A parking space allocation method and related apparatus

Abstract

This application provides a parking space allocation method and related equipment. The parking space allocation method includes: identifying multiple target parking spaces in a parking lot that are currently vacant, and acquiring a dynamic heat map corresponding to the parking lot; determining a first-generation value for the target vehicle to reach each target parking space based on the current location of the target vehicle and the dynamic heat map; determining a second-generation value among each of the first-generation values, wherein the second-generation value indicates a first-generation value that is less than a preset cost value; and sending the location information of the target parking space corresponding to the second-generation value to the target vehicle. This application improves vehicle parking efficiency and avoids vehicles wasting excessive resources on parking.

Description

Technical Field

[0001] This application relates to the field of parking technology, and in particular to a parking space allocation method and related equipment. Background Technology

[0002] With the acceleration of urbanization and the continuous growth of vehicle ownership, "parking difficulties" have become a common problem that plagues urban residents' travel.

[0003] In the exemplary technology, the occupancy status of individual parking spaces in a parking lot is detected by means of geomagnetic sensors and video cameras in the vehicle, and the parking spaces are presented to the user in the form of a static map or a simple label.

[0004] However, there are a large number of vehicles in the parking lot that need to park. When parking spaces are presented to users using static maps or simple markings for selection, there may be multiple vehicles parked in the area where the user selects a parking space, causing the user to have to wait a long time to park, which means there is a problem of low parking efficiency. Summary of the Invention

[0005] Based on the aforementioned technological status, this application provides a parking space allocation method and related equipment to address the problem of low parking efficiency for vehicles.

[0006] To achieve the above-mentioned technical objectives, this application proposes the following technical solution: Firstly, this application provides a parking space allocation method, including: In a parking lot, identify multiple target parking spaces that are currently vacant and obtain a dynamic heat map of the parking lot. The dynamic heat map is based on the dynamic heat values ​​of each sub-area in the parking lot, and the dynamic heat values ​​are used to indicate the degree of congestion for parking in the corresponding sub-area. Based on the current location of the target vehicle and the dynamic heat map, a first-generation value is determined for the target vehicle to reach each target parking space. The first-generation value is used to indicate the cost required for the target vehicle to avoid the parking congestion area where the target parking space is located. A second-generation value is determined from each of the first-generation values, and the second-generation value is used to indicate the first-generation value that is less than a preset cost value. The location information of the target parking space corresponding to the second-generation value is sent to the target vehicle.

[0007] In some implementations, determining the first-generation value of the target vehicle reaching each target parking space based on the current location of the target vehicle and the dynamic heat map includes: Based on the current location and the target parking space, determine multiple initial paths for the target vehicle to reach the target parking space; Based on the dynamic heat map, determine the initial cost value corresponding to each initial path; The minimum initial generation value is used as the first generation value for the target vehicle to reach the target parking space.

[0008] In some implementations, determining the initial cost value corresponding to each initial path based on the dynamic heatmap includes: In the dynamic heat map, each first path segment of the initial path is determined to be located in a first sub-region within the parking lot; The total value of the first path segment is determined based on the dynamic thermal value of the first sub-region, the length of the first path segment, and the speed limit of the target vehicle. The initial generation value corresponding to the initial path is determined based on the total generation value of each of the first path segments in the initial path.

[0009] In some implementations, after sending the location information of the target parking space corresponding to the second-generation value to the target vehicle, the method further includes: Determine the second path segment where the target vehicle is located on the driving path, wherein the second path segment is any first path segment in the initial path corresponding to the minimum initial cost value; Determine the actual cost of the second path segment; If the actual cost of the second path segment exceeds the total cost of the second path segment, update the dynamic heat map corresponding to the parking lot. Return to the step of determining the first-generation value of the target vehicle reaching each target parking space based on the current location of the target vehicle and the dynamic heat map.

[0010] In some implementations, obtaining the dynamic heat map corresponding to the parking lot includes: Obtain a first number of cruising vehicles in each second sub-area of ​​the parking lot, the cruising vehicles being used to indicate vehicles waiting to park; The dynamic thermal value of the second sub-region is determined based on the cruising trajectory of each of the cruising vehicles in the second sub-region and the first quantity. A dynamic heat map of the parking lot is constructed based on the dynamic heat values ​​of each of the second sub-regions.

[0011] In some implementations, identifying multiple target parking spaces in a parking lot that are vacant includes: In the parking lot, identify vacant parking spaces as the initial parking spaces; Obtain a static heat map of the parking lot, which is based on the static heat values ​​of each sub-region in the parking lot. The static heat values ​​are used to characterize the parking heat of the corresponding sub-region. Based on the static heat map, determine the static heat value of the initial parking space in the sub-area of ​​the parking lot; Based on the static thermal value corresponding to the initial parking space, the parking preference parameters of the user associated with the target vehicle, and the attribute parameters of the initial parking space, the target parking space is determined among the various initial parking spaces.

[0012] In some implementations, obtaining the static heat map of the parking lot includes: Obtain the second number of vehicles parked in each second sub-area of ​​the parking lot; Based on the second quantity corresponding to the second sub-region, determine the static thermal value corresponding to the second sub-region; A static thermal map is constructed based on the static thermal values ​​of each of the second sub-regions.

[0013] In some embodiments, after constructing the static thermal map based on the static thermal values ​​of each of the second sub-regions, the method further includes: The offset coefficient of the second sub-region is determined based on the static and dynamic thermal values ​​of the second sub-region. If the offset coefficient is less than the preset coefficient, the first design prompt information of the second sub-region is output. The first design prompt information is used to indicate the increase of parking spaces in the second sub-region and / or the optimization of lanes in the second sub-region. If the offset coefficient is greater than the preset coefficient, the second design prompt information of the second sub-region is output. The second design prompt information is used to indicate that parking space directional signs are set in the second sub-region.

[0014] In some implementations, sending the location information of the target parking space corresponding to the second-generation value to the target vehicle includes: The location of the target parking space corresponding to the second-generation value, and the driving path associated with the target parking space corresponding to the second-generation value, are sent to the target vehicle so that the target vehicle can drive from the current location to the target parking space corresponding to the second-generation value based on the driving path.

[0015] Secondly, this application provides a parking space allocation device, including a memory and a processor, wherein, The memory is connected to the processor and is used to store programs; The processor is used to implement the parking space allocation method as described in the first aspect or any implementation thereof by running a program in the memory.

