A vehicle dispatching method, server, storage medium, and device

Abstract

This application provides a vehicle scheduling method, server, storage medium, and apparatus. The method includes: if there is an obstacle on the driving route of a first target vehicle, determining a safe distance corresponding to the obstacle based on the type of obstacle; determining a temporary parking position for the first target vehicle based on the position of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and a preset parking position; and controlling the first target vehicle to drive to the temporary parking position and stop. This method can handle real-time obstacles appearing on the driving route, and different obstacle types correspond to different safe distances, effectively improving the scenario adaptability of the vehicle scheduling method. By determining the temporary parking position based on the position of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and the preset parking position, the rationality of the temporary parking position determination is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle dispatching technology, specifically to a vehicle dispatching method, server, storage medium, and device. Background Technology

[0002] With the deepening of smart park construction, logistics vehicles (such as unmanned logistics vehicles) are important carriers of logistics transportation within the park, and the level of intelligence in vehicle dispatching methods directly affects the overall operational efficiency and safety.

[0003] When dispatching unmanned logistics vehicles, preset parking positions are typically set based on the intersections of each vehicle's travel route with geofences (such as intersection areas) in a high-precision map. When a vehicle determines, according to the traffic queue logic, that it needs to give way to other vehicles or pause and wait, the dispatching system controls the vehicle to slow down and stop at the preset parking position.

[0004] The scheduling methods in related technologies cannot effectively handle obstacles that appear in real time on the driving route, and are prone to causing safety risks due to being forced to trigger emergency braking when approaching obstacles.

[0005] It should be noted that the information disclosed in the background section of this application is intended only to enhance the understanding of the general background of this application, and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0006] This application provides a vehicle scheduling method, server, storage medium, and device to address the problem that scheduling methods in related technologies cannot effectively handle obstacles that appear in real time on the driving route, and are prone to safety risks caused by being forced to trigger emergency braking when approaching obstacles.

[0007] In a first aspect, embodiments of this application provide a vehicle dispatching method, including: If there are obstacles on the route of the first target vehicle, the safe distance corresponding to the obstacle is determined according to the type of obstacle; The temporary parking location of the first target vehicle is determined based on the location of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and the preset parking location. Control the first target vehicle to drive to the temporary parking location and stop it.

[0008] In this embodiment, a safe distance is determined by the type of obstacle, and a temporary parking position is determined based on the safe distance corresponding to the obstacle. The first target vehicle is then controlled to drive to the temporary parking position and stop. This allows for the handling of real-time obstacles appearing on the driving route, and the dynamic generation of temporary parking positions that maintain a safe distance from obstacles based on the actual scenario. Furthermore, different obstacle types correspond to different safe distances, which effectively improves the scenario adaptability of the vehicle scheduling method. Further, by determining the temporary parking position based on the position of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and the preset parking position, the rationality of the temporary parking position determination is improved.

[0009] In one possible implementation, determining the temporary parking location of the first target vehicle based on the location of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and a preset parking location includes: If the first target vehicle is in the first target area, then the temporary parking position of the first target vehicle is determined based on the position of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and the preset parking position. If the first target vehicle is not in the first target area, then the temporary parking position of the first target vehicle is determined based on the position of the first target vehicle, the distance between the first target vehicle and the obstacle, and the safe distance corresponding to the obstacle.

[0010] In this embodiment, when determining a temporary parking location, it is determined whether the vehicle is in a first target area (such as an intersection area), and a differentiated temporary parking location determination strategy is executed. Specifically, when the vehicle is in the first target area, the location of the first target vehicle, the distance between the first target vehicle and obstacles, the safety distance corresponding to the obstacles, and a preset parking location are used to improve the rationality of setting temporary parking locations in complex areas such as intersections through the constraint effect of the preset parking location. When the vehicle is not in the first target area, only the location of the first target vehicle, the distance between the first target vehicle and obstacles, and the safety distance corresponding to the obstacles are used, thereby preserving the dynamic obstacle avoidance flexibility of ordinary road sections.

[0011] In one possible implementation, before controlling the first target vehicle to drive to the temporary parking location and stop, the method further includes: The comfortable braking distance of the first target vehicle is determined based on the vehicle's speed and the preset comfort deceleration. Based on the position of the first target vehicle and the comfortable braking distance, determine the comfortable parking position of the first target vehicle; If the distance between the first target vehicle and the comfortable parking location is less than the distance between the first target vehicle and the temporary parking location, then the temporary parking location is updated to the comfortable parking location.

[0012] In this embodiment, by comparing a comfortable parking position and a temporary parking position, the one closer to the current position of the first target vehicle is determined as the final temporary parking position. Since the original temporary parking position already meets the safety constraints, updating the parking target to the closer comfortable parking position ensures that the first target vehicle can directly and smoothly stop using comfortable deceleration, and further increases the safe distance from obstacles in front, improving parking comfort and safety.

[0013] In one possible implementation, if the distance between the first target vehicle and the comfortable parking location is less than the distance between the first target vehicle and the temporary parking location, then the temporary parking location is updated to the comfortable parking location, including: If the distance between the first target vehicle and the comfortable parking location is less than the distance between the first target vehicle and the temporary parking location, and the distance between the comfortable parking location and the temporary parking location is less than a preset deviation distance, then the temporary parking location is updated to the comfortable parking location.

[0014] In this embodiment of the application, by further limiting the distance between the comfortable parking location and the temporary parking location to less than a preset deviation distance, it is possible to basically avoid vehicles stopping too early due to the comfortable parking location being too far away, thus affecting traffic efficiency. This achieves the goal of determining the temporary parking location while taking into account comfort, safety, and traffic efficiency.

[0015] One possible implementation also includes: The target speed of the second target vehicle is determined based on the distance between the second target vehicle within the second target area and the temporary parking location; the second target area is an area less than a first preset distance from the temporary parking location, the target speed is less than or equal to the current speed of the second target vehicle, the second target vehicle is any vehicle within the second target area other than the first target vehicle, and the target speed is positively correlated with the distance between the second target vehicle and the temporary parking location; the second target vehicle is controlled to reduce its speed to the target speed.

[0016] In this embodiment, by determining the target speed, which is positively correlated with the distance, based on the distance between the second target vehicle and the temporary parking location, the second target vehicle can be decelerated step by step. By controlling other vehicles in the second target area based on the temporary parking location of a single vehicle, the obstacle information of a single vehicle can be synchronized to other vehicles in the second target area, thereby achieving speed coordination in the second target area and basically avoiding chain collisions.

[0017] In one possible implementation, determining the target speed of the second target vehicle based on the distance between the second target vehicle within the second target area and the temporary parking location includes: If the distance between the second target vehicle and the temporary parking location is less than a first preset distance and greater than or equal to a second preset distance, then the target speed of the second target vehicle is determined to be the first target speed; if the distance between the second target vehicle and the temporary parking location is less than the second preset distance and greater than or equal to a third preset distance, then the target speed of the second target vehicle is determined to be the second target speed, which is less than the first target speed; if the distance between the second target vehicle and the temporary parking location is less than the third preset distance, then the target speed of the second target vehicle is determined to be the third target speed, which is less than the second target speed.

[0018] In this embodiment of the application, in order to avoid collisions between vehicles, a multi-level speed control strategy based on the distance between the second target vehicle and the temporary parking position is set, which can realize the gradual decrease of the speed of the second target vehicle when it is driving towards the temporary parking position, thereby realizing the coordinated speed control of the second target vehicle within the second target area.

