Vehicle passage control method, device, system and storage medium

Abstract

The application discloses a kind of vehicle access control method, device, system and storage medium, method includes: after current vehicle reaches first target position, sends access request to parking lot server, and obtains environmental perception data;First gate risk assessment result is determined based on environmental perception data;Access result is used to indicate whether the current vehicle is authorized by parking lot server to pass through gate machine, and access result is received by parking lot server based on access request reply;Second gate risk assessment result is determined based on first gate risk assessment result and access result;Vehicle access gate is controlled based on second gate risk assessment result.The method is verified by double checking of vehicle end environmental perception and parking lot server access result, effectively avoids unnecessary stop caused by single vehicle end perception misjudgment, improves the accuracy and reliability of gate decision, and gives consideration to access efficiency and driving safety.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle traffic control method, device, system, and storage medium. Background Technology

[0002] With the rapid development of intelligent transportation and autonomous driving technologies, autonomous traffic control of vehicles in scenarios such as parking lots and toll stations has become a hot topic of industry attention.

[0003] In existing technologies, vehicles typically make real-time decisions based on environmental perception data collected by onboard environmental perception sensors (such as cameras, millimeter-wave radar, and lidar) to identify the status of access facilities such as turnstiles and gates, and control vehicle passage accordingly. However, in practical applications, when a vehicle approaches the vicinity of a turnstile entrance (in close-range, low-speed scenarios), the vehicle's sensors may mistakenly identify an already raised gate as an obstacle due to limited viewing angles, changes in lighting, or other factors, triggering unnecessary emergency braking or stopping. This not only reduces parking lot throughput and causes congestion at entrances and exits, but also seriously affects the user's driving experience and passenger comfort, and even poses a safety hazard of rear-end collisions due to misjudgment.

[0004] Therefore, how to effectively avoid unnecessary braking caused by false alarms from vehicle-side sensors in gate access scenarios, and ensure smooth passage and driving safety, has become an urgent technical problem to be solved. Summary of the Invention

[0005] In view of the above problems, the present invention proposes a vehicle access control method, device, system and storage medium. By verifying the vehicle-side environment perception and the access results of the parking lot server, it effectively avoids unnecessary braking caused by misjudgment from a single vehicle-side perception, improves the accuracy and reliability of gate access decision, and balances traffic efficiency and driving safety.

[0006] Firstly, a vehicle access control method is provided, applied to an on-board subsystem mounted on a vehicle, wherein the on-board subsystem is communicatively connected to a parking lot server, and the method includes: After the current vehicle reaches the first target location, it sends a passage request to the parking lot server and obtains environmental perception data. The first target location is a location where the distance from the gate entrance of the parking lot is less than a first preset distance. Based on the environmental perception data, the risk assessment result for the first gate opening is determined; The system receives a passage result from the parking lot server based on the passage request, and the passage result is used to indicate whether the parking lot server authorizes the current vehicle to pass through the gate. The second gate opening risk assessment result is determined based on the first gate opening risk assessment result and the passage result; Vehicles are controlled to pass through the gate based on the second gate opening risk assessment result.

[0007] In some embodiments, determining the first gate opening risk assessment result based on the environmental perception data includes: Based on the environmental perception data, it is determined whether there is a target object between the current vehicle and the gate, and the target object is at least one of vehicles, pedestrians, and other obstacles. If the target object exists, determine the first motion parameters, and determine the first gate opening risk assessment result based on the first motion parameters; the first motion parameters include at least the first relative distance and the first relative speed of the current vehicle relative to the target object; If the target object does not exist, a second motion parameter is determined, and the first gate opening risk assessment result is determined based on the second motion parameter; the second motion parameter includes at least the second relative distance and the second relative speed of the current vehicle relative to the gate.

[0008] In some embodiments, the method further includes: Send a gate parameter acquisition request to the parking lot server and receive gate parameter information sent by the parking lot server. The gate parameter information includes at least the gate's channel length, gate raising / lowering time, and gate raising / lowering status. The determination of the first gate opening risk assessment result based on the environmental perception data includes: Based on the gate parameter information and the environmental perception data, the first gate opening risk assessment result is determined.

[0009] In some embodiments, determining the first gate access risk assessment result based on the gate parameter information and the environmental perception data includes: If the target object exists, the first motion parameter and the gate parameter information are input into the pre-built gate access risk model to obtain the first gate access risk assessment result output by the gate access risk model; If the target object does not exist, the second motion parameter and the gate parameter information are input into the pre-built gate access risk model to obtain the first gate access risk assessment result output by the gate access risk model; The first gate opening risk assessment result includes the existence of gate breaking risk, the existence of collision risk, or no risk.

[0010] In some embodiments, the passage result is authorized passage or unauthorized passage; The step of determining the second gate opening risk assessment result based on the first gate opening risk assessment result and the passage result includes: If the first gate opening risk assessment result indicates a collision risk or a gate breach risk, or if the passage result indicates unauthorized passage, then the second gate opening risk assessment result is determined to indicate a risk. If the first gate opening risk assessment result is no risk, and the passage result is authorized passage, then the second gate opening risk assessment result is determined to be no risk.

[0011] In some embodiments, the method further includes: If it is determined based on the environmental perception data that there is a vehicle between the current vehicle and the gate, the passage status of the vehicle ahead is determined, and the passage status of the vehicle ahead includes having passed or passing. The step of determining the second gate opening risk assessment result based on the first gate opening risk assessment result and the passage result includes: Based on the traffic status of the vehicle ahead, the first gate opening risk assessment result, and the traffic result, a second gate opening risk assessment result is determined.

[0012] In some embodiments, determining the second gate opening risk assessment result based on the traffic status of the vehicle ahead, the first gate opening risk assessment result, and the traffic result includes: If the passage status of the vehicle ahead is "passing", or the first gate opening risk assessment result is "collision risk" or "gate breaking risk", or the passage result is "unauthorized passage", then the second gate opening risk assessment result is determined to be "risk exists". If the passage status of the vehicle ahead is "passed", the first gate opening risk assessment result is "no risk", and the passage result is "authorized passage", then the second gate opening risk assessment result is determined to be "no risk".

[0013] In some embodiments, determining the traffic status of the vehicle ahead includes: Obtain the vehicle location information and vehicle payment status information of the vehicle ahead. The vehicle location information is used to indicate the positional relationship between the vehicle ahead and the gate, and the vehicle payment status information is used to indicate whether the vehicle ahead has completed payment. If it is determined based on the vehicle location information that the vehicle ahead has completely passed through the gate, or based on the vehicle payment status information that the vehicle ahead has completed payment, the passage status of the vehicle ahead is determined to be "passed". If, based on the vehicle location information, it is determined that the vehicle ahead has not completely passed through the gate, or based on the vehicle payment status information, it is determined that the vehicle ahead has not completed payment, the passage status of the vehicle ahead is determined to be "passing".

[0014] In some embodiments, the method further includes: If the received passage result is unauthorized passage, and the passage status of the vehicle ahead changes from passing to passing, the passage request is sent to the parking lot server again, and the passage result is received in response from the parking lot server.

[0015] In some embodiments, controlling vehicle passage through the gate based on the second gate access risk assessment result includes: If the second gate opening risk assessment result indicates that there is a risk, control the current vehicle to decelerate so that the current vehicle speed is 0 when the distance between the current vehicle and the gate is less than the preset safe distance; If the second gate opening risk assessment result is that there is no risk, the current vehicle is controlled to continue driving until the current vehicle passes through the gate, and the current vehicle's passage status is sent to the parking lot server during the process of the current vehicle passing through the gate. The current vehicle's passage status includes having passed or passing through.

[0016] In some embodiments, the method further includes: Obtain the current vehicle's location data and environmental perception data; Based on the vehicle positioning data and environmental perception data, it is determined whether the vehicle has reached the first target location.

[0017] In some embodiments, before sending a passage request to the parking lot server, the method further includes: After the current vehicle reaches the second target location, it establishes communication with the parking lot server. The second target location is the location where the distance between the current vehicle and the parking lot gate is less than a second preset distance, and the second preset distance is greater than the first preset distance.

[0018] Secondly, a vehicle access control method is provided, applied to a parking lot server configured at a parking lot, wherein the parking lot server is communicatively connected to an onboard subsystem mounted on a vehicle, the method comprising: Receive a passage request sent by the current vehicle. The passage request is sent after the current vehicle reaches the first target location, which is a location where the distance from the gate entrance of the parking lot is less than a first preset distance. The system responds with a passage result based on the passage request, enabling the current vehicle to determine a second gate access risk assessment result based on the passage result, and controls the vehicle to pass through the gate based on the second gate access risk assessment result; wherein, the passage result is used to indicate whether the parking lot server authorizes the current vehicle to pass through the gate.

