Intelligent parking method and device

Abstract

An intelligent parking method and device. The method comprises: if a first vehicle has encountered a navigation obstruction in a parking route towards a target parking space and has failed to achieve autonomous extrication, the first vehicle sends a first request to a terminal device; the first vehicle receives first parking information from the terminal device, parks on the basis of the first parking information and sends a second request to the terminal vehicle; and the first vehicle then receives a first instruction from the terminal device, and on the basis of the first instruction, continues driving from a parking position corresponding to the first parking information to the target parking space in the parking route, wherein the first request is used for requesting to assist the first vehicle in extrication, the first parking information is used for indicating a first parking pose required for the first vehicle to achieve extrication, the second request is used for requesting to confirm whether the first vehicle has achieved extrication, and the first instruction is used for indicating the first vehicle to recover parking operation. The method can improve the reliability and the success rate of unmanned valet parking by means of autonomous vehicle extrication combined with remote assistance of users.

Description

Intelligent parking method and device

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of the People's Republic of China on March 27, 2024, with application number 202410365364.3 and application name "A Smart Parking Method and Device", the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the field of intelligent driving technology, and in particular to an intelligent parking method and device. Background Art

[0004] Parking difficulties are a common challenge facing urban transportation today, especially in busy commercial and residential areas. Drivers often spend a considerable amount of time searching for suitable parking spaces, and traditional manual parking methods are no longer suitable for modern lifestyles. With the development of intelligent assisted driving technology, unmanned valet parking technology enables vehicles to autonomously search, select, and park within parking lots, eliminating the need for drivers to physically operate the vehicle. This provides consumers with a more convenient and efficient parking experience.

[0005] However, in practical applications, autonomous valet parking technology still faces several challenges and limitations. For example, parking lots are complex environments, often with narrow passageways and a lack of traffic regulations compared to road traffic. This makes the behavior of vehicles more unpredictable, potentially hindering the autonomous decision-making systems of autonomous vehicles. This can lead to problems such as vehicles getting stuck or blocking traffic, creating a negative experience for vehicle users. Summary of the Invention

[0006] The present application provides an intelligent parking method and device to improve the reliability and success rate of unmanned valet parking, thereby enhancing the user experience.

[0007] In a first aspect, the present application provides an intelligent parking method that can be performed by an intelligent parking device. For example, the intelligent parking device can be executed by a first vehicle or a module of the first vehicle (such as a processor, processing unit, chip, chip system, or circuit). It should be understood that the method can also be implemented by a logical node, logic module, or software that can implement all or part of the functions of the first vehicle. For example, the following example uses the intelligent parking method performed by a first vehicle. The method may include the following steps: if the first vehicle encounters a traffic jam on the parking route to the target parking space, then when the first vehicle fails to escape independently, the first vehicle may send a first request to the terminal device, wherein the first request may be used to request assistance for the first vehicle to escape, after which the first vehicle may receive first parking information from the terminal device and may park according to the first parking information, and may send a second request to the terminal device, wherein the first parking information may be used to indicate a first parking position required for the first vehicle to escape, and the second request may be used to request confirmation of whether the first vehicle has escaped successfully, and then the first vehicle may receive a first instruction from the terminal device and may drive from the parking position corresponding to the first parking information to the parking route and continue to the target parking space according to the first instruction, wherein the first instruction may be used to instruct the first vehicle to resume the parking operation.

[0008] In this method, when the first vehicle encounters a traffic jam on the parking route to the target parking space, the first vehicle can try to escape the jam by itself because the vehicle has a certain ability to escape the jam by itself. This can reduce the frequency of user remote intervention as much as possible, which helps to ensure user experience. If the first vehicle's attempt to escape the jam by itself fails, the first vehicle can send a remote assistance request (such as a first request) to the terminal device so that the user can remotely assist the first vehicle to escape the jam. When the user successfully escapes the jam by remotely assisting the first vehicle, the first vehicle can continue to go to the target parking space based on the parking route according to the corresponding instructions from the terminal device. In this way, the method can improve the reliability and success rate of unmanned valet parking by combining vehicle autonomous escape with user remote assistance, and can avoid the user's experience and willingness to use being affected by the user's on-site intervention as much as possible, which helps to solve the problem of unmanned valet parking vehicles encountering traffic jams. In addition, this method does not need to rely on a cloud cockpit and a safety officer, so it can reduce equipment and maintenance costs.

[0009] In one possible implementation, after the first vehicle sends a second request to the terminal device, the method further includes: the first vehicle can receive second parking information from the terminal device, wherein the second parking information can be used to indicate the second parking position required for the first vehicle to continue to escape, and then the first vehicle can park according to the second parking information, and can send a third request to the terminal device, wherein the third request can be used to request confirmation whether the first vehicle has successfully escaped, and then the first vehicle can receive a second instruction from the terminal device, and can drive from the parking position corresponding to the second parking information to the parking route according to the second instruction and continue to the target parking space, wherein the second instruction can be used to instruct the first vehicle to resume the parking operation.

[0010] In the above implementation, the first vehicle can park according to the second parking posture from the terminal device to achieve the first vehicle's continued escape (or can be called re-escaping). If the first vehicle is successfully escaped, the first vehicle can drive from the parking position corresponding to the second parking information to the target parking space on the parking route according to the second instruction from the terminal device, thereby completing the autonomous parking of the first vehicle. In addition, in this implementation, the parking posture required for the first vehicle to escape can be dynamically adjusted by the user through the terminal device according to the actual situation of the first vehicle (that is, if the user finds that the first vehicle has not escaped successfully, the user can continue to specify a new parking posture on the terminal device, for example, the user can adjust the parking posture on the terminal device for multiple times in a row). This can make the escape method of the first vehicle more flexible and better adapt to different scenarios and needs.

[0011] In a possible implementation, the method further includes: the first vehicle may receive a third instruction from the terminal device, wherein the third instruction may be used to instruct the first vehicle to wait for the user to take over on-site.

[0012] In the above implementation, if the first vehicle receives the third instruction from the terminal device, the first vehicle can be in a standby state on the spot, waiting for the user to take over on the spot. This makes it convenient for the user to go to the scene in a timely and effective manner to find the first vehicle and take over the first vehicle (such as taking over the parking operation of the first vehicle).

[0013] In one possible implementation, the first vehicle determines that the first vehicle encounters a passage difficulty while heading to the target parking space based on at least one of the following: the first vehicle blocks the passage of the first target or there is a second target blocking the passage of the first vehicle, wherein the first target may be a target that has a two-way interactive relationship with the first vehicle in the driving area where the first vehicle is located, and the second target may be a target that has a one-way interactive relationship with the first vehicle in the driving area where the first vehicle is located.

[0014] In the above implementation, if the first vehicle encounters one or more of the above two targets in the process of heading to the target parking space, the first vehicle can determine that a traffic jam occurs. At this time, the first vehicle can start to try to escape independently (for example, the first vehicle can use the surrounding environment information to plan the route required for autonomous escape).

[0015] In one possible implementation, the method also includes: the first vehicle can obtain perception information corresponding to the first vehicle, and then the first vehicle can determine multiple targets based on the perception information, and can determine decision results of the multiple targets, wherein the decision result of each of the multiple targets can be used to indicate the avoidance measures taken by the first vehicle for the target, and then, when the multiple targets include the first target, the first vehicle can perform escape planning for the first target based on the decision result of the first target (or it can be called autonomous escape planning), or when the multiple targets include the second target, the first vehicle can perform escape planning for the second target based on the decision result of the second target.

[0016] In the above implementation, for the first goal, the first vehicle can make an autonomous escape plan by combining the decision result of the first vehicle on the first goal, or for the second goal, the first vehicle can make an autonomous escape plan by combining the decision result of the first vehicle on the second goal. In this way, the first vehicle can make a targeted attempt to escape from the predicament autonomously, thereby making the autonomous escape of the first vehicle more accurate and effective.

[0017] In one possible implementation, when the first vehicle blocks the passage of the first target and the first vehicle encounters a passage difficulty while heading to the target parking space, the first vehicle performs an escape plan for the first target, including: when there is an idle area around the first vehicle, the first vehicle can try to park in the idle area to leave passage space for the first target.

[0018] In the above implementation, when the first vehicle determines that there is an idle area around it, it can try to park in the idle area to leave space for the first target to pass through to achieve autonomous escape of the first vehicle.

[0019] In one possible implementation, when there is a second target blocking the passage of the first vehicle and the first vehicle encounters a traffic jam on the way to the target parking space, the first vehicle performs an escape plan for the second target, including: the first vehicle may try to pass through the narrow passage between the second target and the boundary of the passable area of ​​the first vehicle; or, the first vehicle may try to bypass the second target.

[0020] In the above implementation, the first vehicle may attempt to pass through the above narrow passage or attempt to bypass the second target to achieve autonomous escape of the first vehicle.

[0021] In a second aspect, the present application provides an intelligent parking method that can be performed by an intelligent parking device. For example, the intelligent parking device can be executed by a terminal device or a module of the terminal device (such as a processor, processing unit, chip, chip system, or circuit). It should be understood that the method can also be implemented by a logical node, logic module, or software that can implement all or part of the terminal device's functions. For example, the following example uses a terminal device executing the intelligent parking method. The method may include the following steps: the terminal device may receive a first request from the first vehicle, wherein the first request may be used to request assistance for the first vehicle to get out of trouble; thereafter, in response to the user's first operation on the parking interface, the terminal device may obtain the first parking information of the first vehicle and may send the first parking information to the first vehicle, wherein the first operation may be an operation of the user dragging a virtual parking space on the parking interface, and the first parking information may be used to indicate the first parking position required for the first vehicle to get out of trouble; thereafter, the first vehicle may receive a second request from the first vehicle, wherein the second request may be used to request confirmation whether the first vehicle has successfully gotten out of trouble; and then, in response to the user's second operation on the parking interface, the terminal device may obtain the first instruction and may send the first instruction to the first vehicle, wherein the second operation may be an operation triggered on the parking interface by the user due to successful remote assistance to the first vehicle to get out of trouble, and the first instruction may be used to instruct the first vehicle to resume the parking operation.

[0022] The technical effects achieved by the second aspect can be referred to the technical effects achieved by the first aspect, and will not be repeated here. In addition, it should be understood that this method can also enable the user to complete the issuance of corresponding instructions by simply dragging and clicking on the parking interface of the terminal device (such as dragging a virtual parking space), so that the first vehicle can execute the corresponding operation in a timely and accurate manner according to the corresponding instruction. This method has a low user threshold and is relatively user-friendly.

[0023] In a possible implementation, after the terminal device receives the second request from the first vehicle, the method further includes:

[0024] In response to the user's third operation on the parking interface, the terminal device can obtain the second parking information of the first vehicle and can send the second parking information to the first vehicle, wherein the third operation can be the user continuing to drag the virtual parking space on the parking interface, and the second parking information can be used to indicate the second parking position required for the first vehicle to continue to escape. Afterwards, the terminal device can receive a third request from the first vehicle, wherein the third request can be used to request confirmation whether the first vehicle has successfully escaped. Then, in response to the user's fourth operation on the parking interface, the terminal device can obtain the second instruction and can send the second instruction to the first vehicle, wherein the fourth operation can be the operation triggered on the parking interface by the user due to remote assistance to the first vehicle to escape successfully, and the second instruction can be used to instruct the first vehicle to resume the parking operation.

[0025] In the above implementation, if the user determines that the first vehicle has not yet successfully escaped and needs to continue to escape, the user can trigger the third operation on the parking interface so that the first vehicle can continue to escape autonomously according to the second parking position. In this way, the implementation can enable the user to continue to specify a new target position (such as the second parking position) by dragging the virtual parking space on the parking interface, and further enable the user to dynamically adjust the parking position required for the first vehicle to escape according to the actual situation of the first vehicle (such as the actual situation of whether it has escaped or whether the parking position where the first vehicle escapes affects other vehicles or pedestrians). This can make the escape method of the first vehicle more flexible, so that the first vehicle can escape as successfully as possible, which helps to improve the success rate of vehicle escape.