[0019] In one possible implementation, determining the temporary parking location of the first target vehicle based on the location of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and a preset parking location includes: According to the formula Determine the temporary parking location of the primary target vehicle; among which, For the temporary parking location, For the preset parking location, Let be the unit vector pointing from the position of the first target vehicle to the preset parking position. The distance between the first target vehicle and the obstacle. This represents the safe distance corresponding to the obstacle.

[0020] In this embodiment, using the unit vector pointing from the position of the first target vehicle to the preset parking position as a reference, it can be ensured that the temporary parking position always conforms to the preset driving route of the first target vehicle. The calculated temporary parking position is located on the line connecting the vehicle and the temporary parking position (i.e., on the vehicle's preset driving route), ensuring that the vehicle can complete parking without deviating from its original trajectory.

[0021] One possible implementation also includes: The area where the distance to the temporary parking location is less than a fourth preset distance is set as a danger zone; if a third target vehicle other than the first target vehicle needs to pass through the road section where the obstacle is located within the danger zone, the third target vehicle is controlled to stop driving; the passage priority of the first target vehicle and the second target vehicle is set to be impassable.

[0022] In this embodiment, areas less than a fourth preset distance from temporary parking locations are designated as danger zones. In this case, control to stop vehicles within the danger zone is only implemented in the aforementioned complex traffic areas, and the driving priority of this area is set to impassable, thereby avoiding chain reactions caused by local obstacles and ensuring traffic safety.

[0023] In one possible implementation, defining the area less than a fourth preset distance from the temporary parking location as a danger zone includes: If the first target vehicle is in the first target area, the area where the distance from the temporary parking location is less than the fourth preset distance is set as a danger zone.

[0024] In this embodiment, only when the first target vehicle is in the first target area (such as a complex traffic area like an intersection) is the area less than a fourth preset distance from the temporary parking location designated as a danger zone. In this case, control to stop vehicles in the danger zone is only implemented in the aforementioned complex traffic area, effectively avoiding reduced traffic efficiency caused by overly conservative scheduling strategies on ordinary road sections.

[0025] One possible implementation also includes: If a fourth target vehicle in the danger zone, other than the first target vehicle, does not need to pass through the section of road where the obstacle is located, then based on the minimum distance between the fourth target vehicle's travel route and the temporary parking location, it is determined whether the fourth target vehicle can pass safely; if the fourth target vehicle can pass safely, then the speed of the fourth target vehicle is reduced to the fourth target speed; if the fourth target vehicle cannot pass safely, then based on the fourth target vehicle's travel route and the temporary parking location, a detour route for the fourth target vehicle is determined.

[0026] In this embodiment, by considering the driving needs and safety of the fourth target vehicle in the dangerous area, which does not need to pass through the road section where the obstacle is located, in addition to the first target vehicle, the scheduling method in the dangerous area is further optimized to achieve a balance between safety and traffic efficiency.

[0027] One possible implementation also includes: Determine whether obstacles on the route of the first target vehicle have been cleared; if the obstacles have been cleared, determine the passage priority of each vehicle based on the distance between each vehicle in the danger zone and the temporary parking location, wherein the passage priority is negatively correlated with the distance between each vehicle and the temporary parking location; control the vehicles in the danger zone to start driving sequentially according to the passage priority.

[0028] In this embodiment of the application, by determining the passage priority based on the distance between the vehicle and the temporary parking location after the obstacle is cleared, and controlling the vehicles to start driving in sequence according to the priority, the risk of rear-end collisions caused by multiple vehicles starting at the same time in the dangerous area can be effectively avoided, ensuring the safety of the traffic recovery phase.

[0029] In one possible implementation, the obstacle type includes static obstacles and dynamic obstacles, and determining the corresponding safe distance for the obstacle based on the obstacle type includes: If the obstacle is a static obstacle, the safe distance corresponding to the obstacle is determined as a first safe distance; if the obstacle is a dynamic obstacle, the safe distance corresponding to the obstacle is determined as a second safe distance, wherein the first safe distance is less than the second safe distance.

[0030] In this embodiment, by classifying obstacles into static and dynamic types and establishing differentiated safety distances, the adaptability of the vehicle scheduling method to complex road conditions can be significantly improved. Specifically, a larger safety distance is used for dynamic obstacles to largely avoid potential collision risks caused by moving objects; for static obstacles, the safety distance threshold is appropriately reduced to avoid overly conservative braking strategies and ensure traffic efficiency.

[0031] Secondly, embodiments of this application provide a server, including: processor; Memory; And a computer program, wherein the computer program is stored in the memory, and when the computer program is executed by the processor, causes the server to perform the method described in any one of the first aspects.

[0032] Thirdly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in any one of the first aspects.

[0033] Fourthly, embodiments of this application provide a vehicle dispatching device, including: The safe distance generation module is used to determine the safe distance corresponding to the obstacle based on the type of the obstacle if there is an obstacle on the driving route of the first target vehicle. A temporary parking location generation module is used to determine the temporary parking location of the first target vehicle based on the location of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and a preset parking location. The vehicle control module is used to control the first target vehicle to drive to the temporary parking position and stop. Attached Figure Description

[0034] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 This is a schematic diagram of an application scenario provided by an embodiment of this application; Figure 2 This is a schematic diagram illustrating another application scenario provided by an embodiment of this application; Figure 3 This is a schematic flowchart of a vehicle dispatching method provided in an embodiment of this application; Figure 4 A flowchart illustrating a method for determining a safe distance from an obstacle, provided in an embodiment of this application; Figure 5 A flowchart illustrating a method for determining a temporary parking location provided in this application embodiment. Figure 6 This is a schematic diagram of another vehicle dispatching method provided in an embodiment of this application; Figure 7 A schematic diagram illustrating a vehicle scheduling method within a second target area provided in an embodiment of this application; Figure 8 This is a schematic diagram of another vehicle dispatching method provided in an embodiment of this application; Figure 9 This is a schematic flowchart of a vehicle detour method provided in an embodiment of this application; Figure 10This is a schematic flowchart of a method for restoring vehicle traffic according to an embodiment of this application; Figure 11 This is a schematic diagram of the structure of a vehicle dispatching system provided in an embodiment of this application; Figure 12 This is a schematic diagram of a vehicle dispatching device provided in an embodiment of this application; Figure 13 This is a schematic diagram of the structure of a server provided in an embodiment of this application. Detailed Implementation

[0036] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0037] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0038] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0039] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0040] With the deepening of smart park construction, logistics vehicles (such as unmanned logistics vehicles) are important carriers of logistics transportation within the park, and the level of intelligence of their scheduling systems directly affects the overall operational efficiency and safety.

[0041] When dispatching unmanned logistics vehicles, preset parking positions are usually set based on the intersection of each vehicle's driving route with a geofence (such as an intersection area) in a high-precision map, or multiple preset parking positions are set on the unmanned logistics vehicle's driving route. When the vehicle determines that it needs to give way to other vehicles or stop and wait based on the traffic queue logic, the dispatching system controls the vehicle to slow down and drive to the preset parking position to stop.

[0042] See Figure 1 This is a schematic diagram illustrating an application scenario provided by an embodiment of this application. For example... Figure 1 As shown, this application scenario includes vehicles 100 and 110 located in a logistics park.

[0043] Specifically, vehicles 100 and 110 travel according to preset routes. Since the routes of vehicles 100 and 110 intersect, vehicle 100 must first travel to a preset parking position. After waiting for vehicle 110 to pass the current intersection, the dispatch system controls vehicle 100 to leave from the preset parking position.

[0044] Vehicles 100 and 110 can be unmanned logistics vehicles. The dispatching system can be a cloud-based dispatching system or a vehicle-based dispatching system.