[0019] In some embodiments, replying with a passage result based on the passage request includes: Upon receiving the passage request, the gate channel status detected by the gate channel detection module is obtained, wherein the gate channel status is either idle or occupied. If the gate channel is occupied, send the unauthorized passage result to the current vehicle; If the gate channel is idle, the authorized passage result is sent to the current vehicle.

[0020] In some embodiments, the passage request includes the vehicle identification information of the current vehicle, and the reply with a passage result based on the passage request includes: The payment status of the current vehicle is confirmed based on the vehicle identity information, and the payment status includes paid or unpaid. If the gate channel is idle and the current vehicle's payment status is paid, send the authorized passage result to the current vehicle; If the gate channel is idle and the current vehicle's payment status is unpaid, the unauthorized passage result is sent to the current vehicle.

[0021] In some embodiments, the method further includes: Receive a gate parameter acquisition request sent by the current vehicle, and send gate parameter information to the current vehicle based on the gate parameter acquisition request, so that the current vehicle determines the first gate access risk assessment result based on the gate parameter information; The gate parameter information includes at least the gate's channel length, gate raising / lowering time, and gate raising / lowering status.

[0022] Thirdly, a vehicle access control device is provided, applied to an on-board subsystem mounted in a vehicle, the on-board subsystem being communicatively connected to a parking lot server, the device comprising: The acquisition module is used to send a passage request to the parking lot server and acquire environmental perception data after the current vehicle reaches the first target location. The first target location is a location where the distance from the gate entrance of the parking lot is less than a first preset distance. The first assessment module is used to determine the first gate opening risk assessment result based on the environmental perception data; A receiving module is configured to receive a passage result from the parking lot server based on the passage request, wherein the passage result is used to indicate whether the parking lot server authorizes the current vehicle to pass through the gate; The second assessment module is used to determine the second gate opening risk assessment result based on the first gate opening risk assessment result and the passage result; The control module is used to control the passage of vehicles through the gate based on the second gate opening risk assessment result.

[0023] Fourthly, a vehicle access control device is provided, applied to a parking lot server configured at a parking lot, wherein the parking lot server is communicatively connected to an onboard subsystem mounted on a vehicle, and the device includes: The receiving module is used to receive the passage request sent by the current vehicle. The passage request is sent after the current vehicle arrives at the first target location, which is a location where the distance from the gate entrance of the parking lot is less than a first preset distance. The sending module is used to reply with a passage result based on the passage request, so that the current vehicle can determine the second gate access risk assessment result through the passage result, and control the vehicle to pass through the gate based on the second gate access risk assessment result; wherein, the passage result is used to indicate whether the parking lot server authorizes the current vehicle to pass through the gate.

[0024] Fifthly, a vehicle access control system is provided, including an on-board subsystem installed at the vehicle end and a station management subsystem installed at the parking lot end; the on-board subsystem includes a communication module, an environmental perception module, a decision control module, and a vehicle execution module; the station management subsystem includes a parking lot server, a channel detection module, and a gate control module. The decision control module is communicatively connected to the parking lot server through the communication module; the decision control module is used to execute the vehicle access control method as described in the first aspect, and the parking lot server is used to execute the vehicle access control method as described in the second aspect. The environmental perception module and the vehicle execution module are connected to the decision control module. The environmental perception module is used to acquire environmental perception data, and the vehicle execution module is used to control vehicles to pass through the gate. The channel detection module and the gate control module are connected to the parking lot server. The channel detection module is used to acquire the gate channel status, and the gate control module is used to control the gate arm to rise or fall.

[0025] In a sixth aspect, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing the computer to perform the vehicle traffic control method as described in the first or second aspect.

[0026] The technical solutions provided in the embodiments of the present invention have at least the following technical effects or advantages: This invention provides a vehicle access control method, device, system, and storage medium. After a vehicle arrives at a first target location, it sends a access request to a parking lot server and simultaneously acquires environmental perception data. Based on the environmental perception data, a first gate access risk assessment result is determined. Simultaneously, the access result from the parking lot server is received based on the access request. Then, based on the first and access results, a second gate access risk assessment result is determined, and the vehicle access gate is controlled based on this second risk assessment result. By combining the access result from the parking lot server (i.e., the server-side determination of whether the vehicle is authorized to pass) with the vehicle's environmental perception data, a dual verification mechanism is formed. When the vehicle subsystem misjudges based on the environmental perception data, it can correct the risk judgment using the access result from the parking lot server. This effectively overcomes the problem in existing technologies where relying solely on vehicle environmental sensor data easily leads to misjudgments and unnecessary braking, significantly improving the accuracy and reliability of gate access decisions. This improves traffic efficiency and enhances user experience while ensuring traffic safety.

[0027] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0028] 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 invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 This is a flowchart of a vehicle traffic control method provided in an embodiment of the present invention; Figure 2 This is a flowchart of another vehicle traffic control method provided in an embodiment of the present invention; Figure 3 This is a structural block diagram of a vehicle passage control device provided in an embodiment of the present invention; Figure 4 This is a structural block diagram of another vehicle passage control device provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of a vehicle traffic control system provided in an embodiment of the present invention; Figure 6 This is an example diagram of a vehicle traffic scenario provided by an embodiment of the present invention. Detailed Implementation

[0029] To better understand the above technical solutions, the following will describe the above technical solutions in detail with reference to the accompanying drawings and specific implementation methods. It should be understood that the embodiments of this disclosure and the specific features in the embodiments are detailed descriptions of the technical solutions of this application, rather than limitations on the technical solutions of this application. Unless otherwise specified, the embodiments of this application and the technical features in the embodiments can be combined with each other.

[0030] This invention provides a vehicle access control method for controlling a vehicle as it passes through a parking lot gate. The vehicle is equipped with an onboard subsystem, and the parking lot has a parking lot server; the onboard subsystem and the parking lot server are communicatively connected.

[0031] Figure 1 This is a flowchart of a vehicle traffic control method provided in an embodiment of the present invention, as shown below. Figure 1 As shown, the method includes: Step S110: After the current vehicle reaches the first target location, a passage request is sent to the parking lot server, and environmental perception data is obtained. The first target location is the location where the distance to the gate entrance of the parking lot is less than a first preset distance.

[0032] Step S120: Based on environmental perception data, determine the risk assessment result of the first gate opening.

[0033] Step S130: Receive the passage result from the parking lot server based on the passage request. The passage result is used to indicate whether the parking lot server authorizes the current vehicle to pass through the gate.

[0034] Step S140: Determine the second gate opening risk assessment result based on the first gate opening risk assessment result and the passage result.

[0035] Step S150: Control the vehicle passage gate based on the second gate risk assessment results.

[0036] By combining the passage results fed back by the parking lot server (i.e., the server-side determination of whether the current vehicle is authorized to pass) with the vehicle's environmental perception data, a dual verification mechanism is formed. When the vehicle subsystem misjudges based on the environmental perception data, it can use the passage results fed back by the parking lot server to correct the risk judgment. This effectively overcomes the problem in existing technologies where relying solely on the vehicle's environmental sensor data can easily lead to misjudgments and unnecessary braking. It significantly improves the accuracy and reliability of gate access decisions, increases passage efficiency while ensuring passage safety, and enhances the user experience.

[0037] In some embodiments, before sending a passage request to the parking lot server in step S110, the method may further include: After the current vehicle reaches the second target location, it establishes communication with the parking lot server. The second target location is the location where the distance between the current vehicle and the parking lot gate is less than a second preset distance, and the second preset distance is greater than a first preset distance.

[0038] In other words, the vehicle has already established communication with the parking lot server before it reaches the first target location. This ensures that the vehicle can send a passage request to the parking lot server in a timely manner and receive the passage result quickly when it reaches the first target location, thereby reducing the impact of communication establishment delay on the real-time decision-making of the gate and improving passage efficiency.

[0039] For example, the first preset distance can be set to a fixed value (such as 10 meters) within the range of 5 to 15 meters to ensure that the current vehicle has sufficient time to complete the sending of the passage request, the reception of the parking lot server response, and the fusion calculation of the gate passage risk assessment results before arriving at the gate entrance. At the same time, it avoids the decrease in the recognition accuracy of the gate status by the environmental perception data due to excessive distance, or the impact on passage efficiency due to insufficient communication and decision-making delay due to insufficient distance.

[0040] In some embodiments, the method may further include: Acquire the vehicle's current location data and environmental perception data; based on the vehicle's location data and environmental perception data, determine whether the vehicle has reached the first target location.