[0016] Thirdly, this application provides a computer program product, including computer instructions, which, when executed by a processor, implement the parking space allocation method as described in the first aspect or any implementation thereof.

[0017] Fourthly, this application provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the parking space allocation method as described in the first aspect or any implementation thereof.

[0018] This application provides a parking space allocation method and related equipment. The method identifies multiple vacant target vehicles in a parking lot and acquires a dynamic heat map of the parking lot. Using the dynamic heat map and the current location of the target vehicles, a first-generation value is determined for each target parking space. Among these first-generation values, a second-generation value is selected that is less than a preset value. The driving path associated with the target parking space corresponding to the second-generation value is sent to the target vehicle, allowing it to enter the target parking space from its current location based on the driving path. In this application, a value representing the cost required for a target vehicle to avoid congested areas is determined using a dynamic heat map characterizing the parking congestion level of sub-regions in the parking lot. This allows parking spaces with lower values ​​to be allocated to vehicles, enabling them to avoid congested areas and improve parking efficiency. Furthermore, since the cost required for a vehicle to reach a parking space by avoiding user areas is lower, excessive parking resources are avoided. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0020] Figure 1 A flowchart of a parking space allocation method provided in this application embodiment Figure 1 .

[0021] Figure 2 A flowchart of a parking space allocation method provided in this application embodiment Figure 2 .

[0022] Figure 3A flowchart of a parking space allocation method provided in this application embodiment Figure 3 .

[0023] Figure 4 A flowchart of a parking space allocation method provided in this application embodiment Figure 4 .

[0024] Figure 5 This is a schematic diagram of the functional modules of a vehicle provided in an embodiment of this application.

[0025] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0026] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0027] It should be noted that the user information (including but not limited to electrical equipment information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with relevant laws, regulations and standards, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0028] With the acceleration of urbanization and the continuous growth of vehicle ownership, "parking difficulties" have become a common problem that plagues urban residents' travel.

[0029] In the exemplary technology, the occupancy status of individual parking spaces in a parking lot is detected by means of geomagnetic sensors and video cameras in the vehicle, and the parking spaces are presented to the user in the form of a static map or a simple label.

[0030] However, there are a large number of vehicles in the parking lot that need to park. When parking spaces are presented to users using static maps or simple markings for selection, there may be multiple vehicles parked in the area where the user selects a parking space, causing the user to have to wait a long time to park, which means there is a problem of low parking efficiency.

[0031] To address the aforementioned issues, this application provides a parking space allocation method. The method involves identifying multiple vacant target vehicles in a parking lot and acquiring a dynamic heatmap of the parking lot. Using the dynamic heatmap and the current location of the target vehicles, a first-generation value is determined for each target parking space. Among these first-generation values, a second-generation value is selected that is lower than a preset value. The driving path associated with the target parking space corresponding to the second-generation value is sent to the target vehicle, allowing it to enter the corresponding parking space from its current location based on the driving path. In this application, a value representing the cost required for a target vehicle to avoid congested areas is determined using a dynamic heatmap characterizing the parking congestion level of sub-regions in the parking lot. This allows parking spaces with lower values ​​to be allocated to vehicles, enabling them to avoid congested areas and improve parking efficiency. Furthermore, since the cost for a vehicle to reach a parking space by avoiding user-defined areas is lower, excessive parking resources are avoided.

[0032] The following detailed description of the parking space allocation method proposed in this application is provided through various embodiments.

[0033] Reference Figure 1 , Figure 1 A flowchart of a parking space allocation method provided in this application embodiment Figure 1 .like Figure 1 As shown, the parking space allocation method provided in this embodiment includes: Step S101: Identify multiple target parking spaces in the parking lot that are currently vacant, and obtain the corresponding dynamic heat map of the parking lot. The dynamic heat map is based on the dynamic heat values ​​of each sub-area in the parking lot. The dynamic heat values ​​are used to indicate the degree of congestion for parking in the corresponding sub-area.

[0034] In this embodiment, the executing entity is a parking space allocation device. The parking space allocation device can be a terminal device or a server with parking space allocation function. For ease of description, the term "device" will be used to refer to the parking space allocation device below.

[0035] When a vehicle requests a parking space, the device determines the parking lot where the vehicle needs to park from the request, and identifies an available parking space within that lot as the target parking space. The vehicle requesting the parking space is defined as the target vehicle.

[0036] The device then acquires a dynamic heat map corresponding to the parking lot. This dynamic heat map is composed of dynamic heat values ​​for various sub-regions of the parking lot. The dynamic heat value of a sub-region represents the degree of congestion for parking in that sub-region; the greater the congestion, the higher the dynamic heat value. The device can acquire pre-stored dynamic heat maps of the parking lot for the current time period.

[0037] Step S102: Based on the current location of the target vehicle and the dynamic heat map, determine the first-generation value of the target vehicle to reach each target parking space. The first-generation value is used to indicate the cost required for the target vehicle to avoid the parking congestion area where the target parking space is located.

[0038] After obtaining the dynamic heatmap, the device extracts the location of the target parking space from the target vehicle's request. This location is the target vehicle's current location. Using the dynamic heatmap and the current location, the device determines the cost for the target vehicle to reach each target parking space. This cost is defined as the first-generation value, which refers to the cost required for the target vehicle to avoid the congested parking area where the target parking space is located. For example, the dynamic heatmap includes dynamic heat values ​​for each sub-region, reflecting the degree of congestion for parking in that sub-region. The device identifies dynamic heat values ​​below a threshold in the dynamic heatmap. These sub-regions correspond to areas with lower congestion levels and can therefore be considered areas that the target vehicle can traverse. Based on the current location and traversable areas, the device plans the path for the target vehicle to reach the target parking space. Since there are multiple traversable areas, there are multiple paths for the target vehicle to reach the target parking space from its current location. For example, the device determines the initial cost value of each path from the target vehicle to the target parking space. The longer the path, the greater the initial cost value. The device uses the minimum initial cost value as the first cost value of the target parking space. In this way, the first cost value corresponding to each target parking space can be obtained.

[0039] Step S103: Determine the second-generation value among the first-generation values. The second-generation value is used to indicate the first-generation value that is less than the preset generation value.