[0045] The scheduling methods in related technologies cannot effectively handle obstacles that appear in real time on the driving route, and are prone to causing safety risks due to forced emergency braking when approaching obstacles. For example, when the vehicle senses an obstacle in front of the preset parking position, the vehicle cannot dynamically adjust its braking position according to the actual position of the obstacle, and will still attempt to drive towards the preset parking position, which can easily lead to forced emergency braking when approaching the obstacle, reducing traffic efficiency and increasing safety risks.

[0046] See Figure 2 This is a schematic diagram of another application scenario provided by the embodiments of this application. The application scenario includes vehicles 100 and 110 located in a logistics park.

[0047] Specifically, when vehicle 100 encounters an obstacle while driving towards the preset parking position, the vehicle 100's scheduling method cannot adjust its parking position according to the real-time obstacle, causing vehicle 100 to continue driving towards the preset parking position. This results in a situation where vehicle 100 is forced to trigger emergency braking when approaching obstacle 120, posing a significant safety risk.

[0048] It should be pointed out that, Figure 1 and Figure 2 The descriptions of application scenarios in this document are for the purpose of facilitating understanding of technical issues and are illustrative descriptions only. They should not be construed as limiting the scope of protection of this application.

[0049] However, in the complex environment of logistics parks, vehicle dispatching methods obviously need to have the ability to perceive and respond to obstacles in real time in order to cope with diverse vehicle operation scenarios.

[0050] To address the aforementioned issues, this application provides a vehicle scheduling method. A safe distance is determined by the type of obstacle, and a temporary parking position is determined based on the safe distance corresponding to the obstacle. The method then controls a first target vehicle to drive to and stop at the temporary parking position. This allows for the handling of real-time obstacles appearing on the driving route, dynamically generating temporary parking positions that maintain a safe distance from obstacles based on the actual scenario. Furthermore, different obstacle types correspond to different safe distances, effectively improving the scenario adaptability of the vehicle scheduling method. Further, by determining the temporary parking position based on the position of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and a preset parking position, the rationality of the temporary parking position determination is improved.

[0051] Specifically, the following detailed description is provided in conjunction with the accompanying drawings and specific embodiments.

[0052] See Figure 3 This is a schematic diagram of a vehicle dispatching method provided in an embodiment of this application. Figure 3 As shown, the method specifically includes the following steps.

[0053] Step S301: If there are obstacles on the driving route of the first target vehicle, determine the safe distance corresponding to the obstacle according to the type of obstacle.

[0054] In this embodiment of the application, the first target vehicle can be an unmanned vehicle in the logistics park, and the driving route of the first target vehicle is usually the driving route of the preset unmanned vehicle.

[0055] Obstacle type refers to the type of object that obstructs normal travel on the path of the first target vehicle, which can include pedestrians, vehicles, shelves, etc.

[0056] In practical applications, obstacles can be specifically classified into static obstacles and dynamic obstacles based on the scenario of the logistics park.

[0057] See Figure 4 This is a schematic flowchart illustrating a method for determining the safe distance corresponding to an obstacle, provided in an embodiment of this application. Figure 4 As shown, the method specifically includes the following steps.

[0058] Step S401: If the obstacle is a static obstacle, then determine the safe distance corresponding to the obstacle as the first safe distance.

[0059] If the obstacle is a static obstacle (such as a stationary shelf), its position usually does not change. Therefore, to ensure vehicle traffic efficiency, a smaller safety distance can be set, meaning that vehicles can stop only when they are close to the obstacle, and subsequent temporary parking locations can also be determined relatively close to the obstacle.

[0060] In practical applications, vehicle-mounted sensors can be used to identify dynamic and static obstacles.

[0061] Step S402: If the obstacle is a dynamic obstacle, then determine the safe distance corresponding to the obstacle as the second safe distance.

[0062] The second safety distance is greater than the first safety distance.

[0063] Understandably, if the obstacle is a dynamic obstacle (such as a pedestrian or a moving vehicle), its position can change at any time. Therefore, to ensure driving safety and minimize collisions caused by changes in the position of dynamic obstacles, the second safety distance can be set relatively large, and subsequent temporary parking positions should also be relatively far away from dynamic obstacles.

[0064] In this embodiment, by classifying obstacles into static and dynamic types and establishing differentiated safety distances, the adaptability of the vehicle scheduling method to complex road conditions can be significantly improved. Specifically, a larger safety distance is used for dynamic obstacles to largely avoid potential collision risks caused by moving objects; for static obstacles, the safety distance threshold is appropriately reduced to avoid overly conservative braking strategies and ensure traffic efficiency.

[0065] Of course, those skilled in the art can adjust the classification of obstacle types according to actual needs, and the embodiments of this application do not impose specific limitations in this regard.

[0066] In practical applications, it is also necessary to determine whether there are obstacles on the driving route of the first target vehicle. In one possible implementation, this can be determined by information collected by onboard sensors. For example, the onboard sensors (such as LiDAR) continuously scan the area ahead. If an obstacle exists for a preset target time (e.g., 600ms) and the distance is less than the distance to the first target (e.g., 15 meters), then it is determined that there is an obstacle on the driving route of the first target vehicle.

[0067] In practical applications, information from multiple vehicles in a logistics park can be processed uniformly by a cloud-deployed server (or a vehicle-mounted computing unit deployed on a designated vehicle). Each vehicle can upload the information collected via the MQTT protocol at specified intervals (e.g., 200ms). The information collected by the vehicle can include vehicle identification number, location coordinates (latitude and longitude), road segment identification, current vehicle speed (km / h), whether there are obstacles on the driving route, the distance between the first target vehicle and the obstacle, the type of obstacle, timestamp, and other information.

[0068] To improve the accuracy of determining whether there are obstacles on the route of the first target vehicle, verification can be performed in the cloud.

[0069] After receiving data reported by multiple vehicles within the logistics park, the cloud can perform multi-source data fusion processing to ensure the accuracy of obstacle identification. For example, duplicate reported targets within a certain distance (e.g., 3 meters) can be merged into a single target to avoid redundant processing.

[0070] Furthermore, a confidence level voting method can be set. If the same target is reported by multiple vehicles, the confidence level is set to high; if only one vehicle reports it, the confidence level is set to low, triggering a secondary confirmation. This involves calling the vehicle's onboard camera to capture an image and upload it for recognition. In one possible implementation, the vehicle can also directly upload obstacle image information for direct cloud recognition.

[0071] In practical applications, the same high-precision map can be imported into both the vehicle and the cloud. The cloud has a pre-set table of hazardous target attributes, which allows for the direct configuration of differentiated safety distances for different types of obstacles.

[0072] Step S302: Determine the temporary parking location of the first target vehicle based on the location of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and the preset parking location.

[0073] The preset parking locations are pre-defined parking spots within the logistics park, which can be set at intersections and along vehicle routes to guide vehicles to those locations and stop. The location of the first target vehicle can be obtained using the vehicle positioning system, and the distance between the first target vehicle and obstacles can be directly obtained using onboard sensors.

[0074] In this embodiment of the application, in order to ensure the rationality of the determination of the temporary parking location, the temporary parking location of the first target vehicle is determined based on the location of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and the preset parking location.

[0075] In one possible implementation, the direction vector of the first target vehicle can be determined first based on the position of the first target vehicle and the preset parking position; Then, the temporary parking position of the first target vehicle is determined based on the direction vector of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and the position of the first target vehicle.