[0041] For example, when vehicle positioning data determines that the vehicle is located within a parking lot, and environmental perception data determines that the distance between the vehicle and the parking lot gate entrance is less than a first preset distance, the vehicle is determined to have reached the first target location. Vehicle positioning data can be acquired through an onboard satellite positioning module (such as GPS or BeiDou) to determine whether the vehicle has entered the parking lot area. Environmental perception data can be obtained through sensors such as cameras, millimeter-wave radar, or lidar to detect gate entrance features (such as gate arms, gate housings, and ground markings) and calculate the relative distance between the vehicle and these features to accurately determine the actual distance between the vehicle and the gate entrance. Through the collaborative verification of vehicle positioning data and environmental perception data, drift errors caused by building obstruction of satellite positioning signals within the parking lot, or misjudgments caused by uncertainties in the identification of environmental perception sensors at long distances, are effectively avoided, ensuring the accuracy and reliability of the first target location determination.

[0042] In some embodiments, determining the first gate opening risk assessment result based on environmental perception data in step S120 may include: Based on environmental perception data, determine whether there is a target object between the current vehicle and the gate. The target object can be at least one of vehicles, pedestrians, and other obstacles. If a target object exists, determine the first motion parameters, and determine the first gate opening risk assessment result based on the first motion parameters; the first motion parameters include at least the first relative distance and the first relative speed of the current vehicle relative to the target object; If no target object exists, determine the second motion parameter, and determine the first gate opening risk assessment result based on the second motion parameter; the second motion parameter includes at least the second relative distance and the second relative speed of the current vehicle relative to the gate.

[0043] For example, other obstacles can be objects protruding from the ground, such as roadblocks or fault signs, or objects sunken into the ground, such as potholes. They can also be static or dynamic obstacles that affect the vehicle passage gate, such as animals or fallen cargo. The first motion parameter may also include parameters such as the first relative acceleration of the current vehicle relative to the target object and the first relative azimuth angle, so that the dynamic influence of the target object on the current vehicle's passage behavior can be more comprehensively assessed based on these first motion parameters. The second motion parameter may also include parameters such as the second relative acceleration of the current vehicle relative to the gate and the deviation angle between the current vehicle's heading angle and the centerline of the gate channel, so that the vehicle's own passage posture can be more accurately assessed based on these second motion parameters when there is no target object interference.

[0044] For example, environmental perception data can be environmental perception data of the area in front of the vehicle and the gate area collected by the vehicle subsystem through environmental perception sensors such as cameras, millimeter-wave radar, and lidar. By performing target detection and recognition on this environmental perception data, it can be determined whether there is a target object between the current vehicle and the gate. When a target object exists, the target object can be continuously tracked through multi-frame data association and tracking algorithms (such as Kalman filtering, multi-target tracking algorithms, etc.) to calculate the relative motion relationship between the current vehicle and the target object, thereby determining the first motion parameter. When no target object exists, the motion state of the current vehicle relative to the gate can be determined through spatial geometric calculations of vehicle positioning data (such as the fusion positioning results of GPS, wheel speedometer, inertial measurement unit, etc.) and gate position information, thereby determining the second motion parameter. Alternatively, the gate structural features (such as the outline or markings of the gate arm, gate housing, etc.) can be directly detected by sensors such as cameras or lidar and combined with visual ranging or point cloud ranging algorithms to directly calculate the relative distance and relative speed of the current vehicle relative to the gate, thereby determining the second motion parameter. This is a conventional technical method in this field and will not be elaborated further here.

[0045] For example, the first motion parameter or the second motion parameter can be input into a pre-built gate opening risk model to obtain the first gate opening risk assessment result output by the gate opening risk model.

[0046] In some embodiments, before performing step S120, the method may further include: Send a gate parameter acquisition request to the parking lot server and receive gate parameter information sent by the parking lot server. The gate parameter information includes at least the gate's channel length, gate raising / lowering time, and gate raising / lowering status. Then step S120 may include: Based on the gate parameter information and environmental perception data, the risk assessment result of the first gate opening is determined.

[0047] For example, a parking lot is equipped with a gate control module that communicates with a parking lot server. This module controls the raising and lowering of the gate arm and records its status (e.g., fully raised, raising, lowering, or fully lowered) and timestamps. The parking lot server pre-stores fixed parameters such as the gate's channel length and the raising / lowering time. After receiving real-time gate status data from the channel monitoring unit, the server integrates this information with the pre-stored parameters to form complete gate parameter information. This information is then sent to the vehicle's onboard subsystem via the established communication connection. Upon receiving this gate parameter information, the onboard subsystem, combined with its environmental perception data, can more accurately assess the risk of gate access failure.

[0048] Specifically, the vehicle-mounted subsystem can supplement, verify, and dynamically correct environmental perception data by combining the gate parameter information provided by the parking lot server, thereby improving the accuracy and reliability of the initial gate opening risk assessment results. For example, when the environmental perception data fails to clearly identify the gate position due to sensor viewing angle limitations or light interference, the current position of the gate can be estimated based on the gate raising / lowering status and raising / lowering time fed back by the server, avoiding misjudgments caused by blurred gate movement. At the same time, by combining the channel length parameter, the effective passage space between the current vehicle and the gate can be accurately assessed, preventing unnecessary braking triggered due to distance estimation errors. The above methods further strengthen the collaborative effect between vehicle-side and parking lot-side information during the vehicle gate opening process, effectively reducing the uncertainty of gate opening decisions in close-range, low-speed scenarios when relying solely on vehicle-side sensors, ensuring the smoothness and safety of the gate opening process.

[0049] In some embodiments, determining the first gate access risk assessment result based on gate parameter information and environmental perception data may include: If a target object exists, the first motion parameter and the gate parameter information are input into the pre-built gate access risk model to obtain the first gate access risk assessment result output by the gate access risk model. If no target object exists, the second motion parameter and the gate parameter information are input into the pre-built gate access risk model to obtain the first gate access risk assessment result output by the gate access risk model. The first gate access risk assessment result includes whether there is a risk of breaching the gate, a risk of collision, or no risk.

[0050] By using a pre-built gate access risk model, a unified quantitative assessment of multi-source heterogeneous data in gate access scenarios is achieved. This allows the initial gate access risk assessment result to be output in a standardized manner as three distinct states: risk of gate breach, risk of collision, or no risk. This facilitates subsequent fusion and comparison with parking lot server access results for decision verification. Furthermore, this gate access risk model can comprehensively consider multiple factors such as vehicle motion status, target object dynamic characteristics, and real-time gate operating conditions, outputting a more accurate and stable initial gate access risk assessment result.

[0051] For example, the gate access risk model can be trained based on historical traffic data. Specifically, a large amount of historical motion parameters of vehicles in gate access scenarios, gate parameter information, and corresponding manually labeled risk results (such as whether gate breaching, collision, or normal passage occurred) can be collected. Then, machine learning algorithms or deep learning algorithms (such as neural networks) are used for model training and optimization. During training, the first or second historical motion parameters and gate parameter information (such as channel length, gate raising / lowering time, and gate raising / lowering status) are used as input features, and the risk level label is used as the output target. The model parameters are iteratively adjusted until the deviation between the risk assessment result output by the model and the manually labeled risk result is within a set deviation range.

[0052] In some embodiments, the passage result returned by the parking lot server may include authorized passage or unauthorized passage. Specifically, the unauthorized passage result may be "please wait to pass" or "pass prohibited." Then, in step S140, based on the first gate opening risk assessment result and the passage result, determining the second gate opening risk assessment result may include: If the first gate opening risk assessment result is that there is a collision risk or a gate breach risk, or the passage result is unauthorized passage, the second gate opening risk assessment result is determined to be that there is a risk. If the risk assessment result for the first gate opening is no risk and the passage result is authorized passage, then the risk assessment result for the second gate opening is determined to be no risk.

[0053] In other words, the second gate-passing risk assessment result is determined to be risk-free only when both the vehicle's onboard subsystem and the parking lot server assess that the vehicle can pass through the gate. Conversely, if the vehicle's onboard subsystem detects a collision risk or a gate-running risk, or if the parking lot server determines that the vehicle cannot pass based on the gate's opening and closing mechanism, any of these conditions are met to determine that a risk exists. This dual verification mechanism ensures the accuracy and security of the gate-passing decision, further avoiding missed risk assessments due to misjudgments by the onboard subsystem or communication anomalies with the parking lot server. It also prevents erroneous passage caused by a single data source failure, effectively guaranteeing driving safety in gate-passing scenarios.

[0054] In some embodiments, before performing step S140, the method further includes: If it is determined from environmental perception data that there is a vehicle between the current vehicle and the gate, the passage status of the vehicle in front is determined, including whether the vehicle has passed or is passing. Then step S140 may include: Based on the traffic status of the vehicles ahead, the risk assessment results of the first gate opening, and the traffic results, the risk assessment results of the second gate opening are determined.