[0040] After obtaining the first-generation value for each target parking space, a second-generation value is determined from these first-generation values. The second-generation value can be a first-generation value that is less than a preset first-generation value. Furthermore, if there are multiple first-generation values ​​that are less than the preset first-generation value, the smallest first-generation value is taken as the second-generation value.

[0041] Step S104: Send the location information of the target parking space corresponding to the second-generation value to the target vehicle.

[0042] The second-generation value of the target parking space is the minimum initial value among the target vehicles. The device sends the location information of the target parking space corresponding to the second-generation value to the target vehicle. The location information can be the specific coordinates of the target parking space.

[0043] Furthermore, the device sends the location of the target parking space corresponding to the second-generation value, as well as the driving path associated with the target parking space, to the target vehicle, so that the target vehicle can drive from its current location to the target parking space corresponding to the second-generation value based on the driving path. For example, the second-generation value of the target parking space is the smallest initial value of the target vehicle, and the smallest initial value corresponds to a path. This path serves as the driving path associated with the target parking space, and the device sends the driving path to the target vehicle, enabling the target vehicle to drive from its current location to the target parking space corresponding to the second-generation value based on the driving path.

[0044] In this embodiment, multiple target vehicles in an idle state are identified in the parking lot, and a dynamic heat map of the parking lot is acquired. Based on the dynamic heat map and the current location of the target vehicles, a first-generation value for each target parking space is determined. Among these first-generation values, those lower than a preset value are selected as second-generation values. The driving path associated with the target parking space corresponding to the second-generation value is sent to the target vehicle, allowing it to enter the corresponding parking space from its current location based on the driving path. In this embodiment, by using a dynamic heat map representing the parking congestion level of sub-regions in the parking lot, a value representing the cost required for a target vehicle to avoid congested areas is determined. Parking spaces with lower values ​​are allocated to vehicles, enabling them to avoid congested areas and improve parking efficiency. Furthermore, since the cost for a vehicle to reach a parking space by avoiding user-generated areas is lower, excessive parking resources are avoided.

[0045] Reference Figure 2 , Figure 2 A flowchart of a parking space allocation method provided in this application embodiment Figure 2 ,based on Figure 1 In the embodiment shown, step S102 includes: Step S201: Based on the current location and the target parking space, determine multiple initial paths for the target vehicle to reach the target parking space.

[0046] In this embodiment, the dynamic heat map includes dynamic heat values ​​for each sub-region, which reflect the congestion level of vehicles parking in the sub-region. The device determines dynamic heat values ​​below a threshold in the dynamic heat map. The sub-regions corresponding to these dynamic heat values ​​have a low congestion level. Therefore, these sub-regions can be used as areas that the target vehicle can pass through. Based on the current location and the passable areas, the device plans the path for the target vehicle to reach the target parking space. Since there are multiple passable areas, there are multiple paths for the target vehicle to reach the target parking space from the current location. Each path is defined as an initial path.

[0047] Step S202: Determine the initial cost value corresponding to each initial path based on the dynamic heat map.

[0048] After determining multiple initial paths to the target parking space, the initial cost value corresponding to each initial path is determined through a dynamic heat map.

[0049] In one example, the dynamic thermal values ​​of each sub-region traversed by the initial path are superimposed to obtain the total thermal value. The initial cost value is determined by the total thermal value, and the larger the total thermal value, the larger the initial cost value.

[0050] In another example, the initial path is divided into multiple sub-paths, each defined as a first path segment. In the heatmap, the sub-region within the parking lot where each first path segment of the initial path is located is determined; this sub-region is defined as the first sub-region. For example, the parking lot is divided into multiple sub-regions, and the first path segment is located in one of these sub-regions; this sub-region is then the first sub-region. If the first path segment spans multiple sub-regions, these multiple sub-regions constitute the first sub-region. After determining the first sub-region, the total value corresponding to the first path segment is determined based on the dynamic heatmap value of the first sub-region, the length of the first path segment, and the speed limit of the target vehicle.

[0051] For example, if the first sub-region consists of a sub-region of a parking lot, then the dynamic thermal value of that sub-region is used as the dynamic thermal value of the first sub-region; if the first sub-region consists of multiple sub-regions traversed by the first sub-path, then the dynamic thermal value of the first sub-region is: This also refers to the maximum dynamic thermal value in multiple sub-regions. The dynamic thermal value of the first sub-region; Furthermore, the dynamic thermodynamic values ​​of the first sub-region can also be determined using a weighted average method, such as... ,in, The length of the path end within subregion g; In addition, the dynamic thermal value of the first sub-region can also be the average of the dynamic thermal values ​​of all the sub-regions spanned.

[0052] The total value of the first path segment can be determined in the following way: ;in, The length of the first path segment. The speed limit for the target vehicle in the parking lot; The total value is represented by u; u and v are the two endpoints of the first path segment. This represents the dynamic thermal value of the first path segment; Distance weights; Time weighting; This is a penalty factor for congestion during the cruise.

[0053] After determining the total cost value of each first path segment in the initial path, the initial cost value of the initial path can be determined by the total cost value of each first path segment; that is, the sum of the total cost values ​​of each first path segment is the initial cost value of the initial path. In this way, the initial cost value of each initial path for the target vehicle can be determined.

[0054] Step S203: The minimum initial generation value is used as the first generation value for the target vehicle to reach the target parking space.

[0055] After determining the initial generation value of each initial path, the minimum initial generation value is taken as the first generation value for the target vehicle to reach the target parking space.

[0056] Furthermore, as the target vehicle travels along the designated path, the dynamic heatmap may be updated. Specifically, the second path segment where the target vehicle is located on the path is determined. The second path segment is any first path segment within the initial path corresponding to the minimum initial cost value. The device determines the actual cost value of the second path segment, which is obtained by replacing the speed limit in the above formula with the vehicle's actual speed. The first path segment has a total cost value, therefore, the second path segment also has a total cost value. The device compares the actual cost value of the second path segment with the total cost value. If the actual cost value exceeds the total cost value, the dynamic heatmap of the parking lot needs to be updated. This means that the dynamic heatmap needs to be updated in real time based on the actual congestion level of vehicles parked in each sub-area of ​​the parking lot. The actual congestion level is determined by the number of vehicles parked in the sub-area; the more vehicles, the more severe the congestion. After updating the dynamic heatmap, the process returns to determine the first cost value for the target vehicle to reach each target parking space, which means replanning a path with a lower cost value for the target vehicle.