[0076] In one possible implementation, the temporary parking position of the first target vehicle is determined based on the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and a preset parking position, including: According to the formula Determine the temporary parking location of the primary target vehicle; in, This is a temporary parking space. To preset parking locations, Let be the unit vector pointing from the position of the first target vehicle to the preset parking position. The distance between the first target vehicle and the obstacle. This represents the safe distance corresponding to the obstacle.

[0077] It is understandable that using the unit vector pointing from the position of the first target vehicle to the preset parking position as a reference ensures that the temporary parking position always conforms to the preset driving route of the first target vehicle. The calculated temporary parking position is located on the line connecting the vehicle and the temporary parking position (i.e., on the vehicle's preset driving route), ensuring that the vehicle can complete parking without deviating from its original trajectory.

[0078] In another possible implementation, the vehicle's direction angle can be determined based on the position of the first target vehicle and the preset parking position; the temporary parking position can be determined based on the direction angle, the position of the first target vehicle, the safe distance corresponding to the obstacle, and the distance between the first target vehicle and the obstacle.

[0079] Of course, those skilled in the art can adjust the calculation method of the above temporary parking positions according to actual needs, and the embodiments of this application do not impose specific limitations on this.

[0080] It should be noted that in practical applications, a temporary parking location can be a location coordinate or a spatial area.

[0081] Specifically, since vehicles are not ideal points of mass in actual driving, they have attributes such as body length, and are limited by the accuracy error of the on-board positioning system and the delay of the chassis actuator braking response, temporary parking positions are usually set as a spatial area with a certain length redundancy during planning.

[0082] For example, if the temporary parking location is a location coordinate, the vehicle is determined to have entered the temporary parking location when the coordinate is located within the vehicle body; if the temporary parking location is a spatial area, the vehicle is determined to have entered the temporary parking location when a specific reference point of the vehicle (such as the center of the rear axle of the vehicle) falls into the spatial area.

[0083] In practical applications, to improve the flexibility of determining temporary parking locations, one possible implementation is to first determine whether the first target vehicle is in the first target area (such as an intersection area) and then implement a differentiated processing strategy.

[0084] In this embodiment, the first target area refers to a pre-defined traffic-complex area within the logistics park, such as an intersection. By determining whether the first target vehicle is located within the first target area, a differentiated temporary parking location determination strategy can be subsequently formulated.

[0085] In one possible implementation, the location of the first target vehicle can be determined based on its absolute position, such as by directly using an onboard positioning system to determine whether the vehicle is in the first target area.

[0086] In another possible implementation, the distance between the first target vehicle and the preset parking position can be used to determine whether the vehicle is in the first target area. Specifically, if the distance between the first target vehicle and the preset parking position is less than or equal to a target distance threshold, the first target vehicle is determined to be in the first target area; if the distance between the first target vehicle and the preset parking position is greater than the target distance threshold, the first target vehicle is determined not to be in the first target area.

[0087] If the first target vehicle is in the first target area, the temporary parking position of the first target vehicle is determined based on the position of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and the preset parking position.

[0088] If the first target vehicle is not in the first target area, the temporary parking position of the first target vehicle is determined based on the position of the first target vehicle, the distance between the first target vehicle and the obstacle, and the corresponding safe distance of the obstacle.

[0089] Specifically, a temporary parking location can be obtained by adding the distance to the obstacle and subtracting the safety distance corresponding to the obstacle based on the location of the first target vehicle (such as location coordinates).

[0090] In this embodiment, when determining a temporary parking location, it is determined whether the vehicle is in a first target area (such as an intersection area), and a differentiated temporary parking location determination strategy is executed. Specifically, when the vehicle is in the first target area, the location of the first target vehicle, the distance between the first target vehicle and the obstacle, the safety distance corresponding to the obstacle, and a preset parking location are used to improve the rationality of setting temporary parking locations in complex areas such as intersections through the constraint effect of the preset parking location. When the vehicle is not in the first target area, only the location of the first target vehicle, the distance between the first target vehicle and the obstacle, and the safety distance corresponding to the obstacle are used, thereby preserving the dynamic obstacle avoidance flexibility of ordinary road sections.

[0091] Step S303: Control the first target vehicle to drive to the temporary parking position and stop.

[0092] In this embodiment of the application, a cloud-deployed server can be used to send control commands to the first target vehicle to control the first target vehicle to drive to the temporary parking position.

[0093] Specifically, the first target vehicle can determine a comfortable deceleration rate based on its location and temporary parking position, and then decelerate to the temporary parking position and stop at the comfortable deceleration rate, thereby avoiding vehicle rollover or cargo collapse caused by sudden braking. Comfortable deceleration refers to the deceleration rate that meets both occupant comfort requirements and provides effective braking during braking.

[0094] In this embodiment, a safe distance is determined by the type of obstacle, and a temporary parking position is determined based on the safe distance corresponding to the obstacle. The first target vehicle is then controlled to drive to the temporary parking position and stop. This allows for the handling of real-time obstacles appearing on the driving route, and the dynamic generation of temporary parking positions that maintain a safe distance from obstacles based on the actual scenario. Furthermore, different obstacle types correspond to different safe distances, which effectively improves the scenario adaptability of the vehicle scheduling method. Further, by determining the temporary parking position based on the position of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and the preset parking position, the rationality of the temporary parking position determination is improved.

[0095] In practical applications, in order to ensure that the vehicle can stop smoothly without triggering emergency braking, the temporary parking position can also be determined by combining the current speed of the first target vehicle.

[0096] See Figure 5 This is a schematic flowchart illustrating a method for determining a temporary parking location provided in an embodiment of this application. Figure 5 As shown, the method specifically includes the following steps.

[0097] Step S501: Determine the comfortable braking distance of the first target vehicle based on its driving speed and preset comfort deceleration.

[0098] Among them, the preset comfort deceleration refers to the pre-set deceleration that can meet the requirements of passenger comfort and provide braking during the braking process.

[0099] In practical applications, in order to ensure driving safety, the preset comfort deceleration can be set to the maximum comfort deceleration, that is, the upper limit of the comfort deceleration. By using this upper limit for calculation, the determined comfort braking distance can be minimized without reducing the comfort experience of the occupants.

[0100] In this embodiment, the theoretical comfortable braking distance can be calculated using kinematic formulas. Specifically, the comfortable braking distance of the first target vehicle can be obtained by dividing the square of the vehicle's speed by twice the preset comfortable deceleration. This ensures that the vehicle can smoothly and safely complete the braking process under comfortable deceleration constraints.

[0101] In practical applications, to address uncertainties in real-world road environments, a safety factor can be introduced for correction, further enhancing the reliability and adaptability of the braking strategy.

[0102] Step S502: Determine the comfortable parking position of the first target vehicle based on its position and comfortable braking distance.

[0103] Specifically, a comfortable parking position can be obtained by adding a comfortable braking distance to the position of the first target vehicle along its direction of travel.

[0104] For example, the longitudinal coordinates of the first target vehicle in the current driving direction can be summed with the comfort braking distance, and the summed coordinates can be determined as the comfort parking position of the first target vehicle.

[0105] Step S503: If the distance between the first target vehicle and the comfortable parking position is less than the distance between the first target vehicle and the temporary parking position, then update the temporary parking position to the comfortable parking position.

[0106] Specifically, if the distance between the first target vehicle and the comfortable parking position is less than the distance between the first target vehicle and the temporary parking position, it means that if the first target vehicle brakes at a preset comfortable deceleration under its current driving state, its stopping position will be before the temporary parking position. This implies that the comfortable parking position constitutes a more pressing parking constraint at present.