[0055] When there is a vehicle ahead, there is a risk of following another vehicle through the gate. This occurs when the gate arm hasn't lowered after the vehicle ahead has passed, and the current vehicle detects the gate arm's raised state and determines it can pass. In this case, the vehicle might attempt to force its way through before or during the gate's lowering process. This could not only cause equipment damage and billing errors but also pose serious safety hazards. Therefore, this application further combines the passage status of the vehicle ahead with three aspects (i.e., the passage status of the vehicle ahead, the current vehicle's own environmental perception data, and the passage results from the parking lot server) to determine the second gate passage risk assessment result. This effectively identifies scenarios of following another vehicle through the gate, preventing the current vehicle from illegally passing through by taking advantage of the gate arm's delayed lowering window. While ensuring the accuracy of parking lot billing, it also improves the safety and lifespan of the gate equipment, further enhancing the reliability of gate passage decisions and ensuring smooth and safe vehicle passage in multi-vehicle scenarios.

[0056] It should be noted that the vehicle ahead is also equipped with an onboard subsystem, and the two vehicles can establish a communication connection (such as V2V vehicle-to-vehicle communication) through this subsystem. This allows the current vehicle to obtain real-time gate-clearing data from the vehicle ahead, thereby determining the vehicle's passage status. Upon detecting the vehicle ahead, the current vehicle's onboard subsystem requests and receives gate-clearing data via V2V communication, accurately determining whether the vehicle ahead has completed gate passage. This enables vehicle-to-vehicle status sharing in a following scenario, providing reliable data support for the current vehicle's comprehensive assessment of the risk of following another vehicle and attempting to breach the gate.

[0057] In some embodiments, determining the traffic status of vehicles ahead may include: Obtain the vehicle location information and vehicle payment status information of the vehicle ahead. The vehicle location information is used to indicate the positional relationship between the vehicle ahead and the gate, and the vehicle payment status information is used to indicate whether the vehicle ahead has completed payment. If it is determined based on the vehicle location information that the vehicle in front has completely passed through the gate, or based on the vehicle payment status information that the vehicle in front has completed payment, then the passage status of the vehicle in front is determined as "passed". If it is determined based on the vehicle location information that the vehicle in front has not completely passed through the gate, or based on the vehicle payment status information that the vehicle in front has not completed payment, the passage status of the vehicle in front is determined to be "passing".

[0058] By simultaneously acquiring vehicle location information and payment status information to comprehensively determine the passage status of vehicles ahead, misjudgments that might occur due to relying on a single judgment condition are avoided. For example, if only vehicle location information is used, a vehicle ahead may have passed the gate but not yet completed payment, posing a risk of reversing; if only payment status information is used, a vehicle ahead may have completed payment but not yet fully passed through the gate, posing a risk of the gate closing. By verifying both vehicle location and payment status, it is possible to more accurately determine whether a vehicle ahead has truly completed safe and compliant passage, thus providing a reliable basis for determining whether the current vehicle meets the conditions for safe passage, further reducing the risk of following collisions or gate breaches, and improving the accuracy of gate passage decisions.

[0059] For example, vehicle location information may include being located at the gate passage, at the gate entrance, or at the gate exit. The vehicle ahead can determine its position relative to the gate using environmental perception data, thereby determining its vehicle location information. For instance, when the onboard sensor detects that the gate is behind the vehicle and the rear of the vehicle has passed the gate exit, the vehicle location information is at the gate exit; when the gate is detected still in front of the vehicle, the vehicle location information is at the gate entrance; when the vehicle is detected within the gate passage area, the vehicle location information is at the gate passage. If the current vehicle receives location information indicating it is at the gate exit, it can be determined that the vehicle ahead has completely passed through the gate; if the current vehicle receives location information indicating it is at the gate entrance or gate passage, it can be determined that the vehicle ahead has not completely passed through the gate.

[0060] For example, after the user of the vehicle in front completes payment, the parking lot server can send payment completion information to the vehicle's onboard subsystem to update the vehicle's payment status information. The vehicle's onboard subsystem can obtain the payment status information of the vehicle in front through vehicle-to-vehicle communication.

[0061] In some embodiments, a second gate opening risk assessment result is determined based on the traffic status of the vehicle ahead, the first gate opening risk assessment result, and the traffic result. Determining the second gate opening risk assessment result includes: If the vehicle ahead is in the process of passing, or the first gate opening risk assessment result indicates a collision risk or a risk of breaking through the gate, or the passage result is unauthorized passage, the second gate opening risk assessment result is determined to be a risk. If the vehicle ahead is in the process of passing, and the first gate opening risk assessment result indicates no risk, and the passage result is authorized passage, the second gate opening risk assessment result is determined to be a risk.

[0062] In other words, the second gate-opening risk assessment result is determined to be risk-free only when the vehicle's onboard subsystem has passed through the gate, and both the vehicle's onboard subsystem and the parking lot server assess that the current vehicle can pass through the gate. If any of these conditions are met—whether the vehicle ahead has not yet passed, the vehicle senses a collision risk or a risk of gate breach, or the server has not authorized passage—a risk is deemed to exist. This triple-verification mechanism, based on the double-verification, further introduces the real-time passage status of the vehicle ahead as a decision constraint. This effectively prevents the current vehicle from rushing through before the gate closes after the vehicle ahead has passed, avoiding equipment damage, billing disputes, and safety accidents caused by following another vehicle and breaching the gate. While ensuring the fairness of parking lot billing and the integrity of the gate equipment, it further improves the reliability of gate-opening decisions and ensures driving safety.

[0063] In some embodiments, the method may further include: If the received passage result is "unauthorized passage", and the passage status of the vehicle ahead changes from "passing" to "passed", send a passage request to the parking lot server again and receive the passage result from the parking lot server.

[0064] By automatically resending a passage request to the parking lot server after a vehicle has passed through, the system can promptly obtain passage results from the parking lot server based on the latest lane occupancy status. Since vehicles occupy the gate lanes while passing, the parking lot server sends an unauthorized passage result upon detecting lane occupancy. Once the vehicle's passage status changes from "passing" to "passed," the parking lot server's detection of gate lane occupancy is cleared. At this point, the vehicle resends a passage request, obtaining an authorized result from the server reflecting the latest lane status. This avoids prolonged waiting times or misjudgments of passage conditions due to delayed lane occupancy information, improving the timeliness and accuracy of gate passage decisions.

[0065] In some embodiments, controlling the vehicle passage gate based on the second gate access risk assessment result in step S140 may include: If the risk assessment result of the second gate is that there is a risk, control the current vehicle to slow down so that the current vehicle speed is 0 when the distance between the current vehicle and the gate is less than the preset safe distance; If the risk assessment result of the second gate is that there is no risk, control the current vehicle to continue driving until the current vehicle passes through the gate, and send the current vehicle's passage status to the parking lot server during the current vehicle's passage through the gate. The current vehicle's passage status includes whether it has passed or is passing.

[0066] The preset safe distance, which is less than the first preset distance, can be calculated by a pre-constructed gate access risk model using input motion parameters and gate parameter information. Specifically, the gate access risk model comprehensively considers motion parameters such as the relative distance, relative speed, and relative acceleration of the current vehicle relative to the gate or target object, as well as gate parameter information such as the gate's channel length, gate raising / lowering time, and gate raising / lowering state. Through preset safe distance calculation rules, it outputs the minimum safe distance at which the vehicle will not collide with the target object and there is no risk of the vehicle running the gate under the current driving state. This safe distance can be adjusted in real time according to the dynamic changes in the vehicle's motion state. For example, when a vehicle is detected passing ahead, the calculated safe distance must ensure that the current vehicle can safely stop without a rear-end collision if the vehicle ahead stops for any reason; when the gate is in the lowering state, the safe distance must ensure that the current vehicle will not enter the gate lowering area, resulting in gate running or equipment collision. Through the dynamic calculation of the gate access risk model, adaptive calibration of the safe distance is achieved, ensuring that the vehicle does not collide with the target object and avoiding the risk of gate running, while also considering traffic efficiency.

[0067] Based on the same inventive concept, this invention also provides another vehicle access control method, applied to a parking lot server configured at the parking lot end, wherein the parking lot server is communicatively connected to the vehicle-mounted subsystem at the vehicle end. Figure 2 This is a flowchart of another vehicle traffic control method provided in an embodiment of the present invention, such as... Figure 2 As shown, the method includes: Step S210: Receive the passage request sent by the current vehicle. The passage request is sent after the current vehicle arrives at the first target location. The first target location is a location where the distance from the gate entrance of the parking lot is less than a first preset distance.

