, it may be a Vehicle Identification Number (VIN), license plate number, or internal vehicle number. The identification, location, speed, and direction can guide the rescue vehicle to determine the real-time location of the vehicle to be rescued, enabling rapid, accurate, and safe rescue.

[0043] When a vehicle's onboard diagnostic system determines that its brakes have lost control, or when the driver actively triggers an emergency signal, the vehicle can send an emergency rescue request to the cloud control platform. Upon receiving the emergency rescue request, the cloud control platform will identify the vehicle as the one requiring rescue. Specifically, when a vehicle detects brake failure through its onboard diagnostic system, or when the driver actively triggers an emergency signal, the vehicle can send an emergency rescue request to the cloud control platform. Upon receiving the emergency rescue request, the cloud control platform identifies the vehicle as a vehicle requiring rescue.

[0044] S12. Determine the rescue strategy based on the drive type, and determine at least one rescue vehicle based on the location and the rescue strategy.

[0045] First, determine the rescue strategy based on the drive type. This strategy guides the rescue process for the vehicle to be rescued. For example, a possible strategy is to utilize N rescue vehicles in motion to engage and control the drive wheel state of the vehicle to be rescued, thereby restricting its movement and achieving the rescue objective. Here, N ≥ 1.

[0046] Specifically, the method of determining the rescue strategy based on the driving type can be to match the rescue strategy with a pre-defined correspondence based on the driving type, where the correspondence records the correspondence between different driving types and corresponding rescue strategies; or the driving type can be input into a pre-trained strategy model, and the model can generate the corresponding rescue strategy.

[0047] Then, at least one rescue vehicle is determined based on the location and the rescue strategy. The rescue strategy may include the number of rescue vehicles to be dispatched. Specifically, determining at least one rescue vehicle based on the location and the rescue strategy can be done by selecting the available rescue vehicle that is closest to the location of the vehicle to be rescued.

[0048] S13. Assign rescue tasks to each rescue vehicle according to the rescue strategy, so as to instruct the rescue vehicles to carry out rescue operations on the vehicles to be rescued.

[0049] The rescue task refers to the specific execution arrangement corresponding to the rescue strategy. For example, if the rescue strategy is to use two rescue vehicles in motion to dock and control the drive wheel state of the vehicle to be rescued while it is in motion, the rescue task can include: docking at the front and controlling the front wheel state of the vehicle to be rescued, and docking at the rear and controlling the rear wheel state of the vehicle to be rescued. Thus, when assigning rescue tasks to each rescue vehicle (two in the example above) according to the rescue strategy, one vehicle is assigned the task of docking at the front and controlling the front wheel state of the vehicle to be rescued, and the other is assigned the task of docking at the rear and controlling the rear wheel state of the vehicle to be rescued. Of course, if there is only one rescue vehicle, its corresponding rescue task will only be assigned to that single rescue vehicle.

[0050] In some embodiments, the rescue strategy includes, but is not limited to, the number of rescue vehicles dispatched, the docking method between the rescue vehicles and the vehicle to be rescued, and the lifting method for the vehicle to be rescued. First, the number of rescue vehicles dispatched is determined based on the drive type, ensuring that the scale of the dispatched rescue vehicles matches the power structure of the vehicle to be rescued and the potential traction resistance, avoiding failure or secondary risks due to insufficient traction capacity, thereby improving the success rate of the rescue and safety redundancy. Second, the docking method between the rescue vehicles and the vehicle to be rescued is determined based on the drive type, ensuring that the docking position is adapted to the vehicle's force characteristics and steering system, applying traction force to a reasonable stress point, reducing the probability of damage to the vehicle body structure or instability during the rescue process, thereby improving the stability of the towing process. Finally, the lifting method for the vehicle to be rescued is determined based on the drive type, ensuring that the lifted part is coordinated with the state of the drive system, avoiding reverse drag between the drive wheels and the ground or damage to the transmission system due to idle rotation, thereby reducing the risk of mechanical damage and ensuring a smooth and controllable towing process. The above measures have transformed rescue dispatch from experience-based response to targeted decision-making based on vehicle structural characteristics, achieving mechanical matching and collaborative optimization of the rescue process and improving overall rescue efficiency and safety.

[0051] At this point, the method of assigning rescue tasks to each rescue vehicle according to the rescue strategy can be as follows: When there are two rescue vehicles, the first rescue vehicle is assigned front docking and front wheel lifting, and the second rescue vehicle is assigned rear docking and rear wheel lifting. The first and second rescue vehicles are different vehicles among the two rescue vehicles. When there is only one rescue vehicle, the lifting and docking methods are assigned to that single rescue vehicle. This method, assigning front docking and front wheel lifting to the first rescue vehicle and rear docking and rear wheel lifting to the second rescue vehicle when there are two rescue vehicles, is based on the characteristic that the power of the vehicle to be rescued is evenly distributed between the front and rear axles in a four-wheel drive system. By clearly assigning the controlled tasks of the front and rear axles to different rescue vehicles, the traction and lifting actions of each rescue vehicle correspond to specific drive wheels, thus forming a coordinated front-rear control structure. This ensures that the vehicle to be rescued experiences balanced forces longitudinally, avoiding attitude deviation or instability caused by unidirectional forces, and improving the stability and safety of the rescue process. When there is only one rescue vehicle, all lifting and docking methods are assigned to that vehicle. This is based on the characteristic of front-wheel drive or rear-wheel drive vehicles where power is concentrated on a single axle, allowing a single vehicle to independently complete controlled traction and power isolation. This simplifies the operation process while ensuring effective intervention in the movement of the vehicle being rescued, thus enabling safe and efficient rescue even under limited resources. Overall, by combining lifting and docking methods in task allocation, the rescue strategy is transformed into specific, executable operations. This optimizes resource utilization while ensuring force balance and power cutoff for the vehicle being rescued, improving both rescue efficiency and safety.