[0107] By comparing the comfortable parking position and the temporary parking position, the one closer to the current position of the primary target vehicle is determined as the final temporary parking position. Since the original temporary parking position already meets safety constraints, updating the parking target to the closer comfortable parking position ensures that the primary target vehicle can directly and smoothly stop using comfortable deceleration, and further increases the safe distance from obstacles ahead. In practical applications, to avoid vehicles stopping prematurely due to excessively far comfortable parking positions, thus affecting traffic efficiency, one possible implementation involves updating the temporary parking position to a comfortable parking position if the distance between the first target vehicle and the comfortable parking position is less than the distance between the first target vehicle and the temporary parking position, and the distance between the comfortable parking position and the temporary parking position is less than a preset deviation distance (e.g., 0.5m).

[0108] Specifically, the preset deviation distance refers to a preset allowable range of positional deviation. When the comfortable parking position falls within the allowable deviation range of the temporary parking position, the positional deviation between the two is considered to be within an acceptable range. In this case, safety should be prioritized, and the temporary parking position should be updated to the comfortable parking position. If the distance between the comfortable parking position and the temporary parking position is greater than or equal to the preset deviation distance, it indicates that the comfortable parking position is significantly forward. Using this as a target would lead to a serious positional deviation, and in this case, it should not be updated.

[0109] In this embodiment of the application, by further limiting the distance between the comfortable parking location and the temporary parking location to less than a preset deviation distance, it is possible to basically avoid vehicles stopping too early due to the comfortable parking location being too far away, thus affecting traffic efficiency. This achieves the goal of determining the temporary parking location while taking into account comfort, safety, and traffic efficiency.

[0110] In practical applications, since there are usually multiple vehicles in logistics parks, in order to avoid the problem that a single vehicle only performs local obstacle avoidance after recognizing an obstacle without globalizing the danger information, resulting in a single vehicle decelerating independently and affecting traffic efficiency, this application provides another vehicle scheduling method.

[0111] See Figure 6 This is a schematic diagram of another vehicle dispatching method provided in an embodiment of this application. Figure 6 As shown, the method specifically includes the following steps.

[0112] Step S601: Determine the target speed of the second target vehicle based on the distance between the second target vehicle and the temporary parking location within the second target area.

[0113] The second target vehicle refers to any vehicle within the second target area other than the first target vehicle. The second target area is the region less than a first preset distance from the temporary parking location, i.e., an area with potential risk. The target speed is less than or equal to the current speed of the second target vehicle, and the target speed is positively correlated with the distance between the second target vehicle and the temporary parking location.

[0114] In this embodiment, the closer a vehicle is to the temporary parking location, the lower its speed should be, so as to avoid collision with the first target vehicle.

[0115] In one possible implementation, the target speed of the second target vehicle can be determined based on the distance between the second target vehicle and the obstacle within the second target area. That is, the second target area can be set to a region where the distance from the obstacle is less than a first preset distance.

[0116] In practical applications, multiple target speeds can be set based on the distance to the temporary parking space, thereby achieving a gradual decrease in the target speed of the second target vehicle. In one possible implementation, if the distance between the second target vehicle and the temporary parking location is less than a first preset distance (e.g., 15 meters) and greater than or equal to a second preset distance (e.g., 8 meters), then the target speed of the second target vehicle is determined to be the first target speed (e.g., 8 km / h).

[0117] If the distance between the second target vehicle and the temporary parking location is less than the second preset distance and greater than or equal to the third preset distance (e.g., 5 meters), then the target speed of the second target vehicle is determined as the second target speed (e.g., 3 km / h), and the second target speed is less than the first target speed.

[0118] If the distance between the second target vehicle and the temporary parking location is less than the third preset distance, then the target speed of the second target vehicle is determined to be the third target speed (e.g., 0 km / h), and the third target speed is less than the second target speed.

[0119] Understandably, within a logistics park, there is usually a certain following distance between each vehicle. To avoid collisions between vehicles, a multi-level speed control strategy based on the distance between the second target vehicle and the temporary parking location can be implemented. This allows the speed of the second target vehicle to gradually decrease as it moves towards the temporary parking location, thereby achieving coordinated speed control of the second target vehicles within the second target area.

[0120] Of course, those skilled in the art can adjust the settings of the above-mentioned multi-level target speeds according to actual needs, and the embodiments of this application do not impose specific limitations on this.

[0121] In one possible implementation, after a dangerous target is detected on the vehicle, the safe distance from the obstacle can be broadcast directly to surrounding vehicles via an interface. The surrounding vehicles can then make autonomous decisions to slow down, while the cloud only performs post-event statistics.

[0122] To facilitate understanding, the following explanation will be provided with specific examples.

[0123] See Figure 7 This is a schematic diagram illustrating a vehicle scheduling method within a second target area provided in an embodiment of this application. Figure 7 As shown, there is an obstacle (the dangerous target shown in the figure) on the first target vehicle's driving route. The distance between the first target vehicle and the obstacle is 3 meters. The first target vehicle determines a temporary parking position (the dynamic parking point in the figure). The first target vehicle needs to slow down and drive to the temporary parking position and stop.

[0124] In this embodiment of the application, the location of the obstacle is used as a reference, and the distance to the obstacle is less than The area within the first preset distance (15 meters) is designated as the second target area. In the diagram, the distances between unmanned logistics vehicles V2 and V3 and the obstacles are less than the first preset distance (15 meters) but greater than or equal to the second preset distance (8 meters). The target speed for the second target vehicles is set to the first target speed (8 km / h). The distances between unmanned logistics vehicles V4, V5, V6, and V7 and the obstacle positions are greater than or equal to the first preset distance; therefore, unmanned logistics vehicles V4, V5, V6, and V7 can maintain their original driving speeds.

[0125] Step S602: Control the second target vehicle to reduce its speed to the target speed.

[0126] In this embodiment of the application, the vehicle is controlled to decelerate to the target speed based on the target speed determined in step S601.

[0127] In practical applications, it can be based on comfortable deceleration (e.g., 1 m / s²). 2 To slow down, the vehicle should be stopped suddenly to prevent it from overturning or the cargo inside from collapsing.

[0128] In this embodiment, by determining the target speed, which is positively correlated with the distance, based on the distance between the second target vehicle and the temporary parking position, the second target vehicle can be decelerated step by step. By controlling other vehicles in the second target area based on the temporary parking position of a single vehicle, the obstacle information of a single vehicle can be synchronized to other vehicles in the second target area, thereby achieving speed coordination in the two target areas and basically avoiding the occurrence of chain collisions.

[0129] In practical applications, the scheduling method can be further constrained in areas with a high probability of collision.

[0130] See Figure 8 This is a schematic diagram of another vehicle dispatching method provided in an embodiment of this application. Figure 8 As shown, the method specifically includes the following steps.

[0131] Step S801: Set the area that is less than the fourth preset distance from the temporary parking location as a danger zone.

[0132] The fourth preset distance is less than or equal to the third preset distance. It can be understood that if the distance between the vehicle and the temporary parking location is less than the fourth preset distance, it indicates a high risk of collision; therefore, areas where the distance to the temporary parking location is less than the fourth preset distance are designated as danger zones.

[0133] Of course, in one possible implementation, the area where the distance to the obstacle is less than a fourth preset distance can also be set as a danger zone.

[0134] Step S802: If a third target vehicle in the danger zone, other than the first target vehicle, needs to pass through the section of road where the obstacle is located, then control the third target vehicle to stop moving.

[0135] In this embodiment of the application, since the road section where the obstacle is located is impassable, it will be necessary for a third target vehicle passing through the road section where the obstacle is located to brake in order to avoid a collision between vehicles on the same route.