[0068] Step S220: Reply with the passage result based on the passage request, so that the current vehicle passes through the passage result to determine the second gate access risk assessment result, and control the vehicle passage gate based on the second gate access risk assessment result; wherein, the passage result is used to indicate whether the parking lot server authorizes the current vehicle to pass through the gate.

[0069] The parking lot server replies with passage results, allowing the current vehicle to determine the second gate access risk assessment result based on the passage results. This achieves bidirectional fusion decision-making between vehicle-side perception data and server-side authorization information. This technical solution uses the parking lot server's independent detection results of the gate channel status as a crucial verification basis for gate access risk assessment, effectively compensating for the shortcomings of vehicle-side sensors in close-range, low-speed scenarios, which are susceptible to interference from factors such as limited viewing angle, lighting changes, and blurred gate arm movement, leading to misjudgments. When the vehicle subsystem misjudges the gate arm status or misses an obstacle ahead based on environmental perception data, the passage results fed back by the parking lot server can promptly correct the first gate access risk assessment result determined by the vehicle, avoiding unnecessary emergency braking or stopping operations. Conversely, when the server fails to update the channel status in a timely manner due to communication delays or detection blind spots, the vehicle-side environmental perception data can also serve as redundancy protection. Through collaborative verification between the vehicle and server sides, the accuracy and reliability of gate access decisions are significantly improved, increasing passage efficiency and enhancing user experience while ensuring passage safety, and simultaneously reducing the passage risk caused by the failure of a single data source.

[0070] In some embodiments, the method may further include: After the current vehicle reaches the second target location, communication is established with the current vehicle. The second target location is the location where the distance between the current vehicle and the parking lot gate is less than a second preset distance, and the second preset distance is greater than a first preset distance.

[0071] In some embodiments, the parking lot terminal is further configured with a channel detection module that communicates with the parking lot server. Then, step S220, which replies with the passage result based on the passage request, includes: After receiving the passage request, the gate channel detection module obtains the gate channel status, which is either idle or occupied. If the gate channel is occupied, send an unauthorized passage result to the current vehicle; If the gate channel is idle, send the authorization passage result to the current vehicle.

[0072] The gate access control module directly detects the gate access status and sends the corresponding access result to the current vehicle, making the access authorization determination on the server side more direct and avoiding communication delays or data errors that may be caused by relying on information reported by vehicles. The gate access control module can determine whether the access channel is currently occupied by detecting the presence of a target object in the channel. The target object can be at least one of vehicles, pedestrians, and other obstacles.

[0073] In some embodiments, the passage request may further include the vehicle identification information of the current vehicle. In this case, step S210, replying with the passage result based on the passage request, may further include: The payment status of the current vehicle is confirmed based on the vehicle's identity information. The payment status includes paid or unpaid. If the gate channel is idle and the current vehicle's payment status is paid, an authorized passage result is sent to the current vehicle. If the gate channel is idle and the current vehicle's payment status is unpaid, an unauthorized passage result is sent to the current vehicle.

[0074] The above solution not only considers whether the physical space of the passageway is occupied, but also further verifies the payment compliance of the current vehicle, effectively preventing unpaid vehicles from using gaps in the passageway to force their way through, thus ensuring the parking lot's fee management order and operational revenue. Through dual verification of passageway status and payment status, a more comprehensive and accurate basis for passage authorization is provided for the current vehicle, further improving the accuracy of passage results and consequently enhancing the accuracy of gate opening decisions.

[0075] For example, a parking lot server can query its internal database or associated payment system based on vehicle identity information to determine and confirm the current payment status of a vehicle. For instance, after receiving a passage request, the parking lot server parses the vehicle identity information contained within, such as the license plate number, vehicle identification number, or user account identifier, and matches it with the vehicle's entry time, billing rules, and payment records recorded in the parking lot payment management system. If the query finds that the vehicle has completed parking fee payment or is within a free passage period, the payment status is determined to be paid; if no payment record is found or there is an outstanding payment, the payment status is determined to be unpaid.

[0076] In some embodiments, the method may further include: The system receives a gate parameter retrieval request from the current vehicle and sends gate parameter information to the current vehicle based on the request, enabling the current vehicle to determine the first gate access risk assessment result based on the gate parameter information. The gate parameter information includes at least the gate's channel length, gate raising / lowering time, and gate raising / lowering status.

[0077] For example, the parking lot also includes a gate control module that communicates with the parking lot server. This module controls the raising and lowering of the gate arm and records its status (e.g., fully raised, raising, lowering, or fully lowered) and timestamps. The parking lot server can obtain the real-time gate arm status through the gate control module and integrate its pre-stored fixed gate parameters (e.g., channel length, standard raising / lowering time) with the real-time status to form complete gate parameter information, which is then sent to the current vehicle. This technical solution enables the parking lot server to accurately grasp the actual movement state of the gate arm, providing accurate gate-side data support for vehicle access risk assessment. It avoids misjudgments caused by discrepancies between the actual and expected gate arm status, further improving the accuracy of access decisions.

[0078] In some embodiments, the method may further include: Receive the current vehicle's passage status, which includes "passed" or "passing in progress". If the current vehicle's passage status is "passed", send a gate arm lowering control command to the gate control module. The gate arm lowering control command is used to instruct the gate control module to control the gate arm to lower.

[0079] By controlling the gate arm to drop only after the current vehicle has completely passed, premature gate arm descent can effectively prevent collisions or scrapes with vehicles, avoiding equipment and vehicle damage caused by improper timing of the arm drop. Simultaneously, by receiving real-time reports of the current vehicle's passage status, the parking lot server can accurately grasp the relative position of vehicles waiting to pass and the gate arm, improving the intelligence and responsiveness of the gate arm drop control, thus ensuring smooth passage and driving safety.

[0080] In some embodiments, the method may further include: Receive the traffic status sent by the vehicle ahead, including whether it has passed or is passing, in order to obtain the traffic status of the vehicle ahead.

[0081] For example, if the passage status of the vehicle ahead changes from "passing" to "passed," and the parking server detects that the current gate channel changes from "occupied" to "idle," the parking server does not need to wait for the vehicle to send another passage request. It can proactively send the authorization to the vehicle, reducing the vehicle's waiting time and the number of communication interactions, thus improving passage efficiency and response speed. Simultaneously, after confirming that the vehicle ahead has passed, the parking server can send a command to the gate control module to lower the gate arm. The parking server updates the gate arm's lifting / lowering status to "lowered" and resends the gate parameter information to the vehicle. This allows the vehicle to perform a gate access risk assessment based on the latest gate status, avoiding misjudgments caused by delayed gate arm status information, and further ensuring the accuracy and timeliness of passage decisions.

[0082] Based on the same inventive concept, embodiments of the present invention also provide a vehicle access control device, applied to a vehicle, for realizing, as follows: Figure 1 The vehicle traffic control method shown. Figure 3 This is a structural block diagram of a vehicle passage control device provided in an embodiment of the present invention, such as... Figure 3 As shown, the device 300 includes: The acquisition module 310 is used to send a passage request to the parking lot server and acquire environmental perception data after the current vehicle reaches the first target location. The target location is the location where the distance to the gate entrance of the parking lot is less than a first preset distance. The first assessment module 320 is used to determine the risk assessment result of the first gate opening based on environmental perception data; The receiving module 330 is used to receive the passage result from the parking lot server based on the passage request. The passage result is used to indicate whether the parking lot server authorizes the current vehicle to pass through the gate. The second assessment module 340 is used to determine the second gate opening risk assessment result based on the first gate opening risk assessment result and the passage result; Control module 350 is used to control the vehicle passage gate based on the second gate risk assessment results.

[0083] In some embodiments, the first evaluation module 320 is used for: Based on environmental perception data, determine whether there is a target object between the current vehicle and the gate. The target object can be at least one of vehicles, pedestrians, and other obstacles. If there is a target object, determine a first motion parameter and determine a first gate opening risk assessment result based on the first motion parameter. The first motion parameter includes at least a first relative distance and a first relative speed of the current vehicle relative to the target object. If there is no target object, determine a second motion parameter and determine a first gate opening risk assessment result based on the second motion parameter. The second motion parameter includes at least a second relative distance and a second relative speed of the current vehicle relative to the gate.

[0084] In some embodiments, the acquisition module 310 is further configured to: send a gate parameter acquisition request to the parking lot server; the receiving module 330 is further configured to: receive gate parameter information sent by the parking lot server, wherein the gate parameter information includes at least the gate's channel length, gate raising / lowering time, and gate raising / lowering status; and the first assessment module 320 is further configured to: determine the first gate access risk assessment result based on the gate parameter information and environmental perception data.