[0052] In the aforementioned scheme, by receiving emergency rescue requests containing drive type and location, real-time perception of the out-of-control vehicle's status and spatial location is achieved. This shifts the response time from "responding after entering a specific road segment" to "responding immediately upon loss of control," achieving early intervention and shortening response time. Furthermore, by determining the rescue strategy based on drive type, the rescue method is matched to the vehicle's power structure, avoiding secondary instability caused by improper rescue methods, thus improving the safety and adaptability of the rescue. Based on this, at least one rescue vehicle is selected by combining vehicle location and rescue strategy, achieving spatial and capability matching of rescue resources. This prioritizes vehicles with the capability to participate in the rescue, reducing ineffective dispatch and improving rescue efficiency. Simultaneously, specific rescue tasks are assigned to each rescue vehicle according to the rescue strategy, refining the abstract strategy into executable arrangements. This establishes a clear division of labor and collaborative relationship among multiple rescue vehicles, avoiding on-site chaos or repetitive operations, thereby improving the organization and controllability of collaborative response. In this way, without relying on fixed emergency avoidance facilities, active dispatching and targeted rescue of vehicles that have lost braking control are achieved, expanding the scope of applicable scenarios, enhancing the ability to intervene in the vehicle's motion status in a timely manner, and reducing the risk of accidents.

[0053] In some embodiments, drive types include front-wheel drive, rear-wheel drive, and four-wheel drive. Front-wheel drive means that engine power is transmitted only to the front wheels, which are responsible for both driving and steering; rear-wheel drive means that engine power is transmitted only to the rear wheels, and the front wheels are only responsible for steering; four-wheel drive means that engine power can be distributed to all four wheels, with the front wheels responsible for steering. Figure 3 As shown, the method of determining the rescue strategy based on the drive type may include the following steps S1211-S1212.

[0054] S1211. When the drive type is front-wheel drive or rear-wheel drive, the number of rescue vehicles to be dispatched is determined to be one.

[0055] Specifically, since both front-wheel drive and rear-wheel drive vehicles require a single drive axle, their power output is concentrated on a set of drive wheels (front-wheel drive vehicles output power to the front wheels, and rear-wheel drive vehicles output power to the rear wheels). When the state of this set of drive wheels is controlled, the power transmission link is cut off, and the vehicle requiring rescue cannot continue to output driving force. Its operating state can be effectively restricted, thereby reducing the complexity of the rescue operation and the difficulty of coordinated control. Therefore, when the drive type is front-wheel drive or rear-wheel drive, only one rescue vehicle needs to be dispatched to complete the rescue.

[0056] S1212. When the drive type is four-wheel drive, the number of rescue vehicles to be dispatched is determined to be two.

[0057] Similarly, since four-wheel drive vehicles to be rescued have a multi-drive axle structure, the vehicle's power output acts on the front and rear drive wheels, and the drive links are interconnected. When only one set of drive wheels is controlled, the other set of drive wheels may still output driving force, making it difficult to completely cut off the power transmission link, and the vehicle's operating state cannot be fully restricted. To ensure stable control of the power output of each drive axle and avoid the risk of the vehicle to be rescued moving again or becoming unstable due to residual driving force during the rescue process, the number of rescue vehicles dispatched is determined to be two when the drive type is four-wheel drive.

[0058] In the above scheme, when the drive type is front-wheel drive or rear-wheel drive, based on the mechanical principle that in a loss-of-control state, only the corresponding drive axle needs to be controlled or lifted to cut off the power transmission path, the number of rescue vehicles dispatched is determined to be one, thereby reducing the occupation of rescue resources and improving dispatch efficiency. When the drive type is four-wheel drive, the number of rescue vehicles dispatched is determined to be two. This is because if power is distributed to the front and rear axles, and only one rescue vehicle implements single-end control, the other drive axle may still couple with the ground, affecting traction stability. Therefore, by forming dual-end coordinated control with two rescue vehicles, the force on the front and rear axles can be adjusted simultaneously, enhancing the overall force balance, thereby improving towing stability and reducing secondary risks. In summary, the above settings achieve a match between the number of dispatched vehicles and the power structure, optimizing resource allocation efficiency while ensuring rescue safety.

[0059] In some embodiments, such as Figure 4 As shown, the method of determining the docking method between the rescue vehicle and the vehicle to be rescued based on the drive type may include the following steps S1221-S1223.

[0060] S1221. When the drive type is front-wheel drive, the docking method is determined to be that the rescue vehicle faces the receiving rescue vehicle from the front of the vehicle to be rescued.

[0061] Specifically, when the drive type is front-wheel drive, the driving force of the vehicle to be rescued is mainly output by the front wheels, and the longitudinal driving force and movement trend of the vehicle to be rescued are mainly determined by the front wheels. When the rescue vehicle docks with the vehicle to be rescued from the front, it can directly act on the front wheels of the vehicle to be rescued, thereby more effectively controlling its longitudinal movement and acceleration and deceleration, ensuring the stability and safety of docking during the rescue process, while avoiding unnecessary lateral interference to the rear wheels.