[0057] In this embodiment, the current position of the target vehicle in the channel and the target parking space determine multiple initial paths for the target vehicle to reach the target parking space. Based on the dynamic heat map, the initial cost value corresponding to each initial path is determined, thereby accurately determining the cost value for the target vehicle to reach the target parking space based on the initial cost value.

[0058] Figure 3 A flowchart of a parking space allocation method provided in this application embodiment Figure 3 ,based on Figure 1 or Figure 2 In the embodiment shown, step S101 includes: Step S301: Obtain the first number of patrol vehicles in each second sub-area of ​​the parking lot, which are used to indicate vehicles waiting to park.

[0059] In this embodiment, the device generates a dynamic heat map in real time. For example, the device divides the parking lot into grids, with each grid defined as a second sub-region.

[0060] The device integrates data from multiple sensors to ensure the continuity and accuracy of trajectory acquisition. Specifically, it includes: Video cameras: Utilizing algorithms such as YOLOv8 and FairMOT, vehicle detection and tracking are achieved to acquire the continuous trajectory coordinates of each vehicle. High-definition cameras are deployed at key locations in the parking lot (entrances and exits, main roads, and intersections) to achieve full coverage. Millimeter-wave radar: supplements video trajectory data in low-light or obstructed conditions, providing accurate speed and distance information; Geomagnetic sensor: assists in confirming the occupancy status of parking spaces and forms cross-verification with video data.

[0061] On-Board Unit (OBU): For vehicles with V2X capabilities, high-precision trajectory data is obtained directly through vehicle-to-vehicle communication.

[0062] The device acquires trajectory data of vehicles within the parking lot through sensors and preprocesses the trajectory data. For example, the raw trajectory data... Each record Preprocessing includes: Outlier removal: Based on vehicle speed and acceleration thresholds, outliers with coordinate jumps or sudden speed changes are removed. If the speed of a certain point... (e.g., 30km / h, exceeding the speed limit within the venue) or acceleration If so, it is identified as an anomaly and removed; Trajectory smoothing: Kalman filtering or sliding window averaging is used to smooth the trajectory coordinates and eliminate measurement noise; Map matching: Smoothed coordinate points are matched onto a high-precision electronic map of the site, converting continuous coordinate point sequences into road segment-lane level trajectory sequences; the site road network is defined as a directed graph G=(V,E), where V is a node (intersection, parking space entrance), and E is a road segment; map matching involves matching coordinate points... Map to the nearest road segment And calculate the projected position on this road segment. ( (This refers to the length of the road segment).

[0063] After preprocessing the trajectory data, multiple trajectory points of the vehicle are obtained. Then, trajectory type identification is performed on these multiple trajectory points. For example, the preprocessed vehicle trajectory... Divided into two categories: Parking trajectory The parking trajectory must meet the following requirements: End-point velocity condition: velocity at the end of the trajectory or below the minimum threshold (0.5km / h); Dwell time condition: Dwell time at the destination location (e.g., 3 minutes); combined with parking space occupancy sensor data, confirm that there is indeed a parking space at that location and that the vehicle eventually parks there.

[0064] Parade route It needs to meet the following requirements: Speed ​​characteristics: The speed v remains in the low-speed range throughout the entire journey. (e.g., 3-15 km / h), reflecting the mooring state rather than normal passage or stillness; Trajectory morphology characteristics: The detour coefficient W of the trajectory is calculated and defined as the ratio of the actual driving path length to the straight-line distance between the start and end points. If W > η (detour coefficient threshold, parameter value, such as 1.5), it indicates that the trajectory involves repeated back-and-forth movements and circling, which conforms to the parking-finding characteristics. Duration: Parade duration (e.g., 30 seconds), excluding brief periods of slow passage.

[0065] Formula for calculating detour coefficient: in, This represents the Euclidean distance between adjacent trajectory points. As the starting point of the trajectory, The endpoint is the end point of the trajectory. For a cruise trajectory, the endpoint may be the final parking point or the exit point from the parking lot.

[0066] By identifying the vehicle's trajectory, if the trajectory is a cruising trajectory, then the vehicle is a vehicle waiting to stop, and is thus identified as a cruising vehicle. The device then identifies the number of cruising vehicles in each second sub-region, and this number is defined as a first quantity. .

[0067] Step S302: Determine the dynamic thermal value of the second sub-region based on the patrol trajectory of each patrol vehicle in the second sub-region and the first quantity.

[0068] After obtaining the first quantity, the dynamic thermal value of the second sub-region is determined using the cruising trajectories of each training vehicle in the second sub-region and the first quantity. For example, the dynamic thermal value of the second sub-region is... ;in, For the collection of vehicles that are cruising at time t; For vehicles The grid at time t The length of the cruising trajectory (in meters) reflects the parking density of a single vehicle in that area; For grid The physical area (square meters) is used to normalize the trajectory length; For time t in the grid The number of vehicles currently patrolling inside; : for grid The maximum vehicle capacity is estimated based on lane width and minimum safe following distance. For example, if the grid includes a lane that is 3.5 meters wide, then... ,in Lane length, The average vehicle length (e.g., 4.5 meters). For a safe distance (e.g., 2 meters); α is a weighting coefficient that satisfies α + β = 1, used to balance the contributions of trajectory density and vehicle density to congestion. It can be calibrated according to the actual scenario; for example, α can be increased in narrow lane areas, and β can be increased in open areas.

[0069] Furthermore, after obtaining the dynamic thermal values ​​of the second sub-region, these values ​​can be normalized for easier visualization and comparison. For example, the normalization process for dynamic thermal values... ;in, For the minimum dynamic thermodynamic value, For the maximum dynamic thermal value, This represents the dynamic thermal value of the second sub-region.

[0070] Step S303: Construct a dynamic heat map of the parking lot based on the dynamic heat values ​​of each second sub-region.

[0071] After determining the dynamic heat value of the second sub-region, a dynamic heat map of the parking lot can be constructed using the dynamic heat values ​​of each second sub-region.