[0026] In one possible implementation, the method further includes: in response to the user's fifth operation on the parking interface, the terminal device can obtain a third instruction and can send the third instruction to the first vehicle, wherein the fifth operation can be an operation triggered by the user on the parking interface due to the failure of remote assistance to the first vehicle to escape, and the third instruction can be used to instruct the first vehicle to wait for the user to take over on site.

[0027] In the above implementation, if the user determines that remote assistance is no longer able to help the first vehicle out of trouble, the user can edit the third instruction on the parking interface to make the first vehicle wait in place for the user to take over on site and perform the fifth operation of submission. This can make the first vehicle standby in place, waiting for the user to take over on site, and can facilitate the user to go to the scene to find the first vehicle and take over the first vehicle (such as taking over the parking operation of the first vehicle) in a timely and effective manner.

[0028] In a third aspect, the present application provides an intelligent parking device, which is capable of implementing the functions involved in the first to second aspects above. For example, the intelligent parking device includes modules, units, or means corresponding to performing the operations involved in the first to second aspects above. The functions, units, or means can be implemented through software, or through hardware, or the corresponding software can be implemented through hardware.

[0029] In one possible implementation, the intelligent parking device includes a transceiver module (or a communication module, transceiver unit, or communication unit, configured to transmit and receive data) and a processing module (or a processing unit). The transceiver module can be used to transmit and receive signals to enable communication between the intelligent parking device and other devices. For example, the transceiver module is configured to transmit corresponding data to a terminal device (or the transceiver module is configured to transmit corresponding data to a first vehicle). The processing module can be configured to perform certain internal operations of the intelligent parking device. The functions performed by the transceiver module and the processing module can correspond to the operations described in the first and second aspects above.

[0030] In one possible implementation, the intelligent parking device includes a processor, which may be coupled to a memory. The memory may store the necessary computer programs or instructions for implementing the functions described in the first and second aspects above. The processor may execute the computer programs or instructions stored in the memory. When executed, the computer programs or instructions enable the intelligent parking device to implement the method described in any possible implementation of the first and second aspects above.

[0031] In one possible implementation, the intelligent parking device includes a processor and a memory. The memory may store the necessary computer programs or instructions for implementing the functions described in the first and second aspects above. The processor may execute the computer programs or instructions stored in the memory. When executed, the computer programs or instructions enable the intelligent parking device to implement the method described in any possible implementation of the first and second aspects above.

[0032] In one possible implementation, the intelligent parking device includes a processor and an interface circuit, wherein the processor is configured to communicate with other devices through the interface circuit and execute the method in any possible implementation of the first to second aspects above.

[0033] It is understandable that in the third aspect above, the processor can be implemented by hardware or by software. When implemented by hardware, the processor can be a logic circuit, an integrated circuit, etc.; when implemented by software, the processor can be a general-purpose processor, which is implemented by reading the software code stored in the memory. In addition, the above processors can be one or more, and the memories can be one or more. The memory can be integrated with the processor, or the memory and the processor can be set separately. In the specific implementation process, the memory can be integrated with the processor on the same chip, or can be set on different chips respectively. The embodiment of the present application does not limit the type of memory and the setting method of the memory and the processor.

[0034] In a fourth aspect, the present application provides a vehicle comprising an image acquisition system, a chassis sensing device, and an intelligent parking device configured to perform the method of any possible implementation of the first aspect. The image acquisition system is configured to acquire (or may be referred to as "collect") information about the vehicle's surrounding environment, and the chassis sensing device is configured to acquire information about the vehicle's driving status.

[0035] In a fifth aspect, the present application provides a terminal device, which includes a cloud-based intelligent parking device for executing the method in any possible implementation of the second aspect.

[0036] In a sixth aspect, the present application provides a computer program product, which includes a computer program or instructions. When the computer program or instructions are run on a computer, the computer executes the method in any possible implementation of the first aspect or the method in any possible implementation of the second aspect.

[0037] In the seventh aspect, the present application provides a computer-readable storage medium, which stores a computer program or instruction. When the computer program or instruction is executed by a computer, the computer executes the method in any possible implementation of the first aspect or the method in any possible implementation of the second aspect.

[0038] In an eighth aspect, the present application provides a chip, which may include a processor and may also include a memory (or the chip is coupled to the memory), wherein the chip executes program instructions in the memory to perform the method in any possible implementation of the first aspect or the method in any possible implementation of the second aspect. "Coupled" refers to the direct or indirect connection of two components to each other, such as coupling may refer to an electrical connection between two components.

[0039] In a ninth aspect, the present application further provides a chip system, which includes a processor for supporting a computer device to implement the method in any possible implementation of the first aspect or the method in any possible implementation of the second aspect. In one possible implementation, the chip system also includes a memory for storing programs and data necessary for the computer device. The chip system can be composed of a chip, or it can include a chip and other discrete devices.

[0040] Based on the implementation methods provided in the above aspects, this application can also be further combined to provide more implementation methods. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] FIG1 exemplarily shows a schematic diagram of a possible application scenario provided by an embodiment of the present application;

[0042] FIG2 exemplarily shows a schematic diagram of a system architecture for implementing an intelligent parking method provided by an embodiment of the present application;

[0043] FIG3 exemplarily shows a flow chart of an intelligent parking method provided in an embodiment of the present application;

[0044] FIG4 exemplarily shows a schematic diagram of a user selecting a target parking space on a parking interface provided by an embodiment of the present application;

[0045] FIG5 exemplarily shows a schematic diagram of a vehicle traffic status detection and autonomous escape unit according to an embodiment of the present application determining whether a first vehicle is in a traffic jam;

[0046] FIG6a exemplarily shows a scenario diagram of a vehicle traffic status detection and autonomous escape unit according to an embodiment of the present application determining whether vehicle A blocks the passage of vehicle B;

[0047] FIG6 b exemplarily shows a scenario diagram of a vehicle traffic status detection and autonomous escape unit according to an embodiment of the present application determining whether vehicle C is blocking the passage of vehicle A;

[0048] FIG7 exemplarily shows a view of the surrounding environment of a first vehicle presented on a parking interface provided by an embodiment of the present application;

[0049] FIG8 exemplarily shows a schematic diagram of a user remotely assisting a vehicle in getting out of trouble, provided by an embodiment of the present application;

[0050] FIG9 exemplarily shows a structural diagram of a possible intelligent parking device provided in an embodiment of the present application;

[0051] FIG10 exemplarily shows a schematic structural diagram of another possible intelligent parking device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0052] The embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0053] The following describes the application scenarios to which the smart parking method provided by this application is applicable. It should be noted that these descriptions are for the purpose of facilitating understanding by those skilled in the art and do not limit the scope of protection claimed by this application.

[0054] FIG1 illustrates a schematic diagram of a possible application scenario applicable to embodiments of the present application. As shown in FIG1 , this application scenario uses the application of a smart parking method to a vehicle with an automatic parking function as an example. As shown in FIG1 , assume that the vehicle to be parked is vehicle 100, which has an automated valet parking function. In the automated valet parking scenario, when a user of vehicle 100 clicks on the automated valet parking function in a target application installed on a terminal device, the target application may present a parking interface to the user and wait for the user to select a target parking space. The parking interface presents a parking area (or parking area, such as a parking lot) that includes multiple candidate parking spaces. The user may select a candidate parking space from the multiple candidate parking spaces presented on the parking interface as the target parking space. For example, when a user selects (or selects) a specific candidate parking space from the multiple candidate parking spaces presented on the parking interface as the target parking space, in response to the user's selection (or selection operation), the terminal device may obtain relevant information about the user-selected target parking space (such as the location coordinates or orientation of the target parking space) and may send the relevant information about the target parking space to vehicle 100. For another example, after the user selects a candidate parking space as the target parking space from multiple candidate parking spaces presented on the parking interface, the user can click the Submit button (or Confirm button). In response to the user's click operation, the terminal device can obtain relevant information of the target parking space selected by the user (such as the location coordinates or orientation of the target parking space), and can send the relevant information of the target parking space to the vehicle 100. Afterwards, after receiving the relevant information of the target parking space, the vehicle 100 can plan (or generate or determine) a parking route (or can be called a driving route or parking route or parking path or driving path or parking path) according to the current location of the vehicle 100 and the relevant information of the target parking space, and can automatically drive to (or can be called automatically go to) the target parking space according to the parking route.

[0055] It is understandable that the above-mentioned target application can be used to assist users in achieving unmanned valet parking. For example, the target application can be a client (such as a car client, a personal computer (PC) client or a mobile client, etc.), a web application or a small program embedded in other applications, etc. Optionally, the above-mentioned terminal device may also include a display for presenting a parking interface to achieve human-computer interaction. The parking interface displays information edited by the user (such as the issuance of instructions (such as the resumption of cruise instructions or confirmation instructions) or the dragging of virtual parking spaces) or information provided to the user (such as parking space information in the parking lot), etc.

[0056] For example, the above-mentioned terminal device is a device that provides voice or data connectivity to users, and can also be an Internet of Things device. It can also be called a terminal, user equipment (UE), access terminal equipment, vehicle-mounted terminal, industrial control terminal, mobile terminal (MT), remote terminal equipment or mobile device, etc. For example, the terminal device may be: a mobile phone, a tablet computer, a laptop computer, a PDA, customer-premises equipment (CPE), a personal digital assistant (PDA) computer, a handheld device (handset), a laptop computer, a computer with wireless transceiver function, a virtual reality (VR) terminal device, an augmented reality (AR) terminal device, a head mounted display (HMD), a wireless terminal in industrial control, a mobile internet device (MID), an in-vehicle terminal (or also called an in-vehicle functional module or in-vehicle device, such as a telematics box (T-Box) in a vehicle), a wireless terminal in a self-driving car, a wireless terminal in remote medical care, a wireless terminal in a smart city, or a wireless terminal in a smart home, etc.

[0057] For example, the vehicle 100 may be a pure electric vehicle (pure electric vehicle / battery electric vehicle, pure EV / battery EV), a hybrid electric vehicle (HEV), a range extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), a smart vehicle (such as an automated guided vehicle (AGV)), a digital car, an unmanned vehicle, an intelligent manufacturing vehicle, or other forms of vehicles, etc. These vehicles can be applied to fields such as unmanned driving, assisted driving, intelligent driving, automatic driving, or connected vehicles.

[0058] It should be understood that the above application scenarios are only examples, and the smart parking method provided in this application can also be applied to other possible scenarios, not limited to the scenarios exemplified above. For example, the smart parking method can also be applied in the field of smart homes, such as sweeping robots, mopping robots, autonomous food delivery robots, or movable smart home appliances. These devices can assist users in remotely indicating a safe parking location by interacting with user terminals. For another example, the smart parking method can also be applied to smart life scenarios, such as automatically following trolley cases, smart dining chairs, or smart transportation tools. Possible application scenarios are not listed here one by one.

[0059] It should be noted that FIG1 merely illustrates a possible application scenario. This schematic application scenario is intended to more clearly illustrate the technical solution of the embodiments of the present application and does not limit the application scenarios of the intelligent parking method provided herein. Furthermore, those skilled in the art will appreciate that as new application scenarios emerge, the technical solutions provided in the embodiments of the present application will also be applicable to similar technical problems.

[0060] Based on the application scenario shown in Figure 1 , to facilitate understanding of this application, a system architecture for implementing an intelligent parking method is first provided. This system architecture is configured within vehicle 100 . As shown in Figure 2 , this system architecture functionally encompasses three main categories: sensor systems, computing platforms, and actuators. It should be noted that the connections between the functional modules illustrated in Figure 2 are merely illustrative and do not constitute a limitation of this application. The functions of each functional module are described below.