[0062] Alternatively, the rear of the rescue vehicle can be positioned opposite the front of the receiving rescue vehicle to facilitate docking. This is because positioning the rear of the rescue vehicle opposite the front of the receiving rescue vehicle allows both vehicles to maintain a forward-moving state, making it easier to use the rescue vehicle's own power to tow or lift the vehicle to be rescued. It also improves safety and visibility.

[0063] S1222. When the drive type is rear-wheel drive, the docking method is determined to be that the rescue vehicle approaches the receiving rescue vehicle from behind the vehicle to be rescued. Similarly, in rear-wheel drive vehicles, the main driving force and longitudinal movement tendency of the vehicle are provided by the rear wheels. When a rescue vehicle docks with the vehicle to be rescued from behind, the applied rescue force can act directly on the direction of the rear-wheel drive axis, thereby more effectively controlling the longitudinal movement of the vehicle, ensuring stability and safety during the docking process, and avoiding the transmission of lateral interference through the front wheels or the front of the vehicle body, thus improving the reliability of the rescue operation.

[0064] Alternatively, the front or rear of the rescue vehicle can be positioned relative to the rear of the receiving rescue vehicle to facilitate docking. In some embodiments, positioning the front of the rescue vehicle relative to the rear of the receiving rescue vehicle is preferred.

[0065] S1223. When the drive type is four-wheel drive, the docking method is determined to be that two rescue vehicles approach the receiving rescue vehicle from the front and rear of the vehicle to be rescued, respectively. Specifically, when the drive type is four-wheel drive, both the front and rear wheels of the vehicle to be rescued are drive wheels, and the power output acts on the front and rear drive axles simultaneously. At this time, single-sided control cannot cut off all power transmission. Therefore, two rescue vehicles need to dock from the front and rear of the vehicle to be rescued, respectively. Through the state control mechanism, they act on the corresponding force points of the front and rear drive wheels of the vehicle to be rescued to achieve state control of the front and rear drive wheels.

[0066] In the above schemes, when the drive type is front-wheel drive, the docking method is determined by the rescue vehicle docking from the front of the vehicle to be rescued. This is based on the structural characteristic that the driving force is concentrated on the front axle, which transfers the longitudinal power dominance of the vehicle to be rescued to the rescue vehicle, thereby weakening the dominant role of the runaway drive wheels in the movement trend of the vehicle to be rescued, enhancing the control ability over the overall movement state, and improving the stability of the rescue process. When the drive type is rear-wheel drive, the docking method is determined by the rescue vehicle docking from the rear of the receiving rescue vehicle. This is based on the structural characteristic that the driving force of the vehicle to be rescued is concentrated on the rear axle. By applying traction force to the rear of the vehicle to be rescued, an effective longitudinal force constraint can be formed on the rear drive axle of the vehicle to be rescued, thereby establishing a stable traction control relationship. When the drive type is four-wheel drive, the docking method is determined by two rescue vehicles docking from the front and rear of the receiving rescue vehicle, respectively. This is based on the structural characteristic that both the front and rear axles of the vehicle to be rescued participate in power output, and the longitudinal power transmission path exists simultaneously at both ends of the vehicle to be rescued. By forming a coordinated constraint structure through front and rear double-end docking, the vehicle to be rescued is simultaneously subjected to double-end traction constraints in the longitudinal direction. This synchronously suppresses the residual driving force of the front and rear drive axles, thereby enhancing the overall force balance of the vehicle to be rescued and reducing the risk of attitude instability that may occur under unidirectional traction conditions. In summary, the above-mentioned differentiated docking method achieves structural matching between the docking direction and the power distribution characteristics, improving the stability and controllability of the rescue process.

[0067] In some embodiments, such as Figure 5 As shown, determining the lifting method for the vehicle to be rescued based on the drive type may include the following steps S1231-S1233.

[0068] S1231. When the drive type is front-wheel drive, the lifting method is determined to be lifting the front wheels of the vehicle to be rescued.

[0069] Specifically, when the drive type is front-wheel drive, the power output of the vehicle to be rescued is concentrated on the front wheels. To cut off the power transmission link, the front wheels of the vehicle to be rescued can be lifted off the ground, thereby eliminating the influence of the driving force on the vehicle's operating state. Therefore, in the case of front-wheel drive, the lifting method is determined to be lifting the front wheels of the vehicle to be rescued, in order to achieve direct control of the drive wheels, ensure the effectiveness of power cut-off, and improve the safety and stability of the rescue operation.

[0070] S1232. When the drive type is rear-wheel drive, the lifting method is determined to be lifting the rear wheels of the vehicle to be rescued.

[0071] Similarly, when the drive type is rear-wheel drive, the power output of the vehicle to be rescued is concentrated on the rear wheels. In order to cut off the power transmission link, the rear wheels of the vehicle to be rescued are lifted off the ground, thereby eliminating the influence of the driving force on the operating status of the vehicle to be rescued.

[0072] S1233. When the drive type is four-wheel drive, the lifting method is determined to be the coordinated lifting of the front and rear wheels of the vehicle to be rescued.