[0136] Step S803: Set the passage priority of the first target vehicle and the second target vehicle to be unable to pass.

[0137] In this context, "Unable to proceed" indicates a mandatory stop priority, meaning that vehicles must prioritize handling obstacle issues (e.g., the first target vehicle must avoid the obstacle, and the second target vehicle must adjust accordingly). The first target vehicle is the source that triggers obstacle detection (e.g., detecting an obstacle and calculating a temporary stopping position), and the second target vehicle is the affected related vehicle. Setting both to "Unable to proceed" avoids multi-vehicle collisions caused by priority confusion.

[0138] In this embodiment, areas less than a fourth preset distance from temporary parking locations are designated as danger zones. In this case, control to stop vehicles within the danger zone is only implemented in the aforementioned complex traffic areas, and the driving priority in this area is set to mandatory stopping, thereby avoiding chain reactions caused by local obstacles and ensuring traffic safety.

[0139] In another possible implementation, the dangerous area can be modeled as a risk probability distribution, and the risk entropy can be calculated for each vehicle. The priority is adjusted by weighting the inverse of the risk entropy, thereby improving traffic efficiency.

[0140] To improve the targeting of the scheduling method, in one possible implementation, if the first target vehicle is in the first target area, the area that is less than a fourth preset distance from the temporary parking location is set as a danger zone.

[0141] In this embodiment, only when the first target vehicle is in the first target area (such as a complex traffic area like an intersection) is the area less than a fourth preset distance from the temporary parking location designated as a danger zone. In this case, control to stop vehicles in the danger zone is only implemented in the aforementioned complex traffic area, effectively avoiding reduced traffic efficiency caused by overly conservative scheduling strategies on ordinary road sections.

[0142] See Figure 9 This is a schematic flowchart of a vehicle detour method provided in an embodiment of this application. Figure 9 As shown, the method specifically includes the following steps.

[0143] Step S901: If the fourth target vehicle in the danger zone, other than the first target vehicle, does not need to pass through the road section where the obstacle is located, then determine whether the fourth target vehicle can pass safely based on the minimum distance between the fourth target vehicle's driving route and the temporary parking position.

[0144] In this embodiment, the fourth target vehicle is a vehicle within the danger zone that does not need to travel through the obstacle, meaning the fourth target vehicle will not be directly affected by the obstacle and thus unable to pass. However, to ensure the driving safety of the fourth target vehicle, in this embodiment, the ability of the fourth target vehicle to pass safely is determined based on the minimum distance between the fourth target vehicle's travel route and the temporary parking location.

[0145] Specifically, the route of the fourth target vehicle is preset by the dispatch system. The minimum distance and whether the vehicle can pass safely can be determined by comparing the minimum distance between the preset route and the temporary parking location.

[0146] The minimum distance is the distance between the point closest to the temporary parking location on the shortest travel route and the temporary parking location (i.e., the shortest distance between the route and the temporary parking location). By comparing the minimum distance with a preset safe passage threshold (such as the minimum safe distance between vehicles), it is determined whether the fourth target vehicle can pass without a collision. If the minimum distance is greater than or equal to the safe threshold, it is determined that the fourth target vehicle can pass safely.

[0147] In another possible implementation, the determination of whether the fourth target vehicle can pass safely can be based on the minimum distance between the fourth target vehicle's travel route and the location of the obstacle.

[0148] Step S902: If the fourth target vehicle can pass safely, reduce the speed of the fourth target vehicle to the speed of the fourth target.

[0149] In this embodiment of the application, if the fourth target vehicle can pass safely, the fourth target vehicle will be reduced to the fourth target speed (e.g., 5 km / h) and can pass along the original route at the fourth target speed.

[0150] Step S903: If the fourth target vehicle cannot pass safely, determine the detour route of the fourth target vehicle based on its driving route and temporary parking location.

[0151] In this embodiment, for the fourth target vehicle that cannot pass safely, the driving route is replanned to avoid the temporary parking location, thereby avoiding a collision with the obstacle. This solves the problem of the original route being too close to the temporary parking location, achieving safe passage through route adjustment.

[0152] In one possible implementation, the detour route of the fourth target vehicle is determined based on its driving route and temporary parking location, including: Based on the temporary parking location, a dynamic detour point is generated by offsetting a preset lateral offset distance (e.g., 3 meters) in a lateral direction perpendicular to the original driving route of the fourth target vehicle. Dynamic detour points are sent to the fourth target vehicle to guide it to make a lateral shift, thereby avoiding the danger zone.

[0153] Of course, those skilled in the art can adjust the detour method according to actual needs, and the embodiments of this application do not impose specific limitations on this.

[0154] In this embodiment, by considering the driving needs and safety of the fourth target vehicle in the dangerous area, which does not need to pass through the road section where the obstacle is located, in addition to the first target vehicle, the scheduling method in the dangerous area is further optimized to achieve a balance between safety and traffic efficiency.

[0155] In practical applications, to further improve the vehicle scheduling method, constraints can be imposed on the method for restoring vehicle traffic after obstacles are removed.

[0156] See Figure 10 This is a schematic flowchart illustrating a method for restoring vehicle traffic according to an embodiment of this application. Figure 10 As shown, the method specifically includes the following steps.

[0157] Step S1001: Determine whether the obstacles on the route of the first target vehicle have been cleared.

[0158] In this embodiment, the location of the obstacle can be continuously detected by the sensors of the first target vehicle itself. If no valid feature is detected at the original obstacle location within a consecutive preset time window (e.g., 2 seconds), it is determined that the obstacle on the driving route has been cleared.

[0159] Of course, obstacles on the path of the first target vehicle can also be removed by using obstacle removal robots or manual intervention, and the obstacle can be marked as cleared after the removal is completed.

[0160] Step S1002: If the obstacle is cleared, determine the passage priority of each vehicle based on the distance between each vehicle in the danger zone and the temporary parking location.

[0161] The passage priority is negatively correlated with the distance between each vehicle and the temporary parking location. In other words, the closer a vehicle is to the temporary parking location, the higher its passage priority. Specifically, vehicles that are closer to the location are more affected by previous temporary parking or detour strategies. By assigning them the highest priority, vehicles in the danger zone can be guided step by step, effectively avoiding the risk of collisions or rear-end accidents caused by vehicles starting ahead.

[0162] Step S1003: Control the vehicles in the danger zone to start driving in sequence according to the traffic priority.

[0163] In this embodiment, vehicles within a hazardous area can be uniformly controlled via a cloud-deployed server. After confirming that obstacles have been cleared, the server sends permission instructions to each vehicle to resume driving at preset time intervals (e.g., every 0.5 seconds) according to a calculated passage priority sequence, thereby ensuring the safety and orderliness of the multi-vehicle startup process.

[0164] In this embodiment of the application, by determining the passage priority based on the distance between the vehicle and the temporary parking location after the obstacle is cleared, and controlling the vehicles to start driving in sequence according to the priority, the risk of rear-end collisions caused by multiple vehicles starting at the same time in the dangerous area can be effectively avoided, ensuring the safety of the traffic recovery phase.

[0165] In practice, vehicle scheduling methods can be deployed in the form of a vehicle scheduling system on vehicle-side computing units and cloud servers.