[0061] The sensor system is responsible for collecting environmental information (such as information about the vehicle's surroundings) or vehicle status information (such as vehicle position, speed, deceleration, acceleration, or attitude angles (such as pitch angle, roll angle, or heading angle)). For example, the sensor system may include an image acquisition system, a global positioning system (GPS), and chassis sensing equipment. The image acquisition system may include an image acquisition device. Optionally, the image acquisition system may also include radar equipment.

[0062] Among them, the image acquisition device may include but is not limited to: a visible light camera, a depth camera (i.e., a three-dimensional camera), a fisheye camera, a monocular camera, a binocular camera, a near-infrared camera, a video camera, a cockpit camera, a driving recorder (i.e., a recording terminal), a reversing image camera or a depth camera, etc. For example, taking the image acquisition device as a fisheye camera as an example, fisheye cameras can be respectively set in the front, rear, left and right directions of the vehicle 100 to realize the collection of environmental information in the front, rear, left and right directions of the vehicle 100. The field of view angle of the four fisheye cameras can be greater than 180 degrees, so that the all-round capture of the environmental information around the vehicle 100 can be realized. It should be understood that the larger the field of view angle of the image acquisition device, the larger the range that the image acquisition device can perceive.

[0063] When the image acquisition system also includes a radar device, the radar device can transmit electromagnetic wave signals outward through the antenna and receive echo signals obtained by the target reflecting the electromagnetic wave signals, amplify and down-convert the echo signals, and obtain information such as the relative distance, relative speed, and angle between the vehicle 100 and the target. For example, the radar device can be at least one of a lidar sensor or a millimeter-wave radar sensor. Among them, the millimeter-wave radar sensor can use radio signals to sense targets in the surrounding environment of the vehicle 100, such as collecting distance information of obstacles around the vehicle from the vehicle. In some embodiments, in addition to sensing targets, the millimeter-wave radar sensor can also be used to sense the speed and / or forward direction of the target. The lidar can use lasers to sense targets in the environment where the vehicle 100 is located.

[0064] The GPS may be any sensor used to estimate the geographic location of the vehicle 100. For example, the GPS may include a transceiver that estimates the position of the vehicle 100 relative to the Earth based on satellite positioning data.

[0065] The chassis sensing device can be used to collect vehicle driving state information (or driving data or driving state data, such as vehicle position, speed, deceleration, acceleration, or attitude angle). For example, the chassis sensing device may include an inertial measurement unit (IMU) and a brake for modifying the position and / or orientation of the sensor. The IMU can be used to sense changes in the position and orientation of the vehicle 100 based on inertial acceleration and any combination thereof. In some embodiments, the combination of sensors in the IMU may include an accelerometer sensor and a gyroscope sensor.

[0066] The computing platform is used to control some functions of vehicle 100 or to process corresponding information or data. For example, the computing platform may include a perception module (or perception system), a decision-making and planning module (or decision-making and planning system), and a control module (or control system).

[0067] Among them, the perception module can obtain perception information corresponding to the vehicle 100 (such as the surrounding environment information of the vehicle 100) from the image acquisition device or radar equipment in the sensor system, and can process the perception information to obtain dynamic and static objects in the surrounding environment (or can be called dynamic and static targets, such as obstacles, vehicles, pedestrians, lane lines, etc.) and the attributes of dynamic and static objects (such as the future movement intention, type (such as what specific object it is, such as a vehicle, obstacle, pedestrian or other object), position information, movement direction or shape information, etc.) of each object, so as to establish a world model consisting of roads, obstacles, etc. for downstream modules (such as decision-making and planning modules).

[0068] The decision-making and planning module can obtain dynamic and static objects and their attributes from the perception module, and can obtain driving state information of vehicle 100 from the chassis sensing equipment in the sensor system. The decision-making and planning module can then make behavioral decisions based on the dynamic and static objects, their attributes, and the driving state information of vehicle 100 (e.g., determining whether the vehicle's driving trajectory conflicts with an obstacle and how to avoid the obstacle if there is a conflict, or determining whether the vehicle's driving trajectory conflicts with the driving trajectory of another vehicle and how to avoid the vehicle if there is a conflict), generate a decision plan (e.g., a plan for avoiding obstacles or a plan for avoiding another vehicle), and obtain the desired driving trajectory (or desired driving path) of vehicle 100.

[0069] The control module can obtain the decision plan from the decision-making planning module and obtain the driving state information of vehicle 100 from the chassis sensing equipment in the sensor system. Based on the decision plan and the driving state information of vehicle 100, the control module can then determine the control variable (also known as control information or control signal) used to control the vehicle 100's driving (or avoid other vehicles or obstacles) and send the corresponding control variable to the actuator. For example, the control variable can be a torque command for driving vehicle 100 or a braking command for activating the braking control system.

[0070] For example, the control module may be a throttle, brake control system (or brake unit), steering control system (or steering unit), or gear control system in the vehicle. The throttle is used to control the engine speed and thus the speed of the vehicle 100. The brake pedal control system is used to control the deceleration or stopping of the vehicle 100. The brake pedal control system may use friction or electric current to slow down the rotation of the wheels. The steering control system is used to control (or adjust) the forward or reverse direction of the vehicle 100. The gear control system may be used to control (or adjust) the gear of the vehicle 100 (e.g., forward gear, reverse gear, or parking gear).

[0071] The actuator is used to perform corresponding operations based on the control quantity from the control module. For example, the actuator may include a motor drive unit and a motor (or solenoid valve). The motor drive unit can drive the motor (or solenoid valve) to operate according to the received control quantity to perform corresponding processing. For example, the motor drive unit drives the solenoid valve to adjust the air intake volume of the valve. It should be understood that the actuator can be any device that can realize the corresponding function based on the control signal output by the control system, and this application does not limit this. Optionally, the control module and the actuator can communicate through a controller area network (CAN) bus or input / output (IO) hard line.

[0072] As described in the background, existing automated valet parking technologies face challenges such as vehicle jams or traffic obstructions, resulting in low automated parking success rates and a poor user experience. For example, among current automated parking solutions, one addresses stuck autonomous vehicles through remote control of vehicle actuators. However, remote control of vehicle actuators for real-time operation of autonomous vehicles requires high communication latency, and controlling vehicle actuators on a handheld device is complex and challenging. Another automated parking solution calibrates the autonomous vehicle and the cloud-based cockpit in response to a request message from the autonomous vehicle, ensuring that the initial states of a first operating device in the cockpit and a corresponding second operating device in the autonomous vehicle are consistent. This calibration prepares for subsequent control of the autonomous vehicle. The first operating device in the cockpit generates a control signal, which is then transmitted to the autonomous vehicle to control the second operating device in the autonomous vehicle based on the operation of the first operating device in the cloud-based cockpit. However, the solution of using the cockpit through the cloud side requires the support of cloud equipment and personnel, which is costly and not suitable for large-scale commercial scenarios of unmanned valet parking. In addition, the solution link is long, which affects the reliability of the remote-controlled autonomous driving system.

[0073] In view of this, the present application provides an intelligent parking method, which can improve the reliability and success rate of unmanned valet parking by combining the vehicle's autonomous escape from trouble and the user's remote assistance in escape from trouble, thereby improving the user experience.

[0074] The following is a detailed introduction to the specific implementation of the intelligent parking method in the embodiment of the present application based on the application scenario shown in Figure 1.

[0075] FIG3 exemplarily shows a flow chart of a smart parking method provided by an embodiment of the present application. The method is applicable to the application scenario illustrated in FIG1 . For example, the smart parking method illustrated in FIG3 is illustrated by taking the first vehicle and the terminal device as the execution subjects of the interactive diagram as an example, but the present application does not limit the execution subjects of the interactive diagram. It is understandable that the method executed by the first vehicle in the present application can also be executed by a module (such as a processor, a processing unit, a chip system, a circuit or a chip, etc.) applied to the first vehicle, and can also be implemented by a logical node, a logical module or software that can realize all or part of the functions of the network device; the method executed by the terminal device in the present application can also be executed by a module (such as a processor, a processing unit, a chip system, a circuit or a chip, etc.) applied to the terminal device, and can also be implemented by a logical node, a logical module or software that can realize all or part of the functions of the terminal device.

[0076] As shown in FIG3 , the method includes:

[0077] Step 301: If a first vehicle encounters a traffic jam on its way to a target parking space, and the first vehicle fails to escape the jam, the first vehicle sends a first request to a terminal device. Accordingly, the terminal device receives the first request from the first vehicle.

[0078] The first request may be used to request assistance for the first vehicle to escape from distress, or the first request may be used to indicate that the first vehicle has failed to escape from distress autonomously (ie, autonomously escape from distress) and requires remote user assistance.

[0079] For example, when the user of the first vehicle needs to start an unmanned valet parking task, the user can select the target parking space and submit it on the in-vehicle application or the vehicle application installed on the terminal device (such as a smart phone). Among them, the in-vehicle application or the vehicle application can be a target application, which can present a parking interface to achieve human-computer interaction. In response to the user's submission operation, the in-vehicle application or the vehicle application can obtain relevant information of the target parking space (such as the location coordinates of the target parking space) and can send the relevant information of the target parking space to the first vehicle. For example, as shown in Figure 4, after the user of the first vehicle clicks on the unmanned valet parking function in the target application installed on the terminal device (such as the in-vehicle application installed on the first vehicle or the vehicle application (Application, APP) installed on the smart phone), the target application can present the parking interface to the user and wait for the user to select the target parking space. Among them, a parking area (such as a parking lot) is presented on the parking interface, and the parking area includes multiple candidate parking spaces. The user can select a candidate parking space (such as B8 floor-F5 area-1375) as the target parking space from the multiple candidate parking spaces, or the user selects a candidate parking space as the target parking space from the multiple candidate parking spaces and clicks a submit button (or a confirm button). In response to the user's selection operation or click operation, the terminal device can obtain relevant information of the target parking space selected by the user (such as the location coordinates or orientation of the target parking space) and can send the relevant information of the target parking space to the first vehicle.

[0080] Optionally, referring to FIG. 4 , if the user of the first vehicle wishes to summon the first vehicle when the first vehicle is already parked in the target parking space (this may be understood as the user of the first vehicle not wanting to proceed to the target parking space but instead wanting the first vehicle to automatically travel from the target parking space to the user's location), the user of the first vehicle may edit and submit a command (or instruction information) on the parking interface of the target application (e.g., a vehicle app) installed on the terminal device for the first vehicle to automatically travel to the user's location. The command (or instruction information) is used to instruct the first vehicle to automatically travel to the user's location. For example, the command (or instruction information) may include the user's location (or the user's current location or the user's location coordinates). In response to the user's corresponding action on the parking interface, the terminal device may obtain the command (or instruction information) and may send the command (or instruction information) to the first vehicle. After receiving the command (or instruction information), the first vehicle may plan a driving route (or driving path) from the target parking space to the user's location based on the command (or instruction information). For example, the first vehicle may plan a corresponding driving route based on the location of the target parking space and the location of the user, and then automatically proceed to the location of the user according to the driving route.

[0081] After obtaining the relevant information of the target parking space, the first vehicle can determine the parking route based on the relevant information of the target parking space and the location information of the first vehicle. Afterwards, the first vehicle can automatically cruise to the target parking space according to the parking route. When the first vehicle encounters a traffic jam (such as the vehicle is stuck or blocking other vehicles from driving, etc.) during the process of automatically cruising to the target parking space according to the parking route, the first vehicle can try to escape on its own. When the first vehicle does not encounter a traffic jam during the process of automatically cruising to the target parking space according to the parking route, the first vehicle can continue to automatically cruise to the target parking space according to the parking route. It is understandable that the first vehicle can continuously detect whether the first vehicle encounters a traffic jam during the process of heading to the target parking space. For example, the first vehicle can determine whether a traffic jam occurs based on its own driving status information and information about the surrounding environment (such as the interaction information between the first vehicle and surrounding vehicles) during the process of heading to the target parking space according to the parking route.

[0082] In one example, if the first vehicle fails in its autonomous escape attempt, the first vehicle may send a first request to the terminal device. Optionally, after the autonomous escape attempt fails, the first vehicle may also send the terminal device its vehicle status (e.g., the current status of the first vehicle, such as being stuck or blocked due to blocking other vehicles).