[0072] In this embodiment, the dynamic heatmap can be updated periodically, for example, every 30 seconds. When the target vehicle travels along the trajectory, the actual cost of the path segment where the target vehicle is located is calculated using the updated dynamic heatmap. If the actual cost is less than the cost of the path segment in the dynamic heatmap before the update, a new path is pushed to the target vehicle.

[0073] In this embodiment, the dynamic heat value of a sub-region is determined based on the number of cruising vehicles and their cruising trajectories in the sub-region of the parking lot, thereby determining a dynamic heat map based on the dynamic heat value of each sub-region.

[0074] Figure 4 A flowchart of a parking space allocation method provided in this application embodiment Figure 4 .based on Figure 3 In the illustrated embodiment, step S102 includes: Step S401: In the parking lot, identify vacant parking spaces as initial parking spaces.

[0075] In this embodiment, the device can filter target vehicles using a static heat map. The device first identifies vacant parking spaces in the parking lot as initial parking spaces.

[0076] Step S402: Obtain a static heat map of the parking lot. The static heat map is based on the static heat values ​​of each sub-area in the parking lot. The static heat values ​​are used to characterize the parking heat of the corresponding sub-area.

[0077] The device acquires a static heat map of the parking lot. The static heat map is composed of static heat values ​​of each sub-area of ​​the parking lot. The static heat value represents the parking heat of the sub-area. The more parking spaces in a sub-area, the greater the static heat value of that sub-area.

[0078] The device can acquire the static heat map generated in the previous moment, and it can also generate a static heat map in real time. For example, the device acquires the second number of vehicles parked in each second sub-region of the parking lot. The second sub-region is a grid. The device determines the vehicles with parking trajectories in the grid as parked vehicles, thereby determining the number of vehicles parked in the second sub-region. The device determines the static heat value of the second sub-region based on the second number corresponding to the second sub-region. The second number and the static heat value are positively correlated, that is, the larger the second number, the larger the static heat value. After obtaining the static heat values ​​of each second sub-region, a static heat value can be constructed from the static heat values.

[0079] Step S403: Determine the static thermal value of the sub-area where the initial parking space is located in the parking lot based on the static thermal map.

[0080] After obtaining the static heat map, the static heat value of the initial parking space in the sub-area of ​​the parking lot is determined through the static heat map.

[0081] Step S404: Based on the static thermal value corresponding to the initial parking space, the parking preference parameters of the user associated with the target vehicle, and the attribute parameters of the initial parking space, determine the target parking space among the initial parking spaces.

[0082] The device determines the target parking space by using the static thermal value of the initial parking space, the parking preference parameters of the user associated with the target vehicle, and the attribute parameters of the initial parking space.

[0083] For example, parking preference parameters may include a user's preference for parking spaces near elevators or in popular areas. Therefore, the initial parking spaces in a sub-region with a larger static heat value and a distance between the initial parking space and the elevator that is less than a preset distance are selected as the target area. The distance between the initial parking space and the elevator is extracted from the attribute parameters of the initial parking space.

[0084] In this embodiment, the device collects microscopic trajectories within the parking lot and distinguishes between "parking trajectories" and "cruising trajectories" based on speed, dwell time, and trajectory morphology characteristics. It then constructs a static occupancy heat map reflecting parking distribution and a dynamic cruising heat map reflecting parking congestion, respectively. Innovatively, the latter is used as a dynamic weighting factor in the path planning cost function to plan dynamic navigation paths that can effectively avoid "parking congestion areas" in real time.

[0085] In one embodiment, a comparative analysis of static and dynamic heat maps is performed to uncover deeper behavioral patterns. For example, based on the static and dynamic heat values ​​of the second sub-region, an offset coefficient for the second sub-region is determined. If the offset coefficient is less than a preset coefficient, a first design prompt message for the second sub-region is output, indicating the addition of parking spaces and / or optimization of lanes in the second sub-region. If the offset coefficient is greater than the preset coefficient, a second design prompt message for the second sub-region is output, indicating the setting of parking space directional markers in the second sub-region.

[0086] Specifically, for any grid (Second sub-region), calculate its static thermodynamic value. and time average of dynamic thermodynamic values Then the offset coefficient The popularity of "final parking" in this area is higher than that of "parking search", indicating that vehicles can easily find parking spaces and park here; The area's "parking search" activity is higher than its "final parking" activity, indicating that a large number of vehicles are searching for parking spaces but ultimately fail to find a place to park, possibly due to insufficient parking or traffic obstruction. A large number indicates a supply-demand imbalance or traffic bottleneck in the area. Therefore, optimizing the parking lot layout is crucial. In areas where parking spaces are available, consider increasing the supply and optimizing lane design; for In areas with high parking density, consider setting up directional signs to encourage vehicles to move there. Additionally, a dynamic pricing strategy could be implemented, adjusting parking rates based on offset coefficients to guide vehicles from high-parking-rate areas to high-parking-rate areas. Furthermore, early warning systems for illegal parking hotspots could be implemented, identifying high-parking-rate areas as potential areas for illegal parking, and increasing patrols or installing no-parking signs in these areas.

[0087] In this embodiment, by comparing and analyzing static and dynamic heat maps, the offset between the "intended parking area" and the "actual parking area" is identified, providing data support for parking lot layout optimization.

[0088] Based on the above embodiments, the parking space allocation method of this application will be briefly described as follows: 1. Data Acquisition and Preprocessing: Real-time acquisition of vehicle trajectory data within the site (vehicle ID, timestamp, coordinates, speed, heading angle, acceleration); Trajectory cleaning: removing outliers and smoothing the path; Map matching: Matches coordinate points to a high-precision electronic map of the field.

[0089] 2. Trajectory Classification and Heatmap Generation: Trajectory types are identified based on speed and dwell time. If the destination speed is zero and the dwell time is greater than a threshold, it is marked as a parking trajectory, and the static occupancy heatmap is updated. ; If the speed remains low and the trajectory has a high detour coefficient, it is marked as a cruising trajectory, and the dynamic cruising heat value is calculated in real time. .

[0090] Update the dynamic parade heat map at a fixed frequency (e.g., once every 1 second).

[0091] 3. Triggered by user request: Users initiate parking requests via an app (which can be an app installed in the vehicle), and the device obtains the user's current location and preferences.

[0092] Obtain a list of available parking spaces and filter candidate parking spaces using a static heatmap.