[0085] In some embodiments, when determining the first gate access risk assessment result based on gate parameter information and environmental perception data, the first assessment module 320 is used to: If a target object exists, the first motion parameter and the gate parameter information are input into the pre-built gate access risk model to obtain the first gate access risk assessment result output by the gate access risk model; if no target object exists, the second motion parameter and the gate parameter information are input into the pre-built gate access risk model to obtain the first gate access risk assessment result output by the gate access risk model; wherein, the first gate access risk assessment result includes the existence of gate breach risk, the existence of collision risk, or the absence of risk.

[0086] In some embodiments, the passage result is authorized passage or unauthorized passage; the second evaluation module 340 is further configured to: If the first gate opening risk assessment result is that there is a collision risk or a gate breach risk, or the passage result is unauthorized passage, the second gate opening risk assessment result is determined to be that there is a risk; if the first gate opening risk assessment result is that there is no risk, and the passage result is authorized passage, the second gate opening risk assessment result is determined to be that there is no risk.

[0087] In some embodiments, the device 300 may further include: The determination module is used to determine the passage status of the vehicle ahead if it is determined that there is a vehicle between the current vehicle and the gate based on environmental perception data. The passage status of the vehicle ahead includes whether it has passed or is passing. The second evaluation module 340 is also used for: Based on the traffic status of the vehicles ahead, the risk assessment results of the first gate opening, and the traffic results, the risk assessment results of the second gate opening are determined.

[0088] In some embodiments, the second assessment module 340, when determining the second gate opening risk assessment result based on the traffic status of the vehicle ahead, the first gate opening risk assessment result, and the traffic result, is used to: If the vehicle ahead is in the process of passing, or the first gate opening risk assessment result indicates a collision risk or a risk of breaking through the gate, or the passage result is unauthorized passage, the second gate opening risk assessment result is determined to be a risk. If the vehicle ahead is in the process of passing, and the first gate opening risk assessment result indicates no risk, and the passage result is authorized passage, the second gate opening risk assessment result is determined to be a risk.

[0089] In some embodiments, the determining module is used to: The system obtains the vehicle location information and payment status information of the vehicle ahead. The vehicle location information indicates the positional relationship between the vehicle ahead and the gate, and the vehicle payment status information indicates whether the vehicle ahead has completed payment. If the vehicle location information determines that the vehicle ahead has completely passed through the gate, or the vehicle payment status information determines that the vehicle ahead has completed payment, the vehicle's passage status is determined to be "passed". If the vehicle location information determines that the vehicle ahead has not completely passed through the gate, or the vehicle payment status information determines that the vehicle ahead has not completed payment, the vehicle's passage status is determined to be "passing".

[0090] In some embodiments, the acquisition module 310 is further configured to: If the received passage result is "unauthorized passage", and the passage status of the vehicle ahead changes from "passing" to "passed", send a passage request to the parking lot server again and receive the passage result from the parking lot server.

[0091] In some embodiments, the control module 350 is used for: If the risk assessment result of the second gate is that there is a risk, control the current vehicle to slow down so that the current vehicle speed is 0 when the distance between the current vehicle and the gate is less than the preset safe distance; if the risk assessment result of the second gate is that there is no risk, control the current vehicle to continue driving until the current vehicle passes through the gate, and send the current vehicle's passage status to the parking lot server during the current vehicle's passage through the gate. The current vehicle's passage status includes whether it has passed or is passing.

[0092] In some embodiments, the acquisition module 310 is further configured to: Obtain the current vehicle's location data and environmental perception data; Based on vehicle positioning data and environmental perception data, determine whether the vehicle has reached the first target location.

[0093] In some embodiments, the device 300 further includes a communication module for establishing communication with the parking server after the current vehicle reaches the second target location before sending a passage request to the parking server. The second target location is a location where the distance between the current vehicle and the parking gate is less than a second preset distance, and the second preset distance is greater than a first preset distance.

[0094] The specific details of the vehicle traffic control method involved in the aforementioned control device can be found in the above-mentioned... Figure 1 The relevant descriptions and effects in the control method embodiments shown are for understanding purposes only and will not be repeated here.

[0095] Based on the same inventive concept, embodiments of the present invention also provide another vehicle access control device, applied at a parking lot, for realizing, as Figure 2 The vehicle traffic control method shown. Figure 4 This is a structural block diagram of another vehicle access control device provided in an embodiment of the present invention, such as... Figure 4 As shown, the device 400 includes: The receiving module 410 is used to receive the passage request sent by the current vehicle. The passage request is sent after the current vehicle arrives at the first target location, which is a location where the distance from the gate entrance of the parking lot is less than a first preset distance. The sending module 420 is used to reply with a passage result based on the passage request, so that the current vehicle can determine the second gate access risk assessment result through the passage result, and control the vehicle passage gate based on the second gate access risk assessment result; wherein, the passage result is used to indicate whether the parking lot server authorizes the current vehicle to pass through the gate.

[0096] In some embodiments, the sending module 420 is used for: Upon receiving a passage request, the system obtains the gate channel status detected by the gate channel detection module, indicating whether the gate channel is idle or occupied. If the gate channel is occupied, the system sends an unauthorized passage result to the current vehicle. If the gate channel is idle, the system sends an authorized passage result to the current vehicle.

[0097] In some embodiments, the passage request includes the vehicle identification information of the current vehicle, and the sending module 420 is further configured to: The payment status of the current vehicle is confirmed based on the vehicle's identity information. The payment status includes paid or unpaid. If the gate channel is idle and the current vehicle's payment status is paid, an authorized passage result is sent to the current vehicle. If the gate channel is idle and the current vehicle's payment status is unpaid, an unauthorized passage result is sent to the current vehicle.

[0098] In some embodiments, the receiving module 410 is further configured to receive a gate parameter acquisition request sent by the current vehicle; the sending module 420 is further configured to send gate parameter information to the current vehicle based on the gate parameter acquisition request, so that the current vehicle can determine the first gate access risk assessment result based on the gate parameter information; wherein, the gate parameter information includes at least the gate channel length, the gate lifting and lowering time, and the gate lifting and lowering status.

[0099] In some embodiments, the receiving module 410 is further configured to: receive the current vehicle's passage status, including "passed" or "currently passing". The device 400 also includes a control module, configured to send a gate arm lowering control command to the gate control module if the current vehicle's passage status is "passed". The gate arm lowering control command instructs the gate control module to lower the gate arm.

[0100] In some embodiments, the device 400 may further include a communication module for: After the current vehicle reaches the second target location, communication is established with the current vehicle. The second target location is the location where the distance between the current vehicle and the parking lot gate is less than a second preset distance, and the second preset distance is greater than a first preset distance.

[0101] The specific details of the vehicle traffic control method involved in the aforementioned control device can be found in the above-mentioned... Figure 2 The relevant descriptions and effects in the control method embodiments shown are for understanding purposes only and will not be repeated here.

[0102] Based on the same inventive concept, embodiments of the present invention also provide a vehicle traffic control system. Figure 5 This is a schematic diagram of a vehicle traffic control system provided in an embodiment of the present invention, as shown below. Figure 5 As shown, the system 500 includes an on-board subsystem 510 installed in the vehicle and a parking lot management subsystem 520 installed in the parking lot. The on-board subsystem 510 includes a communication module 511, an environmental perception module 512, a decision control module 513, and a vehicle execution module 514. The parking lot management subsystem 520 includes a parking lot server 521, a channel detection module 522, and a gate control module 523.

[0103] The decision control module 513 communicates with the parking server 521 via the communication module 511. The decision control module 513 is used to execute the above-described... Figure 1 The vehicle access control method shown above is executed by the parking lot server 521. Figure 2 The vehicle traffic control method shown.

[0104] The environmental perception module 512 and the vehicle execution module 514 are connected to the decision control module 513. The environmental perception module 512 is used to acquire environmental perception data, and the vehicle execution module 514 is used to control the vehicle access gate. The channel detection module 522 and the gate control module 523 are connected to the parking lot server 521. The channel detection module 522 is used to acquire the gate channel status, and the gate control module 521 is used to control the gate arm to lift or lower.

[0105] For example, the communication module 511 can be an in-vehicle wireless communication unit, including a cellular communication module (such as 4G / 5G), a dedicated short-range communication module, or a cellular vehicle-to-everything (V2X) communication module, etc., used to realize the communication connection between the decision control module 513 and the parking server 521, as well as vehicle-to-vehicle (V2V) communication between the current vehicle and vehicles in front or behind. The environmental perception module 512 can include at least one of a camera, millimeter-wave radar, lidar, and ultrasonic sensor, used to perceive obstacle information in front of the vehicle and the gate area, including gate entrance features, vehicles in front, pedestrians, and other obstacles, and output environmental perception data to the decision control module 513. The vehicle execution module 514 is used to control the acceleration, deceleration, and steering of the vehicle, and can specifically include a drive motor controller, a braking system controller, and a steering system controller, etc. The decision control module 513 generates corresponding control commands based on the second gate passage risk assessment results, and the vehicle execution module 514 realizes precise control of the vehicle's driving state to complete safe and smooth gate passage.