[0083] In another example, if the first vehicle's autonomous escape attempt is successful, the first vehicle can continue to automatically cruise to the target parking space according to the parking route. Afterwards, if the first vehicle does not encounter a traffic jam during the subsequent automatic cruising process, the first vehicle starts parking when it reaches the vicinity of the target parking space according to the parking route until it parks in the target parking space, at which point the unmanned valet parking task ends. Optionally, if the first vehicle encounters a traffic jam again during the subsequent automatic cruising process, the first vehicle can try to escape autonomously again. When the first vehicle's autonomous escape attempt fails, the first vehicle can send a first request to the terminal device. When the first vehicle's autonomous escape attempt is successful, the first vehicle can continue to automatically cruise to the target parking space according to the parking route. And so on, until the first vehicle parks in the target parking space or waits for the user to take over on site.

[0084] The following describes several possible implementations of a situation where a first vehicle encounters traffic difficulties while heading to a target parking space.

[0085] Implementation method 1: When the first vehicle blocks the passage of the first target during the process of the first vehicle heading for the target parking space, the first vehicle determines that a passage-blocking situation occurs.

[0086] The first target is a target in the driving area of ​​the first vehicle that has a two-way interaction relationship with the first vehicle. For example, the first target can be a meeting target, such as an oncoming vehicle, or it can be another game target, such as a crossing vehicle or a vehicle merging into the same lane. It is understood that a two-way interaction relationship refers to a relationship in which the actions of both parties affect each other. For example, consider the example of a vehicle and an opposing vehicle (or an oncoming vehicle). If there is a conflict in driving trajectories or driving intentions between the vehicle and the opposing vehicle, then a two-way interaction relationship exists between the vehicle and the opposing vehicle, and the vehicle will determine that a traffic jam has occurred. In other words, if the future driving trajectory (or future driving intention, future movement trajectory, or future movement intention) of the vehicle and the future driving trajectory of the opposing vehicle intersect (or conflict), then a two-way interaction relationship exists between the vehicle and the opposing vehicle, and the vehicle will determine that a traffic jam has occurred.

[0087] In an embodiment of the present application, a first vehicle may obtain sensory information corresponding to the first vehicle (or the first vehicle) through sensors (such as image acquisition devices, radar equipment, or chassis sensing equipment) of the first vehicle and may determine multiple targets based on the sensory information. Subsequently, the first vehicle may obtain state information (such as position information, speed information, direction of movement, shape information, or turn signal information) of the multiple targets based on the sensory information and may predict the future motion trajectories (or future motion intentions) of the multiple targets based on the state information of the multiple targets. The first vehicle may then determine the interaction relationship between the first vehicle and the multiple targets based on the future motion trajectory of the first vehicle and the future motion trajectories of the multiple targets. The future driving trajectory of the first vehicle is determined based on the current location of the first vehicle and the parking route of the first vehicle. For each of the multiple targets, if the future motion trajectory of the first vehicle does not conflict with the future motion trajectory of the target (or may be referred to as no intersection), then the first vehicle has no interaction relationship with the target. It should be understood that no interaction relationship may mean that the movement of the first vehicle has no impact on the target. For example, when the target is a stationary vehicle parked in a parking space, a vehicle moving away from the vehicle, a traffic sign, or a pedestrian on the sidewalk, there is no interaction between the target and the first vehicle. If the future motion trajectory of the first vehicle conflicts with the future motion trajectory of the target, then the first vehicle has an interactive relationship with the target. For example, there are two types of interactive relationships, one is a two-way interactive relationship, and the other is a one-way interactive relationship. When the first vehicle has a two-way interactive relationship with the target, then the target can be the first target. At this time, the first vehicle may block the passage of the target, and then the first vehicle will determine that a traffic jam has occurred.

[0088] For example, the perception information may include information about the first vehicle itself and information about the surrounding environment of the first vehicle, such as but not limited to: the position of the vehicle, the current wheel steering of the vehicle, the position of other vehicles within the threshold range of the vehicle, the distance between other vehicles and the vehicle, the position of the road boundary within the threshold range of the vehicle (or perception area or region of interest (ROI)), the distance between the road boundary and the vehicle, or an image corresponding to the surrounding environment, etc.

[0089] It is understood that the threshold range can be the maximum sensing range of the vehicle's data collection device (e.g., sensor). For example, assuming the sensing range of the vehicle's data collection device is a circular area with a radius of 200 meters, centered around the vehicle itself, the threshold range in this embodiment can be a circular area with a radius of 200 meters. For example, the sensing area or region of interest can be an area 15 meters in front of the vehicle and 3 meters to the left and right.

[0090] For example, multiple targets may include static targets and dynamic targets. For example, static targets may include, but are not limited to, road boundaries, basement pillars, basement walls, basement traffic pillars, basement fire shutters, parking lot traffic pillars, parking lot road signs, or trees or other roadblocks in parking lots. Dynamic targets may include, but are not limited to, moving vehicles, pedestrians, animals, and other moving objects.

[0091] Furthermore, in embodiments of the present application, the first vehicle may also determine the decision results for multiple targets. The decision results for each of the multiple targets are used to indicate the avoidance measures to be taken by the first vehicle with respect to that target. In other words, the decision results may indicate the actions to be taken by the first vehicle with respect to the surrounding targets, thereby subsequently determining the motion trajectory (or driving trajectory) required for the first vehicle to autonomously escape.

[0092] It is understandable that for static targets, whether to bypass and if so, to bypass from the left or the right; for oncoming vehicles, whether to avoid laterally and whether to slow down longitudinally. Similarly, for lateral avoidance, should it avoid to the left or to the right. For example, when the first vehicle is heading to the target parking space according to the parking route, if the first vehicle is driving in the center of a wider lane, and there is an oncoming vehicle in the distance that is also driving in the center, the decision result at this time may be to avoid laterally to the right, and there is no need to slow down longitudinally to complete the meeting with the oncoming vehicle. If the lane width is relatively narrow, the decision result at this time may be to avoid laterally to the right, and at the same time, it is necessary to slow down longitudinally to avoid the risk of collision.

[0093] For example, the first vehicle can judge the road right relationship between the first vehicle and multiple targets based on road environment information and traffic rules, and comprehensively consider indicators such as safety, passability, and comfort to decide the actions to be taken on multiple targets (i.e., decision results).

[0094] The following is a brief description of the above indicators.

[0095] (1) Right of way: refers to the right of an object to travel within a certain space and time. For example, the size of right of way in different scenarios is as follows:

[0096] Intersection scene rules: zebra crossing > go straight > turn left > turn right > U-turn;

[0097] Rules for non-intersection scenarios: zebra crossing > driving straight in the lane > changing lanes > driving straight in the opposite direction > crossing > gap.

[0098] For example, in an intersection scenario, if the obstacle is on a zebra crossing, if the first vehicle is going straight, the obstacle has higher right of way. If the first vehicle is going straight and the obstacle is turning left, the first vehicle has higher right of way.

[0099] (2) Safety: The safety of the interaction between the first vehicle and the target (such as an obstacle). For example, if the first vehicle and the obstacle always maintain a distance greater than a certain threshold during the interaction, the safety is high. For another example, if the first vehicle and the obstacle collide during the interaction, the safety is the lowest. The higher the safety of the obstacle, the more it tends to maintain its current state. Examples of safety levels in different scenarios are as follows:

[0100] Intersection scene rules: zebra crossing > go straight > turn left > turn right > U-turn;

[0101] Rules for non-intersection scenarios: crossing > driving straight in a lane > changing lanes > driving straight in the opposite direction > gap.

[0102] (3) Passability: This refers to the speed at which a vehicle must pass through a certain space. For example, when passing through an intersection, the faster the vehicle passes through the intersection, the higher the passability. However, if the vehicle brakes midway, it will pass through the intersection very slowly, resulting in lower passability. Examples of passability in different scenarios are as follows:

[0103] Intersection scenario rules: go straight > turn left > turn right > U-turn > zebra crossing;

[0104] Rules for non-intersection scenarios: driving straight > changing lanes > driving straight in the opposite direction > crossing > gap.

[0105] For example, in a road intersection scenario, if the obstacle is on a zebra crossing and the first vehicle is traveling straight, the first vehicle has a higher passability.

[0106] (4) Comfort: This can be expressed using a jerk value. The greater the jerk, the worse the comfort. The higher the comfort, the more inclined to maintain the current state. Comfort in different scenarios can be further divided into horizontal and vertical aspects. Examples of comfort levels in different scenarios are as follows:

[0107] Intersection scene rules:

[0108] Horizontally: U-turn > left turn ≈ right turn > zebra crossing > go straight;

[0109] Vertically: zebra crossing > go straight > turn left ≈ turn right > U-turn.

[0110] Rules for non-intersection scenarios:

[0111] Horizontally: lane change > gap > driving straight in the opposite direction > driving straight in lane ≈ crossing;

[0112] Longitudinal: driving straight in the lane > changing lanes > driving straight in the opposite direction > crossing > gap.

[0113] Implementation method 2: When a second target blocks the passage of the first vehicle while the first vehicle is heading for the target parking space, the first vehicle determines that a passage-blocking situation occurs.

[0114] Among them, the second target is a target (such as a non-game target) that has a one-way interactive relationship with the first vehicle in the driving area where the first vehicle is located. For example, the second target can be a stationary vehicle parked on the roadside, or it can also be an obstacle on the roadside (such as a traffic pillar), etc. It can be understood that a one-way interactive relationship refers to a relationship in which the driving of the self-vehicle is affected by the target, but the target is not affected by the self-vehicle. For example, take the self-vehicle and the stationary vehicle parked on the roadside as an example. If the stationary vehicle parked on the roadside affects the driving of the self-vehicle, then there is a one-way interactive relationship between the self-vehicle and the stationary vehicle parked on the roadside, and the self-vehicle will determine that a traffic jam occurs.

[0115] In an embodiment of the present application, for each of the multiple targets, when the first vehicle has a one-way interactive relationship with the target, the target may be a second target. At this time, the target may block the passage of the first vehicle, and the first vehicle will determine that a traffic jam occurs.

[0116] It should be understood that the above-mentioned implementation method 1 and the above-mentioned implementation method 2 can be implemented separately or in combination, and the embodiments of the present application do not limit this.

[0117] Optionally, the process of judging whether the first vehicle encounters a traffic jam while heading to the target parking space along the parking route may be performed by a vehicle traffic status detection and autonomous escape unit in the first vehicle. The vehicle traffic status detection and autonomous escape unit is located in the decision-making and planning module. In order to further introduce the specific judgment process, the following describes the implementation process of the vehicle traffic status detection and autonomous escape unit judging whether a traffic jam occurs while the first vehicle is heading to the target parking space along the parking route, in conjunction with FIG5 . It should be understood that the vehicle traffic status detection and autonomous escape unit can continuously detect whether the first vehicle encounters a traffic jam while heading to the target parking space.

[0118] As shown in Figure 5, the perception module in the first vehicle performs perception prediction on the perception information to obtain multiple targets and the attributes of multiple targets (such as the future movement intention, type, location information, movement direction or shape information of each target, etc.). Afterwards, the decision-making planning module in the first vehicle (or the decision-making submodule included in the decision-making planning module) can make interactive decisions on multiple targets based on the attributes of multiple targets and the driving state information of the first vehicle, determine static targets, oncoming targets and non-game targets, and determine the interaction status of the first vehicle with static targets, oncoming targets and non-game targets (such as two-way interaction, one-way interaction or no interaction). Then, when the first vehicle is in a low-speed state (such as a speed of 3.5km / h), the vehicle traffic state detection and autonomous escape unit in the decision-making planning module can determine (or extract) the left and right boundaries of the first vehicle's drivable area (or can be called the left and right boundaries of the first vehicle's drivable area or the boundary range of the first vehicle's drivable area or the boundary range of the first vehicle's drivable area) based on the attributes of the static targets and the composition boundary information (such as the composition road or lane boundary).