[0073] The coordinated lifting method involves simultaneously lifting the front and rear wheels, or sequentially lifting the front and rear wheels in a preset order within a preset time period. In some embodiments, when the coordinated lifting method involves sequentially lifting the front and rear wheels of the vehicle to be rescued in a preset order within a preset time period, lifting the front wheels first can gradually release the steering constraints and front wheel driving force of the vehicle to be rescued, while the rear wheels remain supported, thus making the change in the center of gravity of the vehicle to be rescued controllable. Then, the rear wheels of the vehicle to be rescued are lifted in a short time to make the vehicle to be rescued completely suspended in the air. This gradual lifting method can effectively control the shift of the center of gravity and prevent the vehicle to be rescued from tilting or swaying during the lifting process.

[0074] Specifically, when the drive type is four-wheel drive, all four wheels of the vehicle to be rescued can provide driving force. If only the front or rear wheels are lifted, the remaining wheels that are still in contact with the ground may continue to drive the vehicle to be rescued, causing the vehicle to slip, deviate, or lose control, increasing the rescue risk. Therefore, the lifting method is determined to be to lift the front and rear wheels of the vehicle to be rescued in a coordinated manner.

[0075] In the above schemes, when the drive type is front-wheel drive, the lifting method is determined to be lifting the front wheels of the vehicle to be rescued. This is based on the structural characteristic that the front wheels bear the driving function. Lifting the drive wheels can effectively cut off the contact between the power and the ground, thereby preventing the vehicle to be rescued from continuing to accelerate or spiral out of control, and improving the controllability of towing or braking intervention. When the drive type is rear-wheel drive, the lifting method is determined to be lifting the rear wheels of the vehicle to be rescued. This is because the driving force is concentrated on the rear axle. Lifting the rear wheels can block the power transmission, suppressing the tendency of the vehicle to lose control, while ensuring that the front wheels maintain contact with the ground to maintain directional stability, thereby improving the safety and stability of the rescue. When the drive type is four-wheel drive, the lifting method is determined to be the coordinated lifting of the front and rear wheels of the vehicle to be rescued. This is because in four-wheel drive, both the front and rear axles participate in power output, and lifting a single axle cannot completely cut off the power. By lifting the front and rear wheels of the vehicle to be rescued simultaneously or sequentially in a preset order, the force on all drive wheels can be effectively controlled, thereby enhancing the stability of the vehicle's posture during the rescue process and preventing the risk of secondary movement caused by insufficient control of a single axle. Through the above differentiated lifting method, the lifting strategy is matched with the vehicle's power distribution structure, enabling the rescue process to maintain force balance while controlling the power output of the vehicle to be rescued, thus improving rescue efficiency and safety.

[0076] In some embodiments, the rescue strategy includes the number of rescue vehicles dispatched. For example... Figure 6 As shown, the method of determining at least one rescue vehicle based on location and rescue strategy in step S13 above may include the following steps S131-S133.

[0077] S131. Determine the target geographic area, including the location, based on the location.

[0078] Specifically, the target geographical area can be determined based on the location of the vehicle to be rescued. This can be done by dividing the geographical area into regions based on the administrative region or the map grid in which the location is located; or by constructing a certain radius or buffer zone around the location to obtain the target geographical area; or by dividing the target geographical area based on the distance and number of dispatch points around the location (the locations where rescue vehicles are parked or on standby, used to receive rescue missions and execute dispatch).

[0079] S132. Obtain road topology information of the target geographic area and the target locations of multiple idle rescue vehicles within the target geographic area.

[0080] First, obtain the road topology information of the target geographic area. Specifically, this can be done by calling the interface or database of a digital map provider; alternatively, it can be obtained by collecting road topology information from road sensors or monitoring equipment.

[0081] Then, the target locations of multiple available rescue vehicles within the target geographical area are obtained. Specifically, the availability status and target location of rescue vehicles can be determined through real-time communication with rescue vehicles within the target geographical area; alternatively, the target locations of available rescue vehicles within the target geographical area can be determined by querying rescue mission records.

[0082] S133. Based on road topology information, target location, and dispatch quantity, determine at least one rescue vehicle from multiple available rescue vehicles.

[0083] Specifically, the available rescue vehicles that are closest to the location of the vehicle to be rescued in the road topology information can be identified as the rescue vehicles.

[0084] In the above scheme, determining the target geographical area based on location is based on the principle of establishing spatial constraints according to the location of the vehicle to be rescued. This confines the rescue operation to a reasonable geographical range, shortening the travel distance and response time of rescue vehicles, thereby improving the timeliness of the rescue. Obtaining road topology information of the target geographical area and the target locations of multiple idle rescue vehicles within the target geographical area provides a complete spatial and path reference for dispatching decisions. This allows the selection of rescue vehicles to consider actual road accessibility and the immediate availability of idle vehicles, thereby reducing the risk of rescue delays caused by the inaccessibility of rescue vehicles. Based on road topology information, target location, and dispatching quantity, at least one rescue vehicle is selected from multiple idle rescue vehicles. This is achieved by matching the dispatching quantity requirements with the spatial distribution of vehicles and road accessibility, ensuring that the most suitable, closest, and timely arriving rescue vehicle is selected to participate in the rescue, thereby improving the rescue response speed and resource utilization. Overall, this scheme achieves dynamic matching between the rescue strategy and the geographical environment and real-time available resources, enabling rescue vehicles to safely and efficiently carry out rescue operations for vehicles to be rescued in the shortest possible time.

[0085] In some embodiments, such as Figure 7 As shown, the method of determining at least one rescue vehicle from multiple available rescue vehicles based on road topology information, target location, and dispatch quantity in step S133 above may include the following steps S1331-S1333.

[0086] S1331. Determine the shortest distance between the target location of each available rescue vehicle and the location of the vehicle to be rescued in the road topology information.