[0106] For example, the channel detection module 522 may include inductive loops, radar, cameras, etc. The inductive loop can be buried below the ground of the turnstile channel, determining the presence of a target object by detecting changes in inductance caused by a metal object. The radar can be installed on the turnstile housing or the side of the channel, detecting the presence of a target object by emitting electromagnetic waves and receiving echo signals. The camera can be installed above the turnstile or on both sides of the channel, determining the presence of a target object through image acquisition and target recognition algorithms. These detection modules can be used individually or in combination to achieve multi-source data fusion verification, improving the accuracy and reliability of turnstile channel status detection and reducing errors in channel status recognition caused by the failure or misjudgment of a single detection method. The turnstile control module 523 controls the raising and lowering of the turnstile arm and records the arm's raising and lowering status (e.g., fully raised, raising, lowering, or fully lowered) and the timestamp of the raising and lowering.

[0107] For example, the decision control module 513 and the parking server 521 may include a processor and a memory, wherein the processor and the memory can communicate with each other via a bus or other means. The processor may be a central processing unit (CPU). The processor may also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or combinations thereof. The memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer-executable programs, and modules, such as the program instructions / modules corresponding to the vehicle control passage method in the embodiments of the present invention. The processor executes various functional applications and data processing by running the non-transitory software programs, instructions, and modules stored in the memory, thereby implementing the vehicle control passage method in the above method embodiments.

[0108] The memory may include a program storage area and a data storage area. The program storage area may store the operating system and application programs required for at least one function; the data storage area may store data created by the processor, etc. Furthermore, the memory may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. The one or more modules are stored in the memory and, when executed by the processor, perform actions such as... Figure 1 Or the vehicle control passage method in the embodiment shown in Figure 2.

[0109] To better understand this invention, the following is combined with... Figure 6 The specific process of the vehicle traffic control method provided by this invention is as follows: Figure 6 This is an example diagram of a vehicle traffic scenario provided by an embodiment of the present invention, such as... Figure 6 As shown, vehicle B follows vehicle A towards the parking lot exit gate. The specific procedure for this vehicle access control method is as follows: 1. When vehicle A triggers the gate to open (e.g., through ETC) and begins to pass, if vehicle B reaches the first target position, it sends a passage request to the parking lot server 521.

[0110] 2. Parking server 521 receives a passage request from vehicle B. At this time, the channel detection module 522 detects that vehicle A is in the channel ahead, determining that the gate channel status is "occupied". Therefore, parking server 521 replies to vehicle B with an unauthorized passage result of "Please wait, the vehicle ahead is passing".

[0111] 3. Parking server 521 receives the gate parameter acquisition request from the current vehicle B, and sends the gate parameter information to the current vehicle B based on the gate parameter acquisition request.

[0112] 4. Based on the environmental perception data detected by its environmental perception unit and the gate parameter information received, the decision control module 513 of vehicle B determines that the first gate opening risk assessment result is that there is a risk; based on the information received from the vehicle ahead, it determines that the vehicle ahead is passing through; at the same time, it receives the unauthorized passage result from the parking lot server 521. At this time, the decision control module 513 of vehicle B integrates these three pieces of information and determines that the second gate opening risk assessment result is that there is a risk.

[0113] 5. The decision control module 513 sends the corresponding deceleration control command to the vehicle execution module 514. The vehicle execution module 514 controls the current vehicle B to decelerate based on the deceleration control command, so that when the distance between the current vehicle B and the gate is less than the preset safe distance, the vehicle speed is 0 and the vehicle stops and waits at the safe distance in front of the gate.

[0114] 6. Once vehicle A has completely passed through the gate, vehicle B determines that the passage status of vehicle A has changed from "passing" to "passed", and sends another passage request to the parking lot server 521. 7. When the parking lot server 521 detects that the gate channel status has changed to "idle" based on the channel detection module 522, it sends the authorized passage result to the current vehicle B. At the same time, the parking lot server 521 sends a control command to lower the gate arm to the gate control module 523 to control the gate arm to lower. The parking lot server updates the gate arm lifting and lowering status to the lowered state and resends the gate parameter information to the current vehicle B.

[0115] 8. The decision control module 513 of the current vehicle B re-determines the first gate opening risk assessment result based on the updated gate parameter information, and re-determines the second gate opening risk assessment result as risk-free based on the updated first gate opening risk assessment result, the passage result and the passage status of the vehicle A ahead.

[0116] 9. The decision control module 513 sends the corresponding passage control command to the vehicle execution module 514. The vehicle execution module 514 controls the current vehicle B to continue driving until the current vehicle B passes through the gate, and sends the passage status of the current vehicle B to the parking lot server 521 during the process of the current vehicle B passing through the gate.

[0117] Through the above process, even if vehicle B is closely following vehicle A in front, a potential accident of running the gate can be intelligently avoided through vehicle-parking-vehicle coordination.

[0118] Based on the same inventive concept as the vehicle control passage method, the present invention also provides a computer-readable storage medium storing computer instructions, which are used to cause a computer to execute the vehicle control passage method in the above embodiments.

[0119] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes of the embodiments of the methods described above. The storage medium can be read-only memory (ROM), random access memory (RAM), flash memory, hard disk drive (HDD), or solid-state drive (SSD), etc.; the storage medium can also include combinations of the above types of memory.

[0120] The technical solutions provided in the above embodiments of this application have at least the following technical effects or advantages: This invention provides a vehicle access control method, device, system, and storage medium. After a vehicle arrives at a first target location, it sends a access request to a parking lot server and simultaneously acquires environmental perception data. Based on the environmental perception data, a first gate access risk assessment result is determined. Simultaneously, the access result from the parking lot server is received based on the access request. Then, based on the first and access results, a second gate access risk assessment result is determined, and the vehicle access gate is controlled based on this second risk assessment result. By combining the access result from the parking lot server (i.e., the server-side determination of whether the vehicle is authorized to pass) with the vehicle's environmental perception data, a dual verification mechanism is formed. When the vehicle subsystem misjudges based on the environmental perception data, it can correct the risk judgment using the access result from the parking lot server. This effectively overcomes the problem in existing technologies where relying solely on vehicle environmental sensor data easily leads to misjudgments and unnecessary braking, significantly improving the accuracy and reliability of gate access decisions. This improves traffic efficiency and enhances user experience while ensuring traffic safety.

[0121] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0122] Similarly, it should be understood that, in order to simplify this disclosure and aid in understanding one or more of the various aspects of the invention, in the above description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof. However, this method of disclosure should not be construed as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as reflected in the following claims, inventive aspects lie in fewer than all features of a single foregoing disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into this detailed description, wherein each claim itself is a separate embodiment of the invention.

[0123] It should be noted that the above embodiments are illustrative of the invention and not restrictive of the invention, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims.

Claims

1. A vehicle traffic control method, characterized in that, An in-vehicle subsystem is applied to a vehicle and communicates with a parking lot server. The method includes: After the current vehicle reaches the first target location, it sends a passage request to the parking lot server and obtains environmental perception data. The first target location is a location where the distance from the gate entrance of the parking lot is less than a first preset distance. Based on the environmental perception data, the risk assessment result for the first gate opening is determined; The system receives a passage result from the parking lot server based on the passage request, and the passage result is used to indicate whether the parking lot server authorizes the current vehicle to pass through the gate. The second gate opening risk assessment result is determined based on the first gate opening risk assessment result and the passage result; Vehicles are controlled to pass through the gate based on the second gate opening risk assessment result.

2. The method according to claim 1, characterized in that, The determination of the first gate opening risk assessment result based on the environmental perception data includes: Based on the environmental perception data, it is determined whether there is a target object between the current vehicle and the gate, and the target object is at least one of vehicles, pedestrians, and other obstacles. If the target object exists, determine the first motion parameters, and determine the first gate opening risk assessment result based on the first motion parameters; the first motion parameters include at least the first relative distance and the first relative speed of the current vehicle relative to the target object; If the target object does not exist, a second motion parameter is determined, and the first gate opening risk assessment result is determined based on the second motion parameter; the second motion parameter includes at least the second relative distance and the second relative speed of the current vehicle relative to the gate.