[0093] 4. Dynamic path planning: For each candidate parking space, extract the road segments traversed by each path leading to that parking space; Query the dynamic heat values ​​of each road segment's grid at the current time; The dynamic cost of each path is calculated using an improved cost function; Find the minimum cost path for each candidate parking space; Compare the costs of each candidate parking space and select the globally optimal parking space and route.

[0094] 5. Path guidance and dynamic updates: The planned route will be sent to the user's app or vehicle, providing voice / visual guidance; Continuously monitor the dynamic heat value changes of the road ahead while the user is driving; If the replanning trigger condition is met, a new path will be automatically calculated and pushed.

[0095] Specific examples: The device was deployed in the underground parking lot of a large shopping mall. The parking lot has three levels, a total of about 1,200 parking spaces, and an average daily traffic flow of about 3,000 vehicles.

[0096] Hardware deployment: 120 high-definition cameras are deployed on the main roads, intersections, and entrances to various areas within the venue to achieve full coverage without blind spots; Thirty additional millimeter-wave radars were added in key areas (such as near elevator entrances) to ensure stable trajectory acquisition even in low light conditions. Each parking space is equipped with a geomagnetic sensor to help verify the parking status; Multiple edge computing servers are deployed in the on-site computer room to handle real-time data processing and heat map generation. A server cluster is deployed in the cloud for historical data analysis and model training.

[0097] Software configuration: Vehicle detection and tracking algorithm: YOLOv8 + FairMOT; Trajectory processing frequency: 10Hz; Dynamic heatmap update frequency: 1 second / time; Path planning algorithm: Improved A* algorithm, with parameters set to γ=0.4, δ=0.6, λ=2.0.

[0098] Scenario of dynamic navigation application example: Mr. Wang drove into the parking lot and wanted to park in the area near the mall's elevators. The procedure was as follows: Upon entry, the system captures the license plate through the entrance camera, assigns a unique tracking ID, and begins recording the vehicle's trajectory; Mr. Wang selected the "near the elevator" preference in the app and initiated a parking request; The device obtains its current location (B1 level entrance area) and queries the list of available parking spaces (currently there are 42 available parking spaces). By querying the static heat map, we can filter out vacant parking spaces in the area with high heat values ​​near the elevator entrance, resulting in 5 candidate parking spaces. Checking the current dynamic patrol heat map, it was found that the heat value of the main road in zone B1-12 leading to candidate parking space A is as high as 0.85 (severe congestion), while the detour route to candidate parking space B, although 50 meters longer, has a heat value of only 0.2. The total cost of the path to candidate parking space A is 105, and the total cost of the path to candidate parking space B is 92. Therefore, the system selects candidate parking space B and the detour route. Mr. Wang followed the navigation and successfully avoided the congested area, arriving at parking space B 3 minutes later; If congestion worsens in zones B1-12 during the journey, it may trigger a replanning, but Mr. Wang has already reached his destination.

[0099] Example of dual-mode thermal mapping analysis: Analysis of historical data after one month of device operation: Generate a static occupancy heatmap for weekday morning rush hour (8:00-10:00). and average dynamic cruise heat value ; Calculate the offset coefficient ; It was found that in area B2-08 (near the supermarket entrance), Δ=-0.45, meaning that a large number of vehicles were cruising around looking for parking spaces, but few were actually able to park. On-site investigation revealed that the area has narrow lanes, making it difficult for vehicles to pass each other, resulting in low traffic efficiency. Based on the analysis results, the parking lot management changed the area to one-way traffic and added directional signs. One month later, the Δ value of the area increased to -0.12, and the congestion situation was significantly improved.

[0100] Corresponding to the above-described parking space allocation method, this application also provides a parking space allocation device. Figure 5 This is a schematic diagram of a parking space allocation device provided in an embodiment of this application. The parking space allocation device 500 provided in this embodiment includes: The first determining module 510 is used to determine multiple target parking spaces in the parking lot that are in an empty state, and to obtain a dynamic heat map corresponding to the parking lot. The dynamic heat map is based on the dynamic heat values ​​of each sub-area in the parking lot. The dynamic heat values ​​are used to indicate the degree of congestion for parking in the corresponding sub-area. The second determining module 520 is used to determine the first generation value of the target vehicle to reach each target parking space based on the current location of the target vehicle and the dynamic heat map. The first generation value is used to indicate the cost required for the target vehicle to avoid the parking congestion area where the target parking space is located. The third determining module 530 is used to determine the second generation value among the various first generation values, and the second generation value is used to indicate the first generation value that is less than the preset generation value. The sending module 540 is used to send the location information of the target parking space corresponding to the second-generation value to the target vehicle.

[0101] In some implementations, the parking space allocation device 500 is also used for: Based on the current location and the target parking space, determine multiple initial paths for the target vehicle to reach the target parking space; Based on the dynamic heat map, determine the initial cost value corresponding to each initial path; The minimum initial generation value is used as the first generation value for the target vehicle to reach the target parking space.

[0102] In some implementations, the parking space allocation device 500 is also used for: In the dynamic heatmap, each first path segment of the initial path is identified as the first sub-region within the parking lot. The total value of the first path segment is determined based on the dynamic thermal value of the first sub-region, the length of the first path segment, and the speed limit of the target vehicle. The initial generation value corresponding to the initial path is determined based on the total generation value of each first path segment in the initial path.

[0103] In some implementations, the parking space allocation device 500 is also used for: Determine the second path segment where the target vehicle is located on the driving path. The second path segment is any first path segment in the initial path corresponding to the minimum initial cost. Determine the actual cost of the second path segment; If the actual value of the second path segment exceeds the total value of the second path segment, update the dynamic heat map of the parking lot. Return to the previous step and determine the first-generation value of the target vehicle reaching each target parking space based on the target vehicle's current location and the dynamic heat map.

[0104] In some implementations, the parking space allocation device 500 is also used for: Obtain the first number of cruising vehicles in each second sub-area of ​​the parking lot, which are used to indicate vehicles waiting to park; Based on the patrol routes of each patrol vehicle in the second sub-region and the first number, the dynamic heat value of the second sub-region is determined. A dynamic heat map of the parking lot is constructed based on the dynamic heat values ​​of each second sub-region.