[0166] For example, the vehicle dispatching system of this application can be deployed based on the following hardware and software architecture. However, those skilled in the art should understand that the specific hardware models, parameters, and software versions described below are only one feasible embodiment and do not constitute a limitation on the scope of protection of this application: The cloud server can be equipped with a 4-core CPU, 8GB of memory, 100GB of SSD storage, and can deploy an MQTT Broker (such as Mosquitto 2.0), a Redis 6.2 version caching database, and a MySQL 8.0 relational database. The vehicle-mounted computing unit can use an AI computing platform with edge computing capabilities (such as NVIDIA Jetson Nano, which includes a 4-core ARM A57 processor and 4GB LPDDR4 memory) to run the PointPillars object detection algorithm; Vehicle-side sensors may include: a 16-line LiDAR (detection range ≥ 50 meters, angular resolution 0.2°, used to provide accurate 3D point clouds to determine temporary parking locations), a high-definition camera (1080P, frame rate 30fps, used for obstacle feature recognition), and a GPS / IMU integrated navigation module (positioning accuracy ± 0.5 meters, used to provide high-precision vehicle position coordinates). The communication module can be a low-latency 5G industrial module (such as the MH5000-31 communication module, with uplink and downlink bandwidth ≥100Mbps and communication latency <50ms, to ensure real-time interaction between cloud control commands and vehicle status). The execution unit may include the vehicle's ESC (Electronic Stability Control), EPS (Electric Power Steering), and VCU (Vehicle Controller), and interacts with the vehicle's computing unit via the CAN bus to perform actions such as deceleration.

[0167] In practical applications, to avoid the failure of scheduling methods under complex working conditions, the embodiments of this application also provide the following exception handling methods.

[0168] Specifically, if the detected change in distance to an obstacle exceeds a preset threshold, the cloud immediately issues an emergency braking command and locks vehicles around the danger zone within a preset safety lockout period, while extending the freeze time of traffic priority to prevent secondary collisions.

[0169] In cases where multiple vehicles simultaneously report the same obstacle, the cloud can perform spatial clustering of the reported locations, selecting the vehicle with the smallest distance as the primary detection vehicle. Its data is used to calculate the temporary parking position, while data from other vehicles is only used for verification, avoiding command conflicts. If an obstacle is detected only once and its confidence level is below a preset threshold, the cloud marks it as a suspicious target, issuing only a local deceleration command to the reporting vehicle without triggering global scheduling. This command is automatically removed after a preset observation period, preventing false alarms from affecting overall efficiency. If communication between the vehicle and the cloud is interrupted for more than a preset duration, the vehicle can automatically switch to local emergency mode, continuing to decelerate or stop based on the last received obstacle data. Upon communication restoration, the local state is synchronized first, ensuring uninterrupted obstacle avoidance.

[0170] See Figure 11 This is a schematic diagram of the structure of a vehicle dispatching system provided in an embodiment of this application. Figure 11 As shown, the vehicle dispatching system 1100 includes: a vehicle-side perception module 1101, a cloud-based fusion module 1102, a decision-making and dispatching module 1103, and an execution control module 1104. The vehicle-side perception module 1101 and the execution control module 1104 can be configured on the vehicle side, while the cloud-based fusion module 1102 and the decision-making and dispatching module 1103 can be configured in the cloud.

[0171] Specifically, the vehicle-mounted perception module 1101 can be used to detect obstacles on the vehicle's driving route and report the information collected on the vehicle to the cloud. It can scan obstacles on the driving route using onboard sensors and determine the type of obstacle.

[0172] The cloud fusion module 1102 can process the information uploaded by the vehicle, determine the confidence level of obstacles on the vehicle, and implement different processing measures for different confidence levels.

[0173] The decision-making and scheduling module 1103 can parse the information collected by the vehicle terminal, generate temporary parking location information and send it to the vehicle terminal; it can determine the target speed of vehicles in the second target area and send it to the vehicle terminal; it can regulate the stopping, resuming, detouring and traffic priority of vehicles in dangerous areas.

[0174] The execution control module 1104 can receive instructions sent by the decision scheduling module 1103 and control the vehicle to execute the instructions.

[0175] The following section will explain vehicle dispatching methods in the context of specific test scenarios.

[0176] Test location: The northeast intersection of the western painting section of a certain company (a typical intersection in the industrial park, 8 meters wide, with two-way traffic); The vehicles involved include vehicle A, vehicle B, and vehicle C. Vehicle A is traveling from east to west at a speed of 12 km / h and is 50 m from the intersection. Vehicle B is traveling from north to south at a speed of 10 km / h and is 48 m from the intersection. A wooden shelf (static obstacle) has fallen off 8 meters ahead of it. Vehicle C is traveling from south to north at a speed of 11 km / h and is 52 m from the intersection.

[0177] The test aims to verify the vehicle dispatching system's ability to respond to and handle sudden static obstacles and its traffic efficiency.

[0178] Vehicle B's LiDAR detected a shelf 8 meters ahead, confirming its presence for 600ms and reporting the obstacle information to the cloud. The cloud received the data reported by Vehicle B, with 100% confidence, and determined the obstacle number, obstacle type, and other information. It also calculated the temporary parking point location as (112.9730, 24.6838), located 6 meters behind the shelf.

[0179] Vehicle B is prioritized as impassable and a stop instruction is issued, while surrounding vehicles are detected. Vehicle A is 7.2m (greater than 5m) away from Vehicle B, and Vehicle C is 9.8m (greater than 5m) away from Vehicle B; no adjustment to the passage priority of other vehicles is needed. Vehicle A is 12m away from the temporary parking position, and a target speed of 8km / h is issued; Vehicle C is 15m away from the danger point, and a target speed of 10km / h is issued.

[0180] After the shelf was manually removed, vehicle B did not report obstacle information for 1000ms. The obstacle marked in the cloud was cleared, vehicle B's passage priority was restored, vehicles A and C resumed autonomous speed, and the system resumed normal scheduling.

[0181] In this scenario, the total response delay of the vehicle dispatching system is 45 seconds (including obstacle handling and system recovery), which is 62% more efficient than the traditional static parking solution (average waiting time of 120 seconds); both vehicles A and C achieve smooth deceleration without any sudden braking (deceleration < 1 m / s²). 2 There is no risk of cargo overturning, and a significant balance is achieved between traffic safety and efficiency.

[0182] Corresponding to the above embodiments, this application also provides a vehicle dispatching device. See also Figure 12 This is a schematic diagram of a vehicle dispatching device provided in an embodiment of this application.

[0183] like Figure 12 The vehicle dispatching device 1200 shown includes a safe distance generation module 1201, a temporary parking location generation module 1202, and a vehicle control module 1203.

[0184] The safe distance generation module 1201 is used to determine the safe distance corresponding to the obstacle based on the type of obstacle if there is an obstacle on the driving route of the first target vehicle. The temporary parking location generation module 1202 is used to determine the temporary parking location of the first target vehicle based on the location of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and the preset parking location. The vehicle control module 1203 is used to control the first target vehicle to drive to the temporary parking position and stop.

[0185] Corresponding to the above embodiments, this application also provides a server.

[0186] See Figure 13 This is a schematic diagram of the structure of a server provided in an embodiment of this application. Figure 13 As shown, the server 1300 may include a processor 1301, a memory 1302, and a communication unit 1303. These components communicate via one or more buses. Those skilled in the art will understand that the server structure shown in the figure does not constitute a limitation on the embodiments of this application. It may be a bus topology or a star topology, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0187] The communication unit 1303 is used to establish a communication channel, enabling the server to communicate with other devices.