[0087] Among them, the shortest distance between the target location of the idle rescue vehicle and the location of the vehicle to be rescued in the road topology information refers to the shortest road distance that the idle rescue vehicle travels from the road to the location of the vehicle to be rescued.

[0088] Specifically, determining the shortest distance between the target location of each available rescue vehicle and the location of the vehicle to be rescued in the road topology information can be achieved by first modeling the road topology information as a graph structure and then using a shortest path algorithm to calculate the shortest distance; alternatively, it can be obtained directly based on a Geographic Information System (GIS) or navigation software; or the target location of the available rescue vehicle, the road topology information, and the location can be input into a pre-trained distance calculation model to obtain the shortest distance corresponding to each available rescue vehicle.

[0089] S1332. Sort the shortest distances corresponding to each available rescue vehicle in ascending order to obtain the dispatch sequence of available rescue vehicles.

[0090] In the scheduling sequence, the shorter the shortest distance, the higher the priority of the available rescue vehicle.

[0091] S1333. Determine at least one rescue vehicle from the dispatch sequence according to the dispatch quantity.

[0092] Specifically, the first M (M = number of vehicles to be dispatched) of the available rescue vehicles are selected from the dispatch sequence as rescue vehicles.

[0093] In the above scheme, by determining the shortest distance between the target location of each available rescue vehicle and the location of the vehicle to be rescued in the road topology information, the feasible path length for the rescue vehicle to reach the scene can be quantified. This provides an accurate time cost reference for dispatching decisions, ensuring that the selected rescue vehicle has the fastest arrival potential and improving the speed of rescue response. Sort the shortest distances corresponding to each available rescue vehicle in ascending order to obtain a dispatch sequence, and assign higher priority to vehicles with shorter shortest distances. This is based on the principle of "first come, first served," allowing rescue resources to be dispatched in an efficiency-optimized order, thereby reducing on-site waiting time and potential delay risks, and improving rescue efficiency. Determining at least one rescue vehicle from the dispatch sequence according to the dispatch quantity combines a pre-determined rescue scale with priority ranking, ensuring that the selected rescue vehicles meet the quantity required by the rescue strategy while also ensuring that the selected rescue vehicles are closest to the vehicle to be rescued, ensuring a fast, accurate, and efficient rescue process. Overall, this achieves dynamic optimal matching based on spatial accessibility and dispatching needs, allowing the selection of rescue vehicles to consider speed, quantity, and safety, improving overall rescue efficiency and reliability.

[0094] like Figure 8 As shown, Figure 8 This is a schematic flowchart of another roadside assistance dispatching method provided in this disclosure. The method is applied to rescue vehicles and may include the following steps S21-S24: S21, Receive rescue mission.

[0095] The rescue mission is generated by the cloud control platform based on the drive type and location of the vehicle to be rescued; the vehicle to be rescued is a vehicle with brake failure. The rescue mission may include the identification, location, speed, and direction of travel of the vehicle to be rescued, as well as the lifting and docking methods used to rescue the vehicle.

[0096] S22. Determine the target area where the vehicle to be rescued is located based on its position, speed, and direction of travel.

[0097] Specifically, determining the target area for a vehicle to be rescued, based on its location, speed, and direction of travel, can be achieved by first estimating the distance the vehicle might travel within the preset time period, starting from its location and moving along its direction of travel, according to its speed and the preset time period (i.e., the total travel time after triggering an emergency rescue request). Then, a target area covering the possible locations of the vehicle is established based on this distance and the vehicle's location. This target area extends along the vehicle's direction of travel and can be dynamically adjusted based on its speed and the preset time period to ensure that rescue vehicles can locate the vehicle within the target area.

[0098] For example, the target area can be a strip-shaped area extending along the direction of travel, starting from the location of the vehicle to be rescued, based on its speed and the predicted farthest possible location within a preset time period (usually greater than the product of the preset time period and the speed), with the location of the vehicle to be rescued and the farthest location as boundaries, extending along the direction of travel. Alternatively, the target area can also be a fan-shaped area centered on the location of the vehicle to be rescued, with its direction of travel as the axis, the radius of which is determined based on the speed (i.e., the farthest distance mentioned above), and extending at a certain angle on both sides of the axis.

[0099] S23. Control the rescue vehicle to drive to the target area, and identify the vehicle to be rescued within the target area according to its identification markings.

[0100] Specifically, the method of controlling a rescue vehicle to travel to the target area and identifying the vehicle to be rescued within the target area based on its identification can involve the rescue vehicle controlling itself to travel to the target area based on its location, and acquiring environmental information within the target area through onboard sensors. Subsequently, the identification of the vehicle to be rescued is used to identify all visible vehicles within the area to determine the location of the vehicle to be rescued. The sensors can be visual cameras, LiDAR, or Vehicle-to-Everything (V2X) communication devices, etc., and the principle is to match the perceived data with the identification of the vehicle to be rescued to achieve precise positioning and identification of the vehicle to be rescued.

[0101] S24. The receiving rescue vehicle is connected according to the docking method, and the vehicle waiting to be rescued is lifted according to the lifting method to realize the rescue of the vehicle waiting to be rescued.

[0102] Specifically, the rescue vehicle may include a status control mechanism, which may consist of a robotic arm and a docking mechanism (such as a lifting platform, clamping mechanism, etc.). The docking mechanism is used to receive the rescue vehicle, and the robotic arm is used to lift the vehicle to be rescued in a lifting manner, thereby realizing the rescue of the vehicle to be rescued.