[0105] In some implementations, the parking space allocation device 500 is also used for: In the parking lot, identify vacant parking spaces as the initial parking spaces; Obtain a static heat map of the parking lot. The static heat map is based on the static heat values ​​of each sub-region in the parking lot. The static heat values ​​are used to characterize the parking heat of the corresponding sub-region. Based on the static heat map, determine the static heat value of the sub-area where the initial parking space is located in the parking lot; Based on the static thermal value of the initial parking space, the parking preference parameters of the user associated with the target vehicle, and the attribute parameters of the initial parking space, the target parking space is determined from among the initial parking spaces.

[0106] In some implementations, the parking space allocation device 500 is also used for: Get the second number of vehicles parked in each second sub-area of ​​the parking lot; Based on the second quantity corresponding to the second sub-region, determine the static thermal value corresponding to the second sub-region; A static heat map is constructed based on the static thermal values ​​of each second sub-region.

[0107] In some implementations, the parking space allocation device 500 is also used for: The offset coefficient of the second sub-region is determined based on the static and dynamic thermal values ​​of the second sub-region. If the offset coefficient is less than the preset coefficient, the first design prompt information of the second sub-region is output. The first design prompt information is used to indicate the increase of parking spaces in the second sub-region and / or the optimization of lanes in the second sub-region. If the offset coefficient is greater than the preset coefficient, the second design prompt information of the second sub-region is output. The second design prompt information is used to indicate the setting of parking space directional signs in the second sub-region.

[0108] The parking space allocation device and the parking space allocation method provided in the above embodiments of this application belong to the same application concept and can execute the parking space allocation method provided in any of the above embodiments of this application. They have the corresponding functional modules and beneficial effects for executing the parking space allocation method. Technical details not described in detail in this embodiment can be found in the specific processing content of the parking space allocation method provided in the above embodiments of this application, and will not be repeated here.

[0109] The functions of each module in the parking space allocation device can be implemented by the same or different processors, and this application embodiment does not limit this.

[0110] It should be understood that the modules in the above parking space allocation device can be implemented by a processor calling firmware. For example, the system includes a processor connected to a memory containing instructions. The processor calls the instructions stored in the memory to implement any of the above methods or to implement the functions of each module of the device. The processor can be a general-purpose processor, such as a CPU or microprocessor, and the memory can be internal to the device or external to the system. Alternatively, the modules in the system can be implemented as hardware circuits. By designing the hardware circuits, some or all of the module functions can be implemented. The hardware circuit can be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all of the above modules are implemented by designing the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented by a PLD, such as an FPGA, which can include a large number of logic gates. The connection relationships between the logic gates are configured through a configuration file, thereby implementing the functions of some or all of the above modules. All modules of the above parking space allocation device can be implemented entirely by a processor calling firmware, or entirely by hardware circuits, or partially by a processor calling firmware with the remaining parts implemented by hardware circuits.

[0111] In this application embodiment, a processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a CPU, microprocessor, GPU, or DSP. In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented as an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the processor loading instructions to implement the functions of some or all of the above modules. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, or DPU.

[0112] As can be seen, each module in the above parking space allocation device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor types.

[0113] Furthermore, the modules in the above parking space allocation device can be integrated in whole or in part, or they can be implemented independently. In one implementation, these modules are integrated together and implemented in the form of a System-on-Chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the modules of the device. The at least one processor can be of different types, such as CPU and FPGA, CPU and artificial intelligence processor, CPU and GPU, etc.

[0114] This application provides a schematic diagram of the structure of an electronic device, see [link]. Figure 6 As shown, the electronic device includes a memory 600 and a processor 610; wherein the memory 600 is connected to the processor 610 and is used to store programs; the processor 610 is used to implement the electronic device prompt sound generation method disclosed in any of the above embodiments by running the programs stored in the memory 600.

[0115] Specifically, the aforementioned electronic device may further include: a bus, a communication interface 620, an input device 630, and an output device 640. The electronic device may also include a data transceiver module, an image monitoring module, and a signal monitoring module.

[0116] The processor 610, memory 600, communication interface 620, input device 630, and output device 640 are interconnected via a bus. Among them: A bus can include a pathway for transmitting information between various components in an electronic device.

[0117] The processor 610 can be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, etc., or an application-specific integrated circuit (ASIC), or one or more integrated circuits used to control the execution of the program of the present invention. It can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0118] The processor 610 may include a main processor, as well as a baseband chip, modem, etc.

[0119] The memory 600 stores a program that executes the technical solution of this invention, and may also store an operating system and other key business functions. Specifically, the program may include program code, which includes computer operation instructions. More specifically, the memory 600 may include read-only memory (ROM), other types of static storage devices capable of storing static information and instructions, random access memory (RAM), other types of dynamic storage devices capable of storing information and instructions, disk storage, flash memory, etc.

[0120] Input device 630 may include a device for receiving user input data and information, such as a keyboard, mouse, camera, scanner, light pen, voice input device, touch screen, pedometer, or gravity sensor.

[0121] Output device 640 may include devices that allow information to be output to a user, such as a display screen, printer, speaker, etc.

[0122] The communication interface 620 may include a device that uses any transceiver to communicate with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

[0123] The processor 610 executes the program stored in the memory 600 and calls other devices, and can be used to implement the various steps of any of the electronic device prompt tone generation methods provided in the above embodiments of this application.

[0124] This application also proposes a chip, which includes a processor and a data interface. The processor reads and runs a program stored in the memory through the data interface to execute the electronic device prompt sound generation method described in any of the above embodiments. For the specific processing procedure and its beneficial effects, please refer to the above embodiments of the electronic device prompt sound generation method.

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

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

[0127] Furthermore, embodiments of this application may also be storage media storing computer programs, which are executed by a processor to perform the steps of the parking space allocation method according to various embodiments of this application described in any of the above embodiments of this specification, specifically implementing the steps of the above parking space allocation method.

[0128] For the foregoing method embodiments, in order to simplify the description, they are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, because according to this application, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0129] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For apparatus embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0130] The steps in the methods of the various embodiments of this application can be adjusted, merged, or deleted in order according to actual needs, and the technical features described in each embodiment can be replaced or combined.

[0131] The units of the apparatus in the various embodiments of this application can be merged, divided, and deleted according to actual needs.