[0119] For example, a meeting target may refer to a target among multiple targets whose frontal orientation is opposite to the parking path of the ego vehicle (e.g., a two-way interactive target). For example, the decision-making planning module (or the decision-making submodule included in the decision-making planning module) may select at least one target from the multiple targets whose frontal orientation is within an angle of -180 degrees to -150 degrees or 150 degrees to 180 degrees relative to the parking path of the ego vehicle, and which has or has previously had a reverse speed (e.g., a speed less than -1 km / h). For each of the at least one target, if the ego vehicle will pass by the target or the target will pass by the ego vehicle, the decision-making planning module (or the decision-making submodule included in the decision-making planning module) may determine the target as a meeting target.

[0120] For each oncoming target within the area of ​​interest (or perception area or ego vehicle threshold range), the vehicle traffic status detection and autonomous escape unit can determine whether the first vehicle is blocking the travel of the oncoming target based on the left and right boundaries of the first vehicle's drivable area and the interaction status between the first vehicle and the oncoming target (it can be understood that the vehicle traffic status detection and autonomous escape unit determines whether the first vehicle is blocking the travel of the oncoming target based on the oncoming trafficability judgment based on the interactive decision). If the first vehicle blocks the travel (or passage) of the oncoming target, the vehicle traffic status detection and autonomous escape unit determines that the first vehicle is in a traffic jam situation, and at this time the oncoming target is the first target (which can be understood as a candidate escape target).

[0121] For example, in some possible embodiments, when the interaction state between the first vehicle and the oncoming target is a two-way interaction, if the oncoming target is traveling relative to the first vehicle on the left side of the first vehicle, the vehicle traffic state detection and autonomous escape unit can select (or determine) multiple points at set distance intervals (e.g., every 0.1m) in the passable area on the left side of the first vehicle, and for each of the multiple points, calculate whether the passable width corresponding to the point is greater than or equal to the first width threshold. If the oncoming target is traveling relative to the first vehicle on the right side of the first vehicle, the vehicle traffic state detection and autonomous escape unit can select (or determine) multiple points at set distance intervals (e.g., every 0.1m) in the passable area on the left side of the first vehicle, and calculate whether the passable width corresponding to the point is greater than or equal to the first width threshold. It can be understood that if the passable width corresponding to any point is less than the first width threshold, the vehicle traffic state detection and autonomous escape unit can determine that the first vehicle is blocking the travel (or passage) of the oncoming target. If the passable widths corresponding to the multiple points are all greater than or equal to the first width threshold, the vehicle traffic status detection and autonomous escape unit can determine that the first vehicle does not block the travel (or passage) of the oncoming vehicle. For example, the first width threshold can be the sum of the width of the oncoming vehicle and the additional amount. For example, the additional amount can be 0.3m*2.

[0122] For example, the first vehicle is vehicle A, the oncoming target is vehicle B, and vehicle B may pass through the left passable area of ​​vehicle A. N points (such as point 1, point 2, point 3, ..., point N) are determined in the left passable area of ​​vehicle A according to a set distance interval (such as 0.1m). As shown in Figure 6a, the vehicle traffic status detection and autonomous escape unit in vehicle A can calculate whether the distance width between each point and the left boundary of the vehicle A's drivable area is greater than or equal to the first width threshold in the order of point 1, point 2, point 3, ..., point N. If there is at least one point among the N points whose distance width to the left boundary of the vehicle A's drivable area is less than the first width threshold, the vehicle traffic status detection and autonomous escape unit can determine that vehicle A blocks the passage of vehicle B. If the distance widths of the N points to the left boundary of the vehicle A's drivable area are all greater than or equal to the first width threshold, the vehicle traffic status detection and autonomous escape unit can determine that vehicle A will not block the passage of vehicle B.

[0123] In other possible embodiments, not only the passable width needs to be considered, but also the kinematic characteristics of the oncoming vehicle and the obstacles surrounding the oncoming vehicle. For example, when the ego vehicle and the oncoming vehicle meet on a curve, the passable width next to the ego vehicle may be greater than or equal to the first width threshold. However, the oncoming vehicle cannot adjust its position to pass by the ego vehicle without reversing. If there is an obstacle behind the oncoming vehicle that prevents it from reversing, the ego vehicle will also block the oncoming vehicle from passing if it does not make room.

[0124] For each non-game target within the area of ​​interest (or perception area or vehicle threshold range), the vehicle traffic status detection and autonomous escape unit can determine whether the non-game target is blocking the travel of the first vehicle based on the left and right boundaries of the first vehicle's drivable area and the interaction status between the first vehicle and the non-game target. If the non-game target is blocking the travel of the first vehicle, the vehicle traffic status detection and autonomous escape unit determines that the first vehicle is in a traffic jam and can deduce the feasibility of escape for the non-game target. At this time, the non-game target is the second target (which can be understood as a candidate escape target).

[0125] For example, in some possible embodiments, when the interaction state between the first vehicle and the non-game target is a one-way interaction, if the non-game target is stationary at the left front position of the first vehicle, the vehicle traffic state detection and autonomous escape unit can determine multiple points at a set distance interval (for example, every 0.1m) in the drivable area of ​​the first vehicle, and for each of the multiple points, calculate whether the corresponding passable width of the point is greater than or equal to the second width threshold. If the non-game target is stationary at the right front position of the first vehicle, the vehicle traffic state detection and autonomous escape unit can determine multiple points at a set distance interval (for example, every 0.1m) in the drivable area of ​​the first vehicle, and for each of the multiple points, calculate whether the corresponding passable width of the point is greater than or equal to the second width threshold. It can be understood that if there is any point whose corresponding passable width is less than the second width threshold, the vehicle traffic state detection and autonomous escape unit can determine that the non-game target is blocking the travel (or passage) of the first vehicle. If the passable widths corresponding to the multiple points are all greater than or equal to the second width threshold, the vehicle traffic status detection and autonomous escape unit can determine that the non-game target does not block the travel (or passage) of the first vehicle. For example, the second width threshold can be the sum of the width of the first vehicle and the additional amount. For example, the additional amount can be 0.15m*2.

[0126] For example, the first vehicle is vehicle A, the non-game target is vehicle C, vehicle C is parked in the left front position of vehicle A, and N points (such as point 1, point 2, ..., point N) are determined in the right passable area of ​​vehicle C according to a set distance interval (such as 0.1m). As shown in Figure 6b, the vehicle traffic status detection and autonomous escape unit in vehicle A can calculate whether the distance width between each point and the right boundary of the vehicle A drivable area is greater than or equal to the second width threshold in the order of point 1, point 2, ..., point N. If there is at least one point among the N points whose distance width to the right boundary of the vehicle A drivable area is less than the second width threshold, the vehicle traffic status detection and autonomous escape unit can determine that vehicle C blocks the passage of vehicle A. If the distance widths of the N points to the right boundary of the vehicle A drivable area are all greater than or equal to the second width threshold, the vehicle traffic status detection and autonomous escape unit can determine that vehicle C will not block the passage of vehicle A.

[0127] Based on the above content, the following describes the implementation process of the first vehicle performing escape planning (or autonomous escape planning or motion planning) for the first target or the second target through the following possible implementation methods.

[0128] Method 1: When the first vehicle determines at least one first target (such as at least one oncoming target as a candidate escape target), the first vehicle can arbitrate (or select or determine) one first target as an escape target from the at least one first target (or it can be understood as taking a certain first target as an escape target), and can perform escape planning for the first target based on the decision result of the first target, so as to attempt to initiate autonomous escape.

[0129] In an embodiment of the present application, the first vehicle can obtain the escape priority of at least one first target, and can determine the first target with the highest escape priority among the at least one first target as the escape target based on the escape priority of the at least one first target. The escape priority of each first target in the at least one first target is determined based on the traffic conditions of the road area where the first target is located, the type of the first target, the right-of-way relationship between the first vehicle and the first target, and in combination with indicators such as safety, trafficability, comfort, and attention.

[0130] Optionally, the first vehicle may also perform an escape plan for the first target based on the decision result of the first target and the boundary of the passable area of ​​the first vehicle (or the boundary of the drivable area, including the left boundary and the right boundary of the drivable area). In this way, by introducing the boundary of the passable area of ​​the first vehicle, the boundary restrictions of the road area where the first vehicle is located (or the area surrounding the first vehicle) can be fully considered, so that the first vehicle can more accurately determine whether there is a parking position (or a parking area) in the road area where the first vehicle is located that can be used for the first vehicle to escape autonomously, thereby making the escape plan of the first vehicle for the first target more accurate and more targeted.

[0131] In one example, when the first vehicle fails to escape by itself (for example, the first target fails to pass and / or the first vehicle fails to pass), the first vehicle may promptly send a first request to the terminal device. In another example, when the first vehicle succeeds in its attempt to escape by itself (that is, both the first target and the first vehicle successfully pass), the first vehicle may continue to automatically cruise to the target parking space according to the parking route. If the first vehicle does not encounter a traffic jam during the subsequent automatic cruising process, the first vehicle starts parking when it reaches the vicinity of the target parking space according to the parking route until it parks in the target parking space. Optionally, if the first vehicle encounters a traffic jam again during the subsequent automatic cruising process, the first vehicle may try to escape by itself again. When the first vehicle fails to escape by itself, the first vehicle may send a first request to the terminal device. When the first vehicle succeeds in its attempt to escape by itself, the first vehicle may continue to automatically cruise to the target parking space according to the parking route. And so on, until the first vehicle parks in the target parking space or waits for the user to take over on site.

[0132] In an embodiment of the present application, when the first vehicle blocks the passage of the first target and the first vehicle encounters a traffic jam on the way to the target parking space, the first vehicle can adopt (or use) the following escape plan after taking a certain first target as the escape target: If it is determined that there is an idle area (or it can be called an open area) around the first vehicle, the first vehicle can try to park in the idle area to leave passage space (or it can be called a passage area) for the first target, so that the first vehicle can escape autonomously. It is understandable that when the first vehicle determines that there is an idle area around it, the first vehicle can plan a driving route to the idle area based on the surrounding environment information, and can go to the idle area according to the planned driving route.

[0133] For example, the first vehicle can determine whether there is a free area on the right side of the first vehicle for the first vehicle to park based on the decision result of the first target (such as avoiding the first target to the right and slowing down in the longitudinal direction) (or based on the decision result of the first target and the boundary of the drivable area of ​​the first vehicle). If there is a free area on the right side of the first vehicle for the first vehicle to park, the first vehicle can try to park in the free area on the right side, so as to leave a passage space for the first target on the left side of the first vehicle, and after the first target passes the passage space, the first vehicle can continue to automatically cruise to the target parking space according to the parking route, that is, the first vehicle successfully attempts to escape independently. If there is no free area on the right side of the first vehicle for the first vehicle to park, it is determined that the first vehicle's attempt to escape independently has failed, and the first vehicle can send a first request to the terminal device.

[0134] Optionally, the first vehicle may also determine whether the first vehicle can attempt to park along the right side of the road based on the decision result of the first target (such as avoiding the first target to the right and slowing down in the longitudinal direction) (or based on the decision result of the first target and the boundary of the passable area of ​​the first vehicle) to leave enough passage space for the first target. If the first vehicle successfully attempts to park along the right side of the road to leave enough passage space for the first target, the first vehicle can continue to automatically cruise to the target parking space according to the parking route after the first target passes the passage space, that is, the first vehicle successfully attempts to escape autonomously. If the first vehicle fails to attempt to park along the right side of the road to leave enough passage space for the first target, it is determined that the first vehicle's attempt to escape autonomously has failed, and the first vehicle can send a first request to the terminal device.