[0188] Processor 1301 serves as the control center of the server, connecting various parts of the server via various interfaces and lines. It executes software programs and / or modules stored in memory 1302, and calls data stored in memory to perform various server functions and / or process data. The processor may be composed of integrated circuits (ICs), such as a single packaged IC or multiple packaged ICs with the same or different functions connected together. For example, processor 1301 may consist only of a central processing unit (CPU). In this embodiment, the CPU may have a single processing core or include multiple processing cores.

[0189] Memory 1302 is used to store the execution instructions of processor 1301. Memory 1302 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0190] When the execution instructions in memory 1302 are executed by processor 1301, the server 1300 is able to perform some or all of the steps in the above method embodiments.

[0191] Corresponding to the above embodiments, this application also provides a computer-readable storage medium, wherein the computer-readable storage medium may store a program, wherein when the program runs, it can control the device where the computer-readable storage medium is located to execute some or all of the steps in the above method embodiments. In specific implementation, the computer-readable storage medium may be a magnetic disk, an optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0192] Corresponding to the above embodiments, this application also provides a computer program product containing executable instructions that, when executed on a computer, cause the computer to perform some or all of the steps in the above method embodiments.

[0193] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent the existence of A alone, the simultaneous existence of A and B, or the existence of B alone. A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects have an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0194] Those skilled in the art will recognize that the units and algorithm steps described in the embodiments disclosed herein can be implemented using electronic hardware, computer software, or a combination of electronic hardware and software. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0195] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0196] In the several embodiments provided in this application, any function, if implemented as a software functional unit and sold or used as an independent product, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0197] The above description is merely a specific embodiment of this application. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the protection scope of this application. The protection scope of this application should be determined by the protection scope of the claims.

Claims

1. A vehicle dispatching method, characterized in that, include: If there are obstacles on the route of the first target vehicle, the safe distance corresponding to the obstacle is determined according to the type of obstacle; The temporary parking location of the first target vehicle is determined based on the location of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and the preset parking location. Control the first target vehicle to drive to the temporary parking location and stop it.

2. The method according to claim 1, characterized in that, Based on the location of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and the preset parking location, the temporary parking location of the first target vehicle is determined, including: If the first target vehicle is in the first target area, then the temporary parking position of the first target vehicle is determined based on the position of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and the preset parking position. If the first target vehicle is not in the first target area, then the temporary parking position of the first target vehicle is determined based on the position of the first target vehicle, the distance between the first target vehicle and the obstacle, and the safe distance corresponding to the obstacle.

3. The method according to claim 1, characterized in that, Before controlling the first target vehicle to drive to the temporary parking position and stop, the method further includes: The comfortable braking distance of the first target vehicle is determined based on the vehicle's speed and the preset comfort deceleration. Based on the position of the first target vehicle and the comfortable braking distance, determine the comfortable parking position of the first target vehicle; If the distance between the first target vehicle and the comfortable parking location is less than the distance between the first target vehicle and the temporary parking location, then the temporary parking location is updated to the comfortable parking location.

4. The method according to claim 3, characterized in that, If the distance between the first target vehicle and the comfortable parking location is less than the distance between the first target vehicle and the temporary parking location, then the temporary parking location is updated to the comfortable parking location, including: If the distance between the first target vehicle and the comfortable parking location is less than the distance between the first target vehicle and the temporary parking location, and the distance between the comfortable parking location and the temporary parking location is less than a preset deviation distance, then the temporary parking location is updated to the comfortable parking location.

5. The method according to claim 1, characterized in that, Also includes: The target speed of the second target vehicle is determined based on the distance between the second target vehicle within the second target area and the temporary parking location; The second target area is an area less than a first preset distance from the temporary parking location. The target speed is less than or equal to the current speed of the second target vehicle. The second target vehicle is any vehicle in the second target area other than the first target vehicle. The target speed is positively correlated with the distance between the second target vehicle and the temporary parking location. Control the second target vehicle to reduce its speed to the target speed.

6. The method according to claim 5, characterized in that, Determining the target speed of the second target vehicle based on the distance between the second target vehicle within the second target area and the temporary parking location includes: If the distance between the second target vehicle and the temporary parking location is less than the first preset distance and greater than or equal to the second preset distance, then the target speed of the second target vehicle is determined to be the first target speed. If the distance between the second target vehicle and the temporary parking location is less than the second preset distance and greater than or equal to the third preset distance, then the target speed of the second target vehicle is determined as the second target speed, and the second target speed is less than the first target speed; If the distance between the second target vehicle and the temporary parking location is less than the third preset distance, then the target speed of the second target vehicle is determined to be the third target speed, which is less than the second target speed.

7. The method according to claim 1, characterized in that, The step of determining the temporary parking location of the first target vehicle based on the location of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and the preset parking location includes: According to the formula Determine the temporary parking location of the primary target vehicle; in, For the temporary parking location, For the preset parking location, Let be the unit vector pointing from the position of the first target vehicle to the preset parking position. The distance between the first target vehicle and the obstacle. This represents the safe distance corresponding to the obstacle.

8. The method according to claim 1, characterized in that, Also includes: Areas that are less than a fourth preset distance from the temporary parking location are designated as danger zones; If a third target vehicle in the danger zone, other than the first target vehicle, needs to pass through the section of road where the obstacle is located, then the third target vehicle is controlled to stop moving. Set the passage priority of the first target vehicle and the second target vehicle to be impassable.

9. The method according to claim 8, characterized in that, The step of designating an area less than a fourth preset distance from the temporary parking location as a danger zone includes: If the first target vehicle is in the first target area, the area where the distance from the temporary parking location is less than the fourth preset distance is set as a danger zone.

10. The method according to claim 8, characterized in that, Also includes: If the fourth target vehicle in the danger zone, other than the first target vehicle, does not need to pass through the road section where the obstacle is located, then the minimum distance between the fourth target vehicle's driving route and the temporary parking position is used to determine whether the fourth target vehicle can pass safely. If the fourth target vehicle can pass safely, then reduce the speed of the fourth target vehicle to the speed of the fourth target. If the fourth target vehicle cannot pass safely, then the detour route of the fourth target vehicle is determined based on the driving route of the fourth target vehicle and the temporary parking location.

11. The method according to claim 8, characterized in that, Also includes: Determine whether obstacles on the path of the first target vehicle have been cleared; If the obstacle is cleared, the passage priority of each vehicle is determined based on the distance between each vehicle in the danger zone and the temporary parking location, and the passage priority is negatively correlated with the distance between each vehicle and the temporary parking location; Vehicles within the danger zone are controlled to start driving sequentially according to the traffic priority.

12. The method according to claim 1, characterized in that, The types of obstacles include static obstacles and dynamic obstacles. Determining the corresponding safe distance for an obstacle based on its type includes: If the obstacle is a static obstacle, then the safe distance corresponding to the obstacle is determined as the first safe distance; If the obstacle is a dynamic obstacle, then the safe distance corresponding to the obstacle is determined as the second safe distance, and the first safe distance is less than the second safe distance.

13. A server, characterized in that, include: processor; Memory; And a computer program, wherein the computer program is stored in the memory, and when the computer program is executed by the processor, causes the server to perform the method of any one of claims 1 to 12.

14. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method described in any one of claims 1 to 12.

15. A vehicle dispatching device, characterized in that, include: The safe distance generation module is used to determine the safe distance corresponding to the obstacle based on the type of the obstacle if there is an obstacle on the driving route of the first target vehicle. A temporary parking location generation module is used to determine the temporary parking location of the first target vehicle based on the location of the first target vehicle, the distance between the first target vehicle and the obstacle, the safe distance corresponding to the obstacle, and a preset parking location. The vehicle control module is used to control the first target vehicle to drive to the temporary parking position and stop.

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