[0132] It should be understood that the disclosed terminals, devices, and methods can be implemented in other ways, given the several embodiments provided in this application. For example, the terminal embodiments described above are merely illustrative. For instance, the division of modules or sub-modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple sub-modules or modules may be combined or integrated into another module, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or modules, and may be electrical, mechanical, or other forms.

[0133] The modules or submodules described as separate components may or may not be physically separate. The components that constitute a module or submodule may or may not be physical modules or submodules; that is, they may be located in one place or distributed across multiple network modules or submodules. Some or all of the modules or submodules can be selected to achieve the purpose of this embodiment's solution, depending on actual needs.

[0134] Furthermore, the functional modules or sub-modules in the various embodiments of this application can be integrated into one processing module, or each module or sub-module can exist physically separately, or two or more modules or sub-modules can be integrated into one module. The integrated modules or sub-modules described above can be implemented in hardware or as firmware functional modules or sub-modules.

[0135] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer firmware, or a combination of both. To clearly illustrate the interchangeability of hardware and firmware, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or firmware 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.

[0136] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly using hardware, firmware units executed by a processor, or a combination of both. The firmware unit can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0137] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0138] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A parking space allocation method, characterized in that, include: In a parking lot, identify multiple target parking spaces that are currently vacant and obtain a dynamic heat map of the parking lot. The dynamic heat map is based on the dynamic heat values ​​of each sub-area in the parking lot, and the dynamic heat values ​​are used to indicate the degree of congestion for parking in the corresponding sub-area. Based on the current location of the target vehicle and the dynamic heat map, a first-generation value is determined for the target vehicle to reach each target parking space. The first-generation value is used to indicate the cost required for the target vehicle to avoid the parking congestion area where the target parking space is located. A second-generation value is determined from each of the first-generation values, and the second-generation value is used to indicate the first-generation value that is less than a preset cost value. The location information of the target parking space corresponding to the second-generation value is sent to the target vehicle.

2. The parking space allocation method according to claim 1, characterized in that, The step of determining the first-generation value of the target vehicle reaching each target parking space based on the current location of the target vehicle and the dynamic heat map includes: Based on the current location and the target parking space, determine multiple initial paths for the target vehicle to reach the target parking space; Based on the dynamic heat map, determine the initial cost value corresponding to each initial path; The minimum initial generation value is used as the first generation value for the target vehicle to reach the target parking space.

3. The parking space allocation method according to claim 2, characterized in that, The step of determining the initial cost value corresponding to each initial path based on the dynamic heat map includes: In the dynamic heat map, each first path segment of the initial path is determined to be located in a first sub-region within the parking lot; The total value of the first path segment is determined based on the dynamic thermal value of the first sub-region, the length of the first path segment, and the speed limit of the target vehicle. The initial generation value corresponding to the initial path is determined based on the total generation value of each of the first path segments in the initial path.

4. The parking space allocation method according to claim 3, characterized in that, After sending the location information of the target parking space corresponding to the second-generation value to the target vehicle, the process further includes: Determine the second path segment where the target vehicle is located on the driving path, wherein the second path segment is any first path segment in the initial path corresponding to the minimum initial cost value; Determine the actual cost of the second path segment; If the actual cost of the second path segment exceeds the total cost of the second path segment, update the dynamic heat map corresponding to the parking lot. Return to the step of determining the first-generation value of the target vehicle reaching each target parking space based on the current location of the target vehicle and the dynamic heat map.

5. The parking space allocation method according to claim 1, characterized in that, The step of obtaining the dynamic heat map corresponding to the parking lot includes: Obtain a first number of cruising vehicles in each second sub-area of ​​the parking lot, the cruising vehicles being used to indicate vehicles waiting to park; The dynamic thermal value of the second sub-region is determined based on the cruising trajectory of each of the cruising vehicles in the second sub-region and the first quantity. A dynamic heat map of the parking lot is constructed based on the dynamic heat values ​​of each of the second sub-regions.

6. The parking space allocation method according to claim 1, characterized in that, The process of identifying multiple target parking spaces in a parking lot that are currently vacant includes: In the parking lot, identify vacant parking spaces as the initial parking spaces; Obtain a static heat map of the parking lot, which is based on the static heat values ​​of each sub-region in the parking lot. The static heat values ​​are used to characterize the parking heat of the corresponding sub-region. Based on the static heat map, determine the static heat value of the initial parking space in the sub-area of ​​the parking lot; Based on the static thermal value corresponding to the initial parking space, the parking preference parameters of the user associated with the target vehicle, and the attribute parameters of the initial parking space, the target parking space is determined among the various initial parking spaces.

7. The parking space allocation method according to claim 6, characterized in that, The step of obtaining the static heat map of the parking lot includes: Obtain the second number of vehicles parked in each second sub-area of ​​the parking lot; Based on the second quantity corresponding to the second sub-region, determine the static thermal value corresponding to the second sub-region; A static thermal map is constructed based on the static thermal values ​​of each of the second sub-regions.

8. The parking space allocation method according to claim 7, characterized in that, After constructing the static thermal map based on the static thermal values ​​of each of the second sub-regions, the method further includes: The offset coefficient of the second sub-region is determined based on the static and dynamic thermal values ​​of the second sub-region. If the offset coefficient is less than the preset coefficient, the first design prompt information of the second sub-region is output. The first design prompt information is used to indicate the increase of parking spaces in the second sub-region and / or the optimization of lanes in the second sub-region. If the offset coefficient is greater than the preset coefficient, the second design prompt information of the second sub-region is output. The second design prompt information is used to indicate that parking space directional signs are set in the second sub-region.

9. The parking space allocation method according to any one of claims 1-8, characterized in that, Sending the location information of the target parking space corresponding to the second-generation value to the target vehicle includes: The location of the target parking space corresponding to the second-generation value, and the driving path associated with the target parking space corresponding to the second-generation value, are sent to the target vehicle so that the target vehicle can drive from the current location to the target parking space corresponding to the second-generation value based on the driving path.

10. A parking space allocation device, characterized in that, Including memory and processor, among which, The memory is connected to the processor and is used to store programs; The processor is used to implement the parking space allocation method as described in any one of claims 1-9 by running the program in the memory.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the parking space allocation method as described in any one of claims 1-9.

12. A computer program product, characterized in that, It includes computer instructions that, when executed by a processor, implement the parking space allocation method as described in any one of claims 1-9.

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