[0135] For example, please continue to refer to Figure 5. After the vehicle traffic status detection and autonomous escape unit in the first vehicle takes a certain first target as the escape target, the relevant information of the first target (such as the name or logo of the first target) can be sent to the decision submodule in the decision planning module. After receiving the relevant information of the first target (or the relevant information of the escape target), the decision submodule can judge the road right relationship between the first vehicle and the first target based on the road environment information and traffic rules, and comprehensively consider indicators such as safety, passability, and comfort to decide the action to be taken for the first target (i.e., the decision result), and the decision result of the first target can be sent to the planning submodule included in the decision planning module. After receiving the decision result of the first target, the planning submodule can perform escape planning for the first target based on the decision result of the first target (or based on the decision result of the first target and the passable area boundary of the first vehicle), obtain an escape planning scheme (or an escape decision scheme, such as a scheme for how to park in the free area on the right or a scheme for how to park on the right road edge), and can send the escape planning scheme to the control module. The boundary of the traversable area for the first vehicle is obtained from the vehicle traffic status detection and autonomous escape unit. After receiving the escape plan, the control module can determine a control variable for controlling the first vehicle to implement the escape plan (such as parking in an empty area on the right or on the right side of the road) based on the escape plan and the driving status information of the first vehicle, and can send the control variable to the actuator.

[0136] Method 2: When the first vehicle determines at least one second target (such as at least one non-game target as a candidate escape target), the first vehicle can arbitrate one of the at least one second targets as the escape target (or it can be understood as taking a certain second target as the escape target), and can make an escape plan for the second target based on the decision result of the second target, so as to try to initiate autonomous escape.

[0137] In an embodiment of the present application, the first vehicle can obtain the escape priority of at least one second target, and can determine the second target with the highest escape priority among the at least one second target as the escape target based on the escape priority of the at least one second target. The escape priority of each second target in the at least one second target is determined based on the traffic conditions of the road area where the second target is located, the type of the second target, the right-of-way relationship between the first vehicle and the second target, and in combination with indicators such as safety, trafficability, comfort, and attention.

[0138] Optionally, the first vehicle may also perform an escape plan for the second target based on the decision result of the second target and the boundary of the passable area of ​​the first vehicle. In this way, by introducing the boundary of the passable area of ​​the first vehicle, the boundary restrictions of the road area where the first vehicle is located (or the area surrounding the first vehicle) can be fully considered, so that the first vehicle can more accurately determine whether there is a parking position in the road area where the first vehicle is located that can be used for the first vehicle to escape independently, thereby making the escape plan of the first vehicle for the second target more accurate and targeted.

[0139] In one example, when the first vehicle fails to escape by itself (for example, the first vehicle fails to pass), the first vehicle can promptly send a first request to the terminal device. In another example, when the first vehicle succeeds in its attempt to escape by itself (that is, the first vehicle successfully passes), the first vehicle can continue to automatically cruise to the target parking space according to the parking route. If the first vehicle does not encounter a traffic jam during the subsequent automatic cruising process, the first vehicle starts parking when it reaches the vicinity of the target parking space according to the parking route until it parks in the target parking space. Optionally, if the first vehicle encounters a traffic jam again during the subsequent automatic cruising process, the first vehicle can try to escape by itself again. When the first vehicle fails to escape by itself, the first vehicle can send a first request to the terminal device. When the first vehicle succeeds in its attempt to escape by itself, the first vehicle can continue to automatically cruise to the target parking space according to the parking route. And so on, until the first vehicle parks in the target parking space or waits for the user to take over on site.

[0140] In an embodiment of the present application, when there is a second target blocking the passage of the first vehicle and the first vehicle is in a traffic jam on the way to the target parking space, the first vehicle can take (or use) the following escape plan after taking a certain second target as the escape target: the first vehicle can try to pass through the narrow passage between the second target and the boundary of the passable area of ​​the first vehicle, or the first vehicle can also try to bypass the second target. If the first vehicle successfully passes through the narrow passage or successfully bypasses the second target, the first vehicle can continue to automatically cruise to the target parking space according to the parking route, that is, the first vehicle successfully attempts to escape independently. If the first vehicle fails to pass through the narrow passage (or can be called a failure) or fails to bypass the second target, it is determined that the first vehicle fails to escape independently, and the first vehicle can send a first request to the terminal device. It can be understood that if the first vehicle attempts to bypass the second target, the first vehicle can plan the driving route required to bypass the second target based on the surrounding environment information, and can achieve the bypass of the second target according to the planned driving route.

[0141] For example, let's take vehicle A as the first vehicle, vehicle C as the non-game target, and vehicle C as the example. When vehicle C blocks vehicle A's passage, causing vehicle A to be stuck, vehicle A can try to slowly and carefully pass through the narrow passage between vehicle C and the right boundary of vehicle A's passable area, or vehicle A can also try to bypass vehicle C. For another example, let's take vehicle A as the first vehicle, vehicle C as the non-game target, and vehicle C as the example. When vehicle C blocks vehicle A's passage, causing vehicle A to be stuck, vehicle A can try to slowly and carefully pass through the narrow passage between vehicle C and the left boundary of vehicle A's passable area, or vehicle A can also try to bypass vehicle C.

[0142] Exemplarily, please continue to refer to Figure 5. After the vehicle traffic status detection and autonomous escape unit in the first vehicle uses a certain second target as an escape target, the relevant information of the second target (such as the name or logo of the second target) can be sent to the decision submodule in the decision planning module. After receiving the relevant information of the second target (or the relevant information of the escape target), the decision submodule can judge the right of way relationship between the first vehicle and the second target based on road environment information and traffic rules, and comprehensively consider indicators such as safety, passability, and comfort to decide the action to be taken for the second target (i.e., decision result), and can send the decision result of the second target to the planning submodule included in the decision planning module. After receiving the decision result of the second target, the planning submodule can perform escape planning for the second target based on the decision result of the second target (or based on the decision result of the second target and the passable area boundary of the first vehicle), obtain an escape planning scheme (such as how to pass through a narrow passage or how to bypass the second target), and can send the escape planning scheme to the control module. After receiving the escape plan, the control module can determine the control amount used to control the first vehicle to implement the escape plan (such as passing through a narrow passage or bypassing the second target) based on the escape plan and the driving status information of the first vehicle, and can send the control amount to the actuator.

[0143] Method three: When the first vehicle determines at least one first target (such as at least one oncoming target as a candidate escape target) and at least one second target (such as at least one non-game target as a candidate escape target), the first vehicle can arbitrate one target (such as a first target or a second target) from the at least one first target and the at least one second target as the escape target, and can perform escape planning for the target based on the decision result of the target, so as to attempt to initiate autonomous escape.

[0144] In an embodiment of the present application, the first vehicle can obtain the escape priority of at least one first target and the escape priority of at least one second target, and can determine the escape priority of the at least one first target and the at least one second target as the escape target based on the escape priority of the at least one first target and the escape priority of the at least one second target.

[0145] For example, let's take vehicle A as the first vehicle, vehicle B as the first target, and traffic pillars in the basement as the second target. Vehicle A determines that the priority of vehicle B's escape is higher than the priority of traffic pillars by comprehensively considering the traffic conditions in the road area where vehicle A is located, the type of vehicle B, the type of traffic pillars, the right of way relationship between the first vehicle and vehicle B and the traffic pillars respectively, and combining indicators such as safety, passability, comfort, and attention. Afterwards, vehicle A can arbitrate vehicle B as the escape target (which can be understood as taking vehicle B as the escape target). Optionally, for vehicle B as the escape target, vehicle A can adopt the following escape plan: vehicle A chooses to reverse to allow vehicle B to pass normally, so that vehicle A can escape autonomously.

[0146] Optionally, the first vehicle may also perform an escape plan for the first target based on the decision result of the target and the boundary of the passable area of ​​the first vehicle. In this way, by introducing the boundary of the passable area of ​​the first vehicle, the boundary restrictions of the road area where the first vehicle is located (or the area surrounding the first vehicle) can be fully considered, so that the first vehicle can more accurately determine whether there is a parking position (or it can be called a parking area) required for the first vehicle to escape autonomously in the road area where the first vehicle is located, thereby making the escape plan of the first vehicle for the target more accurate and targeted.

[0147] For example, taking the goal as the first goal, the description of the escape plan for the first goal in method three can refer to the description of the above method one, and will not be repeated here. For another example, taking the goal as the second goal, the description of the escape plan for the second goal in method three can refer to the description of the above method two, and will not be repeated here.

[0148] Step 302: In response to a first operation of a user on a parking interface, the terminal device obtains first parking information of a first vehicle and sends the first parking information to the first vehicle. Accordingly, the first vehicle receives the first parking information from the terminal device.

[0149] The first operation may be an operation of a user of the first vehicle dragging a virtual parking space (or a virtual parking space frame) on the parking interface. The first parking information may be used to indicate a first parking position required for the first vehicle to escape.

[0150] In one example, after receiving the first request from the first vehicle, the terminal device may display a prompt message on the parking interface presented by the target application (such as an in-vehicle application installed on the first vehicle or a vehicle APP installed on a smart phone). The prompt message is used to prompt the user to confirm whether to remotely assist the first vehicle in getting out of trouble. In response to the user's confirmation operation, the terminal device may generate a surrounding environment view (such as a 360° bird's-eye view) of the first vehicle based on the driving status information of the first vehicle and the surrounding environment information of the first vehicle collected by the in-vehicle device of the first vehicle (such as a sensor system), and may present the surrounding environment view of the first vehicle on the parking interface. The surrounding environment view of the first vehicle may include a virtual parking space. For example, the surrounding environment view of the first vehicle enables the user to view the surrounding environment information of the first vehicle in real time to effectively judge the traffic conditions.

[0151] In another example, after receiving a first request from a first vehicle, the terminal device may generate a view of the first vehicle's surroundings (e.g., a 360-degree bird's-eye view) based on the first vehicle's driving status information and surrounding environment information collected by the first vehicle's onboard equipment (e.g., a sensor system), and may present the view of the first vehicle's surroundings on a parking interface, allowing a user to view the first vehicle's surrounding environment information in real time to effectively determine traffic conditions. The view of the first vehicle's surroundings may include a virtual parking space.

[0152] As shown in Figure 7, a user can specify the target position (e.g., first parking position) of the first vehicle by dragging a custom virtual parking space in the first vehicle's surrounding environment view (e.g., a 360° bird's-eye view). This allows the first vehicle to specify its parking position, helping to control the first vehicle to park at the designated location in a timely and efficient manner, thereby helping the first vehicle escape from a predicament. Compared to existing technologies, this method can achieve the effects of reduced costs, reduced network dependence, simplified operation, and greater flexibility. For example, a user can specify the target position (e.g., first parking position) of the first vehicle by dragging a virtual parking space in a 360° bird's-eye view. Exemplarily, the target position (e.g., first parking position) of the first vehicle can include the first vehicle's parking position (or can be understood as the parking position coordinates) and the parking posture (or can be referred to as the parking posture, such as the attitude angle (e.g., pitch angle, roll angle) when docked). In response to the user's operation of dragging the virtual parking space in the 360° bird's-eye view, the terminal device can obtain the first parking position of the first vehicle and can send the first parking posture of the first vehicle to the first vehicle. In this way, the user only needs to drag and click the target application on the terminal device to complete the relevant operations. There is no need to directly and accurately operate the throttle, brake control system, steering control system, or gear control system of the vehicle's bottom layer, so the usage threshold is low and the user-friendliness is high. Furthermore, the method does not require the user to perform real-time operations on the target application, because the escape operation of the first vehicle is mostly completed autonomously by the first vehicle, thereby reducing the dependence on high-bandwidth and low-latency networks and improving the availability and robustness of the system. In addition, the method is to achieve the target posture of the first vehicle by the user dragging a custom virtual parking space, so that the user can dynamically formulate a corresponding escape plan according to the actual situation (that is, the user specifies a new target posture by continuing to drag the virtual parking space to form a new escape method for the first vehicle (or it can be called a new escape plan), such as the user can drag the virtual parking space on the parking interface multiple times to respectively correspond to the new target posture). In this way, the system is highly flexible and can better adapt to different scenarios and needs.