[0103] In the above scheme, the rescue vehicle first receives the rescue mission. The mission is generated by the cloud control platform based on the drive type and location of the vehicle to be rescued, and includes the vehicle's identification, location, speed, direction of travel, as well as the lifting and docking methods for rescuing the vehicle. This allows the rescue vehicle to obtain precise mission information and clear operating parameters, ensuring the accuracy and safety of subsequent rescue operations. Then, the target area is determined based on the vehicle's location, speed, and direction of travel, ensuring the rescue vehicle can reach the correct location and achieving precise dispatching of the rescue vehicle. Next, the rescue vehicle travels to the target area and identifies the vehicle to be rescued, accurately locating the target and avoiding misoperation or delays in rescue time. Subsequently, the rescue vehicle docks with the vehicle to be rescued according to the docking method, ensuring a safe and reliable connection and providing stable conditions for the lifting operation. After docking is complete, the rescue vehicle lifts the vehicle to be rescued according to the lifting method, achieving direct control over the vehicle's movement and preventing further loss of control or accidents. In summary, by forming a continuous rescue closed loop through task reception, target area determination, vehicle identification, docking, and lifting, timely, accurate, and safe rescue of vehicles with brake failure is achieved.

[0104] In some embodiments, the stress point corresponding to the drive wheel can be an emergency stress point pre-set on the vehicle chassis near the drive wheel; or the area above the inner hub of the drive wheel can be determined as the stress point corresponding to the drive wheel.

[0105] In some embodiments, the emergency rescue request may also include the specific model of the vehicle to be rescued, for configuring the lifting height of the wheels of the vehicle to be rescued, the docking distance, and the point of force application.

[0106] In some embodiments, rescue vehicles can automatically identify the stress points of the vehicle to be rescued using onboard radar or a vision system.

[0107] In some embodiments, to ensure the safety and stability of the rescue process, the rescue vehicle needs to assess the surrounding environment before engaging with the receiving vehicle. The docking should only proceed when the environment is deemed safe (e.g., lane width greater than a threshold, no low-adhesion surfaces such as those experiencing heavy rain, dense fog, or icy conditions, and no obstacles, sharp turns, significant slopes, or complex traffic interference within a certain range). Simultaneously, when engaging with the receiving vehicle, the rescue vehicle needs to maintain a relative speed below a certain threshold (e.g., 10 km / h). The speed and acceleration of the receiving vehicle can be acquired in real-time via vehicle-to-vehicle (V2V) communication or roadside sensing facilities.

[0108] In some embodiments, when the rescue vehicle lifts the vehicle to be rescued, the lifting speed can be slowly increased at a preset speed. At the same time, the pitch rate of the vehicle to be rescued is monitored in real time by an attitude detection unit, such as an inertial measurement unit (IMU) or visual estimation. If the pitch rate exceeds the threshold (e.g., 5° / s), the lifting is paused.

[0109] In some embodiments, the docking mechanism of the rescue vehicle may also include an auxiliary electromagnetic chuck or quick-locking device to temporarily secure the vehicle to be rescued after it has been lifted, preventing it from slipping laterally. Simultaneously, the rescue vehicle activates its own braking system to apply slow braking, preventing the vehicle from swaying, slipping, or becoming unstable due to inertia, thereby reducing secondary risks and improving the safety and stability of the rescue process. The vehicle to be rescued is then towed to a pre-designated safe area, such as an emergency lane or a safe parking area.

[0110] In some embodiments, the rescue vehicle can activate force sensors and attitude detection sensors during docking, lifting, and towing to prevent over-lifting of the vehicle to be rescued or tilting. Simultaneously, the rescue vehicle can be equipped with high-brightness warning lights and audible and visual alarms to enhance its visibility and warning effect during rescue operations, alerting surrounding vehicles and pedestrians to take timely precautions, thereby reducing the risk of secondary accidents and ensuring the safety of rescue operations.

[0111] This disclosure embodiment can divide the roadside assistance dispatch device into functional modules according to the above method example. For example, each function can be divided into its own functional modules, or two or more functions can be integrated into one processing unit. The integrated modules can be implemented in hardware or as software functional modules. It should be noted that the module division in this disclosure embodiment is illustrative and only represents one logical functional division; other division methods may be used in actual implementation.

[0112] In addition, such as Figure 9 As shown, Figure 9 This is a schematic diagram of a roadside assistance dispatching device 700 provided in an embodiment of this disclosure. The roadside assistance dispatching device 700 is applied to a cloud control platform and includes: The communication module 701 is used to receive an emergency rescue request from a vehicle that has lost braking control; the emergency rescue request includes the drive type and location of the vehicle to be rescued; the determination module 702 is used to determine a rescue strategy based on the drive type, and to determine at least one rescue vehicle based on the location and the rescue strategy; the rescue strategy is used to guide the rescue process for the vehicle to be rescued; the dispatch module 703 is used to assign a rescue task to each rescue vehicle according to the rescue strategy, so as to instruct the rescue vehicles to carry out rescue operations for the vehicle to be rescued; the rescue task is the specific execution arrangement corresponding to the rescue strategy.

[0113] In some embodiments, the determining module 702 is specifically used to determine the number of rescue vehicles to be dispatched based on the drive type; determine the docking method between the rescue vehicles and the vehicles to be rescued based on the drive type; and determine the lifting method for the vehicles to be rescued based on the drive type.