3. The method according to claim 2, characterized in that, The method further includes: Send a gate parameter acquisition request to the parking lot server and receive gate parameter information sent by the parking lot server. The gate parameter information includes at least the gate's channel length, gate raising / lowering time, and gate raising / lowering status. The determination of the first gate opening risk assessment result based on the environmental perception data includes: Based on the gate parameter information and the environmental perception data, the first gate opening risk assessment result is determined.

4. The method according to claim 3, characterized in that, The step of determining the first gate access risk assessment result based on the gate parameter information and the environmental perception data includes: If the target object exists, the first motion parameter and the gate parameter information are input into the pre-built gate access risk model to obtain the first gate access risk assessment result output by the gate access risk model; If the target object does not exist, the second motion parameter and the gate parameter information are input into the pre-built gate access risk model to obtain the first gate access risk assessment result output by the gate access risk model; The first gate opening risk assessment result includes the existence of gate breaking risk, the existence of collision risk, or no risk.

5. The method according to claim 4, characterized in that, The passage result is either authorized passage or unauthorized passage. The step of determining the second gate opening risk assessment result based on the first gate opening risk assessment result and the passage result includes: If the first gate opening risk assessment result indicates a collision risk or a gate breach risk, or if the passage result indicates unauthorized passage, then the second gate opening risk assessment result is determined to indicate a risk. If the first gate opening risk assessment result is no risk, and the passage result is authorized passage, then the second gate opening risk assessment result is determined to be no risk.

6. The method according to claim 5, characterized in that, The method further includes: If it is determined based on the environmental perception data that there is a vehicle between the current vehicle and the gate, the passage status of the vehicle ahead is determined, and the passage status of the vehicle ahead includes having passed or passing. The step of determining the second gate opening risk assessment result based on the first gate opening risk assessment result and the passage result includes: Based on the traffic status of the vehicle ahead, the first gate opening risk assessment result, and the traffic result, a second gate opening risk assessment result is determined.

7. The method according to claim 6, characterized in that, The determination of the second gate opening risk assessment result based on the traffic status of the vehicle ahead, the first gate opening risk assessment result, and the traffic result includes: If the passage status of the vehicle ahead is "passing", or the first gate opening risk assessment result is "collision risk" or "gate breaking risk", or the passage result is "unauthorized passage", then the second gate opening risk assessment result is determined to be "risk exists". If the passage status of the vehicle ahead is "passed", the first gate opening risk assessment result is "no risk", and the passage result is "authorized passage", then the second gate opening risk assessment result is determined to be "no risk".

8. The method according to claim 6, characterized in that, Determining the traffic status of the vehicles ahead includes: Obtain the vehicle location information and vehicle payment status information of the vehicle ahead. The vehicle location information is used to indicate the positional relationship between the vehicle ahead and the gate, and the vehicle payment status information is used to indicate whether the vehicle ahead has completed payment. If it is determined based on the vehicle location information that the vehicle ahead has completely passed through the gate, or based on the vehicle payment status information that the vehicle ahead has completed payment, the passage status of the vehicle ahead is determined to be "passed". If, based on the vehicle location information, it is determined that the vehicle ahead has not completely passed through the gate, or based on the vehicle payment status information, it is determined that the vehicle ahead has not completed payment, the passage status of the vehicle ahead is determined to be "passing".

9. The method according to claim 6, characterized in that, The method further includes: If the received passage result is unauthorized passage, and the passage status of the vehicle ahead changes from passing to passing, the passage request is sent to the parking lot server again, and the passage result is received in response from the parking lot server.

10. The method according to any one of claims 5 to 9, characterized in that, The control of vehicle passage through the gate based on the second gate passage risk assessment result includes: If the second gate opening risk assessment result indicates that there is a risk, control the current vehicle to decelerate so that the current vehicle speed is 0 when the distance between the current vehicle and the gate is less than the preset safe distance; If the second gate opening risk assessment result is that there is no risk, the current vehicle is controlled to continue driving until the current vehicle passes through the gate, and the current vehicle's passage status is sent to the parking lot server during the process of the current vehicle passing through the gate. The current vehicle's passage status includes having passed or passing through.

11. The method according to claim 1, characterized in that, The method further includes: Obtain the current vehicle's location data and environmental perception data; Based on the vehicle positioning data and environmental perception data, it is determined whether the vehicle has reached the first target location.

12. The method according to claim 1, characterized in that, Before sending a passage request to the parking lot server, the method further includes: After the current vehicle reaches the second target location, it establishes communication with the parking lot server. The second target location is the location where the distance between the current vehicle and the parking lot gate is less than a second preset distance, and the second preset distance is greater than the first preset distance.

13. A vehicle traffic control method, characterized in that, A parking server configured at a parking lot, wherein the parking server is communicatively connected to an onboard subsystem mounted in a vehicle, the method comprising: Receive a passage request sent by the current vehicle. The passage request is sent after the current vehicle reaches the first target location, which is a location where the distance from the gate entrance of the parking lot is less than a first preset distance. The system responds with a passage result based on the passage request, enabling the current vehicle to determine a second gate access risk assessment result based on the passage result, and controls the vehicle to pass through the gate based on the second gate access risk assessment result; wherein, the passage result is used to indicate whether the parking lot server authorizes the current vehicle to pass through the gate.

14. The method according to claim 13, characterized in that, The reply of the passage result based on the passage request includes: Upon receiving the passage request, the gate channel status detected by the gate channel detection module is obtained, wherein the gate channel status is either idle or occupied. If the gate channel is occupied, send the unauthorized passage result to the current vehicle; If the gate channel is idle, the authorized passage result is sent to the current vehicle.

15. The method according to claim 14, characterized in that, The passage request includes the vehicle identification information of the current vehicle, and the reply with the passage result based on the passage request includes: The payment status of the current vehicle is confirmed based on the vehicle identity information, and the payment status includes paid or unpaid. If the gate channel is idle and the current vehicle's payment status is paid, send the authorized passage result to the current vehicle; If the gate channel is idle and the current vehicle's payment status is unpaid, the unauthorized passage result is sent to the current vehicle.

16. The method according to claim 13, characterized in that, The method further includes: Receive a gate parameter acquisition request sent by the current vehicle, and send gate parameter information to the current vehicle based on the gate parameter acquisition request, so that the current vehicle determines the first gate access risk assessment result based on the gate parameter information; The gate parameter information includes at least the gate's channel length, gate raising / lowering time, and gate raising / lowering status.

17. A vehicle passage control device, characterized in that, An in-vehicle subsystem for use in vehicles, wherein the in-vehicle subsystem is communicatively connected to a parking lot server, the device comprising: The acquisition module is used to send a passage request to the parking lot server and acquire environmental perception data after the current vehicle reaches the first target location. The first target location is a location where the distance from the gate entrance of the parking lot is less than a first preset distance. The first assessment module is used to determine the first gate opening risk assessment result based on the environmental perception data; A receiving module is configured to receive a passage result from the parking lot server based on the passage request, wherein the passage result is used to indicate whether the parking lot server authorizes the current vehicle to pass through the gate; The second assessment module is used to determine the second gate opening risk assessment result based on the first gate opening risk assessment result and the passage result; The control module is used to control the passage of vehicles through the gate based on the second gate opening risk assessment result.

18. A vehicle passage control device, characterized in that, A parking server configured at a parking lot, the parking server being communicatively connected to an onboard subsystem mounted in a vehicle, the device comprising: The receiving module is used to receive the passage request sent by the current vehicle. The passage request is sent after the current vehicle arrives at the first target location, which is a location where the distance from the gate entrance of the parking lot is less than a first preset distance. The sending module is used to reply with a passage result based on the passage request, so that the current vehicle can determine the second gate access risk assessment result through the passage result, and control the vehicle to pass through the gate based on the second gate access risk assessment result; wherein, the passage result is used to indicate whether the parking lot server authorizes the current vehicle to pass through the gate.

19. A vehicle access control system, characterized in that, It includes an onboard subsystem installed in the vehicle and a parking lot management subsystem installed in the parking lot; the onboard subsystem includes a communication module, an environmental perception module, a decision control module, and a vehicle execution module; the parking lot management subsystem includes a parking lot server, a channel detection module, and a gate control module. The decision control module is communicatively connected to the parking lot server through the communication module; the decision control module is used to execute the vehicle access control method as described in any one of claims 1 to 12, and the parking lot server is used to execute the vehicle access control method as described in any one of claims 13 to 16. The environmental perception module and the vehicle execution module are connected to the decision control module. The environmental perception module is used to acquire environmental perception data, and the vehicle execution module is used to control vehicles to pass through the gate. The channel detection module and the gate control module are connected to the parking lot server. The channel detection module is used to acquire the gate channel status, and the gate control module is used to control the gate arm to rise or fall.

20. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the vehicle traffic control method according to any one of claims 1 to 12 or 13 to 16.

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