[0153] Figure 8 is a schematic diagram of a user remotely assisting a vehicle to escape from distress provided by an embodiment of the present application. As shown in Figure 8, the automated driving system (ADS) corresponding to the first vehicle can send a remote assistance escape request to the client on the terminal device (such as an in-vehicle application installed on the first vehicle or a vehicle APP installed on a smartphone). Among them, the remote assistance escape request is used to request the user to remotely assist the first vehicle to escape from distress. After receiving the remote assistance escape request, the client can present the surrounding environment view of the first vehicle on the parking interface. Optionally, the method for generating the surrounding environment view of the first vehicle can refer to the relevant description above and will not be repeated here. The user can specify the target posture of the first vehicle by dragging a custom virtual parking space in the surrounding environment view of the first vehicle (it can be understood that the user drags the virtual parking space on the parking interface to specify the target posture of the first vehicle). In response to the user's operation of dragging the virtual parking space, the terminal device can obtain the target posture of the first vehicle (such as the first parking posture) and can send the target posture of the first vehicle to the ADS.

[0154] Step 303: The first vehicle parks according to the first parking information and sends a second request to the terminal device. Accordingly, the terminal device receives the second request from the first vehicle.

[0155] The second request may be used to request confirmation of whether the first vehicle has escaped successfully.

[0156] In the embodiment of the present application, after receiving the first parking information of the first vehicle, the first vehicle may park according to the first parking information and, after parking is completed, switch to a standby state (which can be understood as waiting for instructions, such as waiting for the user's next instruction). Thereafter, the first vehicle may send a second request to the terminal device.

[0157] Continuing with Figure 8, after receiving the target position of the first vehicle, the ADS invokes the first vehicle's parking capabilities (e.g., the first vehicle's throttle, brake control system, steering control system, or gear control system) based on the target position to achieve parking. After the first vehicle completes parking, the ADS switches to the standby state and sends a second request to the client.

[0158] Step 304: The terminal device obtains a first instruction in response to the second operation of the user on the parking interface, and sends the first instruction to the first vehicle. Accordingly, the first vehicle receives the first instruction from the terminal device.

[0159] The second operation may be an operation triggered on the parking interface by the user due to the remote assistance of the first vehicle to successfully escape. The first instruction may be used to instruct the first vehicle to resume the parking operation (or may be understood as resuming the cruise operation).

[0160] In one possible implementation, after receiving the second request, the terminal device may display the second request to the user in the form of a pop-up window or prompt information (or prompt message) or notification message on the parking interface to prompt the user to perform the corresponding operation. If the user determines that the first vehicle has successfully escaped, the user may edit the first instruction for the first vehicle to resume parking (or resume cruising) on ​​the parking interface and submit it. In response to the user's second operation on the parking interface (such as editing and submitting the first instruction), the terminal device may obtain the first instruction and may send the first instruction to the first vehicle.

[0161] For example, please continue to refer to Figure 8. After receiving the second request, the client can display the second request to the user in the form of a pop-up window or prompt information (or prompt message) or notification message on the parking interface to prompt the user to perform the corresponding operation. If the user determines that the first vehicle has successfully escaped, the user can send an instruction to resume parking or resume cruising (such as the first instruction) to the first vehicle through the parking interface, so that the first vehicle can continue to go to the target parking space based on the parking route according to the instruction to resume parking or resume cruising. If the user determines that the first vehicle has not successfully escaped and needs to continue to escape, the user can continue to drag the virtual parking space on the parking interface to realize the designation of the new target posture of the first vehicle (such as the second parking posture), and can send the second parking posture of the first vehicle to the first vehicle, so that the first vehicle can call the parking capability according to the second parking posture to realize the parking of the first vehicle.

[0162] Optionally, if the user determines that the first vehicle has not yet successfully escaped and needs to continue to escape, the user may trigger a third operation on the parking interface. The third operation may be the user continuing to drag the virtual parking space on the parking interface. In response to the user's third operation on the parking interface, the terminal device may obtain the first vehicle's second parking information and may send the first vehicle's second parking information to the first vehicle. The second parking information may indicate the second parking position required for the first vehicle to continue to escape. For example, the first vehicle's second parking position may include the first vehicle's parking position and parking posture (e.g., attitude angles (e.g., pitch angle and roll angle) when parked). After receiving the second parking information, the first vehicle may dock according to the second parking information and may send a third request to the terminal device. The third request is for confirming whether the first vehicle has successfully escaped (which can be understood as a request to continue to confirm whether the first vehicle has successfully escaped). After receiving the third request, the terminal device may display the third request to the user on the parking interface in the form of a pop-up window, prompt (or message), or notification message, prompting the user to perform the corresponding operation. If the user determines that the first vehicle has successfully escaped, the user can edit and submit a second instruction on the parking interface to cause the first vehicle to resume parking (or resume cruising). In response to a fourth user operation on the parking interface (e.g., editing and submitting the second instruction), the terminal device can retrieve the second instruction and send it to the first vehicle. The fourth operation can be triggered by the user on the parking interface due to successful remote assistance to the first vehicle's escape, and the second instruction can be used to instruct the first vehicle to resume parking (or, alternatively, to resume cruising). After receiving the second instruction, the first vehicle can, in accordance with the second instruction, drive from the parking location corresponding to the second parking information to the target parking space along the parking route. In this way, the method allows the user to continue to specify a new target position by dragging the virtual parking space on the parking interface. Furthermore, the user can dynamically adjust the parking position required for the first vehicle's escape based on the first vehicle's actual situation (e.g., whether the first vehicle is escaped or whether the first vehicle's escaped parking location will affect other vehicles or pedestrians). This allows for greater flexibility in the first vehicle's escape method, thereby maximizing the chance of successful escape and improving the success rate of escape attempts.

[0163] For example, if the user determines that the first vehicle has not yet successfully escaped and needs to continue to escape, the user can continue to drag the custom virtual parking space in the surrounding environment view of the first vehicle as shown in Figure 7 (such as a 360° bird's-eye view) to specify the new target position of the first vehicle (such as the second parking position). This will help control the first vehicle to park at the new designated position in a timely and effective manner, thereby helping the first vehicle to continue to escape from the predicament. For example, the user can specify the new target position of the first vehicle (such as the second parking position) by dragging the virtual parking space in the 360° bird's-eye view. In response to the user's operation of dragging the virtual parking space in the 360° bird's-eye view, the terminal device can obtain the second parking position of the first vehicle and send the second parking position of the first vehicle to the first vehicle. After receiving the second parking position, the first vehicle can dock according to the second parking position and send a third request to the terminal device. It is understood that the relevant description after the terminal device receives the third request can refer to the relevant description after the terminal device receives the third request above, which will not be repeated here.

[0164] In another possible implementation, after receiving the second request, the terminal device may display the second request to the user in the form of a pop-up window or prompt information (or prompt message) or notification message on the parking interface, and wait for the user to confirm. If the user determines that the first vehicle has been successfully rescued, the user may click a button (such as a "yes" button) on the parking interface to indicate that the first vehicle has been successfully rescued. In response to the user's click operation, the terminal device may generate a first instruction and send the first instruction to the first vehicle. Optionally, if the user determines that the first vehicle has been successfully rescued, the user may also edit the first instruction for resuming parking operation (or resuming cruising operation) for the first vehicle on the parking interface and submit it. In response to the user's submission operation, the terminal device may obtain the first instruction and send the first instruction to the first vehicle. Optionally, if the user determines that the first vehicle has been successfully rescued, the user may also click the button for indicating that the first vehicle has been successfully rescued on the parking interface, and after clicking, edit the first instruction for resuming parking operation (or resuming cruising operation) for the first vehicle on the parking interface and submit it. In response to the user's click operation and submit operation, the terminal device can obtain the first instruction and send the first instruction to the first vehicle.

[0165] Optionally, if the user determines that the first vehicle has not yet successfully escaped and needs to continue to escape, the user can click a button on the parking interface indicating that the first vehicle failed to escape (such as a "No" button) and then continue to trigger a third operation on the parking interface. In response to the user's third operation on the parking interface, the terminal device can obtain the second parking information of the first vehicle and send the second parking information of the first vehicle to the first vehicle. After receiving the second parking information, the first vehicle can park according to the second parking information and send a third request to the terminal device. After receiving the third request, the terminal device can display the third request to the user on the parking interface in the form of a pop-up window, prompt information (or prompt message), or notification message to prompt the user to perform the corresponding operation. If the user determines that the first vehicle has successfully escaped, the user can edit and submit a second instruction on the parking interface to resume parking (or resume cruising) for the first vehicle. In response to the user's fourth operation on the parking interface, the terminal device can obtain the second instruction and send the second instruction to the first vehicle. After receiving the second instruction, the first vehicle can drive from the parking position corresponding to the second parking information to the target parking space on the parking route according to the second instruction. In this way, the method can enable the user to continue to specify a new target position by dragging the virtual parking space on the parking interface, and further enable the user to dynamically adjust the parking position required for the first vehicle to escape according to the actual situation of the first vehicle (such as whether it is out of trouble or whether the parking position where the first vehicle escapes affects other vehicles or pedestrians). This can make the escape method of the first vehicle more flexible, so that the first vehicle can escape successfully as much as possible, which helps to improve the success rate of vehicle escape.

[0166] In addition, it is understandable that if the user determines that remote assistance is no longer able to help the first vehicle out of trouble, the user can trigger a fifth operation on the parking interface. The fifth operation can be an operation triggered by the user on the parking interface due to the failure of remote assistance to the first vehicle to escape from trouble (for example, the user edits a third instruction on the parking interface to make the first vehicle wait for the user to take over on site and submits it). The third instruction can be used to instruct the first vehicle to wait for the user to take over on site. In response to the user's fifth operation on the parking interface, the terminal device can obtain the third instruction and can send the third instruction to the first vehicle. After receiving the third instruction, the first vehicle can wait for the user to take over on site.

[0167] Step 305: The first vehicle drives from the parking position corresponding to the first parking information to the parking route and continues to the target parking space according to the first instruction.

[0168] In an embodiment of the present application, after receiving the first instruction, the first vehicle may plan a first driving route that connects to the parking route according to the parking position included in the first parking posture indicated by the first parking information. Afterwards, the first vehicle may drive to the parking route according to the first driving route and continue to the target parking space on the parking route. If the first vehicle does not encounter a traffic jam on the parking route subsequently, the first vehicle will start parking when it reaches the vicinity of the target parking space according to the parking route until it parks in the target parking space, at which point the unmanned valet parking task ends. If the first vehicle continues to encounter a traffic jam on the parking route subsequently, the first vehicle may continue to try to escape independently. When the first vehicle's attempt to escape independently fails, the first vehicle may continue to send a remote assistance escape request to the terminal device. When the first vehicle's attempt to escape independently succeeds, the first vehicle may continue to go to the target parking space along the parking route.

[0169] Optionally, after the first vehicle receives the second instruction, the first vehicle may also plan a second driving route that connects to the parking route based on the parking position included in the second parking posture indicated by the second parking information. Afterwards, the first vehicle may drive to the parking route according to the second driving route and continue to the target parking space on the parking route. If the first vehicle does not encounter a traffic jam on the parking route later, the first vehicle will start parking when it reaches the vicinity of the target parking space along the parking route until it parks in the target parking space, at which point the unmanned valet parking task ends. If the first vehicle continues to encounter a traffic jam on the parking route later, the first vehicle may continue to try to escape independently. When the first vehicle's attempt to escape independently fails, the first vehicle may continue to send a remote assistance escape request to the terminal device. When the first vehicle's attempt to escape independently succeeds, the first vehicle may continue to go to the target parking space along the parking route.