[0114] In some embodiments, the drive type includes front-wheel drive, rear-wheel drive, and four-wheel drive; the determining module 702 is specifically used to determine that the number of rescue vehicles to be dispatched is one when the drive type is front-wheel drive or rear-wheel drive; and to determine that the number of rescue vehicles to be dispatched is two when the drive type is four-wheel drive.

[0115] In some embodiments, the determining module 702 is specifically used to determine the docking method as follows: when the drive type is front-wheel drive, the rescue vehicle approaches the receiving rescue vehicle from the front of the vehicle to be rescued; when the drive type is rear-wheel drive, the rescue vehicle approaches the receiving rescue vehicle from the rear of the vehicle to be rescued; and when the drive type is four-wheel drive, the two rescue vehicles approach the receiving rescue vehicle from the front and rear of the vehicle to be rescued, respectively. In some embodiments, the determining module 702 is specifically used to determine the lifting method as lifting the front wheels of the vehicle to be rescued when the drive type is front-wheel drive; to determine the lifting method as lifting the rear wheels of the vehicle to be rescued when the drive type is rear-wheel drive; and to determine the lifting method as coordinating the lifting of the front and rear wheels of the vehicle to be rescued when the drive type is four-wheel drive. Coordinating lifting means simultaneously lifting the front and rear wheels, or sequentially lifting the front and rear wheels in a preset order within a preset time period.

[0116] In some embodiments, the scheduling module 703 is specifically used to assign front docking and front wheel lifting to the first rescue vehicle and rear docking and rear wheel lifting to the second rescue vehicle when there are two rescue vehicles; the first rescue vehicle and the second rescue vehicle are different vehicles among the two rescue vehicles; when there is only one rescue vehicle, the lifting method and docking method are assigned to one rescue vehicle.

[0117] In some embodiments, the rescue strategy includes the number of rescue vehicles to be dispatched; the determination module 702 is specifically used to determine a target geographic area including the location based on the location; obtain road topology information of the target geographic area and the target locations of multiple idle rescue vehicles in the target geographic area; and determine at least one rescue vehicle from the multiple idle rescue vehicles based on the road topology information, the target locations and the number of dispatched vehicles.

[0118] In some embodiments, the determining module 702 is specifically used to determine the shortest distance between the target location of each available rescue vehicle and the location of the vehicle to be rescued in the road topology information; sort the shortest distances corresponding to each available rescue vehicle in ascending order to obtain a scheduling sequence of available rescue vehicles; in the scheduling sequence, the smaller the shortest distance, the higher the priority of the corresponding available rescue vehicle; and determine at least one rescue vehicle from the scheduling sequence according to the scheduling quantity.

[0119] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0120] like Figure 10 As shown, Figure 10 This is a schematic diagram of another roadside assistance dispatching device 800 provided in this embodiment of the present disclosure. The roadside assistance dispatching device 800 is applied to rescue vehicles and includes: The receiving module 801 is used to receive rescue missions; the rescue missions are generated by the cloud control platform based on the drive type and location of the vehicle to be rescued; the vehicle to be rescued is a vehicle with brake failure; the rescue missions include the identification, location, speed, and direction of travel of the vehicle to be rescued, as well as the lifting and docking methods for rescuing the vehicle to be rescued. The processing module 802 is used to determine the target area where the vehicle to be rescued is located based on the vehicle's position, speed, and direction of travel. The identification module 803 is used to control the rescue vehicle to drive to the target area and identify the vehicle to be rescued within the target area based on the vehicle's identification mark. The rescue module 804 is used to connect the receiving rescue vehicle according to the docking method and to lift the vehicle to be rescued according to the lifting method, so as to realize the rescue of the vehicle to be rescued.

[0121] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0122] Figure 11 This is a schematic diagram of the structure of an electronic device 900 provided in an embodiment of this disclosure. For example, as shown... Figure 11 As shown, the electronic device 900 includes a memory 901 and a processor 902. The memory 901 stores executable program code 9011, and the processor 902 is used to call and execute the executable program code 9011 to execute a road rescue-based dispatching method.

[0123] This embodiment can divide the roadside assistance dispatch system into functional modules based on the above method example. For example, each module can correspond to a separate functional module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0124] When each functional module is divided according to its corresponding function, the roadside assistance dispatch system may include: a communication module, a determination module, a dispatch module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0125] The roadside assistance-based dispatching system provided in this embodiment is used to execute the roadside assistance-based dispatching method described above, and therefore can achieve the same effect as the above implementation method.

[0126] When using integrated units, a roadside assistance dispatch system can include a processing module and a storage module. The processing module controls and manages the actions of the roadside assistance dispatch system. The storage module supports the execution of program code and data by the roadside assistance dispatch system.

[0127] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits described in conjunction with embodiments of this disclosure. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0128] This disclosure also provides a computer-readable storage medium (including but not limited to disk storage, compact disc read-only memory (CD-ROM), optical storage, etc.) storing computer program code. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement the road rescue dispatching method provided in the above embodiments.

[0129] This disclosure also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a roadside assistance dispatching method provided in the above embodiments.

[0130] The beneficial effects of the above embodiments can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0131] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0132] In the embodiments provided in this disclosure, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection of devices or units may be electrical, mechanical, or other forms.

[0133] In the description of this disclosure, it should be understood that if the terms "upper", "lower", "front", "rear", "left" and "right" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the position or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this disclosure.

[0134] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0135] The above are merely embodiments of this disclosure and are not intended to limit the scope of this disclosure. Various modifications and variations can be made to this disclosure by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of the claims of this disclosure.

Claims

1. A dispatching method based on roadside assistance, characterized in that, The method, applied to a cloud-based control platform, includes: Receive an emergency rescue request from a vehicle awaiting rescue due to brake failure; the emergency rescue request includes the drive type and location of the vehicle awaiting rescue; A rescue strategy is determined based on the drive type, and at least one rescue vehicle is determined based on the location and the rescue strategy; the rescue strategy is used to guide the rescue process for the vehicle to be rescued. Each rescue vehicle is assigned a rescue task according to the rescue strategy, instructing the rescue vehicle to carry out rescue operations on the vehicle to be rescued; the rescue task is a specific execution arrangement corresponding to the rescue strategy.

2. The dispatching method based on roadside assistance according to claim 1, characterized in that, The step of determining the rescue strategy based on the drive type includes: The number of rescue vehicles to be dispatched is determined based on the drive type; The docking method between the rescue vehicle and the vehicle to be rescued is determined based on the drive type; The lifting method for the vehicle to be rescued is determined based on the drive type.

3. The dispatching method based on roadside assistance according to claim 2, characterized in that, The drive type includes front-wheel drive, rear-wheel drive, and four-wheel drive; determining the dispatch quantity of the rescue vehicles based on the drive type includes: When the drive type is front-wheel drive or rear-wheel drive, the dispatch quantity of the rescue vehicle is determined to be one. When the drive type is four-wheel drive, the number of rescue vehicles to be dispatched is determined to be two.

4. The dispatching method based on roadside assistance according to claim 3, characterized in that, The step of determining the docking method between the rescue vehicle and the vehicle to be rescued based on the drive type includes: When the drive type is front-wheel drive, the docking method is determined to be that the rescue vehicle docks with the vehicle to be rescued from the front; When the drive type is rear-wheel drive, the docking method is determined to be that the rescue vehicle docks with the vehicle to be rescued from behind; When the drive type is four-wheel drive, the docking method is determined to be that two rescue vehicles dock with the vehicle to be rescued from the front and rear, respectively.

5. The dispatching method based on roadside assistance according to claim 4, characterized in that, The step of determining the lifting method for the vehicle to be rescued based on the drive type includes: When the drive type is front-wheel drive, the lifting method is determined to be lifting the front wheels of the vehicle to be rescued; When the drive type is rear-wheel drive, the lifting method is determined to be lifting the rear wheels of the vehicle to be rescued; When the drive type is four-wheel drive, the lifting method is determined to be to lift the front and rear wheels of the vehicle to be rescued in a coordinated manner; the coordinated lifting means lifting the front and rear wheels simultaneously, or lifting the front and rear wheels sequentially in a preset order within a preset time period.

6. The dispatching method based on roadside assistance according to any one of claims 3-5, characterized in that, The process of assigning rescue tasks to each rescue vehicle according to the rescue strategy includes: When there are two rescue vehicles, the first rescue vehicle is assigned front docking and front wheel lifting, and the second rescue vehicle is assigned rear docking and rear wheel lifting; the first rescue vehicle and the second rescue vehicle are different vehicles among the two rescue vehicles; When there is only one rescue vehicle, the lifting method and the docking method are assigned to that one rescue vehicle.

7. The dispatching method based on roadside assistance according to claim 1, characterized in that, The rescue strategy includes the number of rescue vehicles to be dispatched; determining at least one rescue vehicle based on the location and the rescue strategy includes: Determine the target geographic area including the location based on the location; Obtain the road topology information of the target geographical area and the target locations of multiple idle rescue vehicles within the target geographical area; Based on the road topology information, the target location, and the number of dispatched vehicles, at least one rescue vehicle is determined from the multiple available rescue vehicles.

8. The dispatching method based on roadside assistance according to claim 7, characterized in that, The step of determining at least one rescue vehicle from the plurality of available rescue vehicles based on the road topology information, the target location, and the dispatch quantity includes: Determine the shortest distance between the target location of each available rescue vehicle and the location of the vehicle to be rescued in the road topology information; The shortest distances corresponding to each available rescue vehicle are sorted in ascending order to obtain the dispatch sequence of the available rescue vehicles; in the dispatch sequence, the smaller the shortest distance, the higher the priority of the corresponding available rescue vehicle. At least one rescue vehicle is determined from the scheduling sequence according to the stated scheduling quantity.

9. A dispatching method based on roadside assistance, characterized in that, Applied to rescue vehicles, the method includes: Receive a rescue mission; the rescue mission is generated by the cloud control platform based on the drive type and location of the vehicle to be rescued; the vehicle to be rescued is a vehicle with brake failure; the rescue mission includes the identification, location, speed, and direction of travel of the vehicle to be rescued, as well as the lifting and docking methods for rescuing the vehicle to be rescued; The target area where the vehicle to be rescued is located is determined based on the vehicle's position, speed, and direction of travel. Control the rescue vehicle to drive to the target area, and identify the vehicle to be rescued within the target area based on its identification markings; The vehicle to be rescued is docked according to the docking method described above, and the vehicle to be rescued is lifted according to the lifting method described above, so as to achieve the rescue of the vehicle to be rescued.

10. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor, configured to execute the computer program to implement the steps of the roadside assistance dispatching method as described in any one of claims 1 to 8; or, to implement the steps of the roadside assistance dispatching method as described in claim 9.

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