[0170] It can be seen from the above steps 301 to 305 that when the first vehicle encounters a traffic jam on the parking route to the target parking space, since the vehicle has a certain ability to escape from the jam autonomously, the first vehicle can try to escape from the jam autonomously, which can reduce the frequency of user remote intervention as much as possible and help ensure user experience. If the first vehicle's autonomous escape attempt fails, the first vehicle can send a remote assistance request (such as a first request) to the terminal device so that the user can remotely assist the first vehicle to escape from the jam. When the user successfully remotely assists the first vehicle to escape from the jam, the first vehicle can continue to go to the target parking space based on the parking route according to the corresponding instructions from the terminal device. In this way, the method can improve the reliability and success rate of unmanned valet parking by combining vehicle autonomous escape from the jam with user remote assistance, and can avoid the user's experience and willingness to use being affected by the user's on-site intervention as much as possible, which helps to solve the problem of unmanned valet parking vehicles encountering traffic jams. In addition, the method does not need to rely on a cloud cockpit and a safety officer, so it can reduce equipment and maintenance costs.

[0171] It should be noted that in the description of this application, "at least one" refers to one or more, and "plurality" refers to two or more. "And / or" describes the association relationship of associated objects, indicating that three relationships can exist. For example, A and / or B can represent: the existence of A alone, the existence of A and B at the same time, and the existence of B alone, where A and B can be singular or plural. The character " / " generally indicates that the associated objects before and after are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, "at least one of A, B and C" includes A, B, C, AB, AC, BC or ABC. And, unless otherwise specified, the ordinal numbers such as "first", "second", and "third" mentioned in the embodiments of this application are used to distinguish multiple objects and are not used to limit the order, timing, priority or importance of multiple objects. In addition, the terms "including", "comprising", "having" and their variations appearing in this application all mean "including but not limited to" unless otherwise specifically emphasized.

[0172] In addition, it should be noted that each step involved in the above embodiments can be performed by a corresponding device, or by a component such as a chip, processor, or chip system within the device, and the embodiments of the present application do not limit this. The above embodiments are described only as examples of execution by corresponding devices.

[0173] It should be noted that in each of the above embodiments, some steps may be selected for implementation, and the order of the steps in the diagrams may be adjusted for implementation, and this application does not limit this. It should be understood that executing some of the steps in the diagrams, adjusting the order of the steps, or combining them for specific implementation all fall within the scope of protection of this application.

[0174] It is understandable that in order to implement the functions in the above embodiments, the various devices involved in the above embodiments include hardware structures and / or software modules corresponding to the execution of each function. It should be readily apparent to those skilled in the art that, in combination with the units and method steps of the various examples described in the embodiments disclosed in this application, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application scenario and design constraints of the technical solution.

[0175] It should be noted that the "steps" in the embodiments of this application are merely illustrative and serve as a method of expression for a better understanding of the embodiments. They do not constitute a substantial limitation on the execution of the solutions of this application. For example, the "steps" can also be understood as "features." Furthermore, the steps do not constitute any limitation on the execution order of the solutions of this application. Any changes to the order of steps, or any operations such as step merging or splitting that do not affect the implementation of the overall solution, resulting in new technical solutions, are also within the scope of this application.

[0176] The following is a schematic diagram of the structure of a possible smart parking device provided in an embodiment of the present application. These smart parking devices can be used to implement the functions of the first vehicle or terminal device in the above-mentioned method embodiment, and thus can also achieve the beneficial effects possessed by the above-mentioned method embodiment. For example, the smart parking device can be a vehicle 100 as shown in FIG1 , or it can also be a functional element (such as a processor or chip, etc.) provided in the vehicle 100, which has the function of implementing the smart parking method executed by the first vehicle in the above-mentioned method embodiment. The smart parking device can also be a terminal device, or it can also be a functional element (such as a processor or chip, etc.) in the terminal device, which has the function of implementing the smart parking method executed by the terminal device in the above-mentioned method embodiment.

[0177] As shown in Figure 9 , smart parking device 900 includes a transceiver module 901 (or a communication module, transceiver unit, or communication unit, for sending and receiving data) and a processing module 902 (or a processing unit). Smart parking device 900 is used to implement the functions of the first vehicle or terminal device in the method embodiment shown in Figure 3 above.

[0178] Optionally, the transceiver module 901 may include a receiving module and / or a transmitting module. The receiving module may be used by the intelligent parking device 900 to receive signals (or information, or data, etc.); the transmitting module may be used by the intelligent parking device 900 to transmit signals (or information, or data, etc.). The transmitting module may transmit signals (or information, or data, etc.) under the control of the processing module 902, and the receiving module may receive signals (or information, or data, etc.) under the control of the processing module 902.

[0179] When the intelligent parking device 900 is used to implement the functions of the first vehicle in the method embodiment shown in FIG. 3 , the transceiver module 901 is configured to send a first request to a terminal device if the first vehicle encounters a traffic jam on the parking route to the target parking space and fails to autonomously escape. The first request may be used to request assistance in escaping the first vehicle. The transceiver module 901 is also configured to receive first parking information from the terminal device. The first parking information may indicate a first parking position required for the first vehicle to escape. The processing module 902 is configured to park the vehicle according to the first parking information. The transceiver module 901 is also configured to send a second request to the terminal device. The second request may be used to request confirmation of whether the first vehicle has successfully escaped. The transceiver module 901 is also configured to receive a first instruction from the terminal device. The first instruction may be used to instruct the first vehicle to resume parking. The processing module 902 is also configured to, in accordance with the first instruction, drive the vehicle from the parking position corresponding to the first parking information to the parking route and continue toward the target parking space.

[0180] When the intelligent parking device 900 is used to implement the functions of the terminal device in the method embodiment shown in FIG. 3 , the transceiver module 901 is configured to receive a first request from a first vehicle. The first request may be a request for assistance in unsettling the first vehicle. The transceiver module 901 is further configured to, in response to a first user operation on the parking interface, obtain first parking information for the first vehicle and transmit the first parking information to the first vehicle. The first operation may be a user dragging a virtual parking space on the parking interface, and the first parking information may indicate a first parking position required for unsettling the first vehicle. The transceiver module 901 is further configured to receive a second request from the first vehicle. The second request may be a request for confirmation of whether the first vehicle has been unsettled. The transceiver module 901 is further configured to, in response to the second user operation on the parking interface, obtain a first instruction and transmit the first instruction to the first vehicle. The second operation may be a user operation on the parking interface triggered by successful remote assistance to unsettling the first vehicle, and the first instruction may instruct the first vehicle to resume parking. The processing module 902 is used to perform corresponding processing operations, such as processing the surrounding environment information collected by the on-board equipment (such as a sensor system) of the first vehicle.

[0181] For a more detailed description of the transceiver module 901 and the processing module 902 , please refer to the relevant description in the method embodiment shown in FIG3 , which will not be repeated here.

[0182] It should be understood that the transceiver module 901 in the embodiment of the present application can be implemented by a communication interface or a communication interface-related circuit component, and the processing module 902 can be implemented by a processor or a processor-related circuit component.

[0183] It should be noted that the division of modules in the embodiments of the present application is illustrative and is merely a logical functional division. In actual implementation, other division methods may be used. Furthermore, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0184] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for enabling a computer device (which can be a personal computer, or a server, etc.) or a processor to execute all or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0185] Based on the same concept, the embodiment of the present application also provides a possible smart parking device, which is used to implement the technical solutions involved in the first vehicle or terminal device in the method embodiment shown in Figure 3 above, and therefore can also achieve the beneficial effects possessed by the first vehicle or terminal device in the method embodiment shown in Figure 3 above. Referring to Figure 10, the smart parking device 1000 includes: a communication interface 1001 and a processor 1002. Optionally, the smart parking device 1000 also includes a memory 1003. Among them, the communication interface 1001, the processor 1002 and the memory 1003 are interconnected. When the smart parking device 1000 is used to implement the technical solutions involved in the first vehicle or terminal device provided in the above embodiment, the communication interface 1001 can be used to implement the functions of the above-mentioned transceiver module 901, and the processor 1002 is used to implement the functions of the above-mentioned processing module 902.

[0186] Optionally, communication interface 1001, processor 1002, and memory 1003 are interconnected via bus 1004. Bus 1004 may be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. Buses can be classified as address buses, data buses, control buses, and the like. For ease of illustration, FIG10 shows only one thick line, but this does not imply that there is only one bus or only one type of bus.

[0187] Communication interface 1001 is used to receive and transmit data. For example, when the intelligent parking device 1000 is a vehicle 100 as shown in FIG1 , the communication interface 1001 can communicate with other devices (such as terminal devices, other vehicles, or vehicle servers) outside the application scenario shown in FIG1 . In one example, the communication interface can be a transceiver device with integrated data transmission and reception capabilities. In another example, the communication interface can also be composed of a transmitter and a receiver, wherein the transmitter is used to send data and the receiver is used to receive data.

[0188] Optionally, the communication interface 1001 may include a transmitter and / or a receiver. The transmitter is used to transmit signals, messages, information, or data. The receiver is used to receive signals, messages, information, or data. For example, the transmitter transmits signals, messages, information, or data under the control of the processor 1002. The receiver receives signals, messages, information, or data under the control of the processor 1002.

[0189] The functions of the processor 1002 can refer to the description of the corresponding functions involved in the first vehicle or terminal device in the above embodiment, and will not be repeated here. Among them, the processor 1002 can be a central processing unit (CPU), a network processor (NP), or a combination of a CPU and an NP, etc. The processor 1002 can further include a hardware chip. The above-mentioned hardware chip can be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The above-mentioned PLD can be a complex programmable logic device (CPLD), a field-programmable gate array (FPGA), a generic array logic (GAL), or any combination thereof. When implementing the above-mentioned functions, the processor 1002 can be implemented through hardware, and of course, it can also execute the corresponding software implementation through hardware.

[0190] Memory 1003 is used to store program instructions, etc. Specifically, program instructions may include program code, which includes computer operating instructions. Memory 1003 may include random access memory (RAM) or non-volatile memory, such as at least one disk drive. Processor 1002 executes the program instructions stored in memory 1003 to implement the above functions, thereby performing the method steps required to be executed by the first vehicle or terminal device in the above embodiment.

[0191] Based on the same concept, an embodiment of the present application further provides a vehicle comprising an image acquisition system, a chassis sensing device, and an intelligent parking device. The image acquisition system is used to acquire information about the vehicle's surrounding environment, the chassis sensing device is used to acquire information about the vehicle's driving status, and the intelligent parking device is used to implement the technical solution related to the first vehicle in the above method embodiment.

[0192] Based on the same concept, the present application also provides a terminal device including an intelligent parking device, wherein the intelligent parking device is used to implement the technical solution involved in the terminal device in the above method embodiment.

[0193] Based on the same concept, an embodiment of the present application also provides a computer program product, which includes a computer program or instructions. When the computer program or instructions are run on a computer, the computer executes the intelligent parking method provided in the above embodiments.

[0194] Based on the same concept, an embodiment of the present application also provides a computer-readable storage medium, which stores a computer program or instruction. When the computer program or instruction is executed by a computer, the computer executes the intelligent parking method provided in the above embodiment.

[0195] The storage medium may be any available medium that can be accessed by a computer. By way of example and not limitation, computer-readable media may include RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage media or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and can be accessed by a computer.

[0196] Based on the same concept, embodiments of the present application further provide a chip, which may include a processor and a memory (or the chip and the memory are coupled), and which executes program instructions in the memory to implement the smart parking method provided in the above embodiments. "Coupled" refers to the direct or indirect connection of two components to each other, such as electrical connection between two components.

[0197] Based on the same concept, embodiments of the present application also provide a chip system, which includes a processor for supporting a computer device in implementing the functions of the first vehicle or terminal device described in the above embodiments. In one possible implementation, the chip system also includes a memory for storing the necessary programs and data for the computer device. The chip system can be composed of a single chip or can include a chip and other discrete components.

[0198] The methods provided in the embodiments of the present application can be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented using software, they can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer instructions are loaded and executed on a computer, the process or function described in the embodiments of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via a wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) method. The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server or data center that includes one or more available media integrated therein. The available medium may be a magnetic medium (eg, a floppy disk, a hard disk, a magnetic tape), an optical medium (eg, a high-density digital video disc (DVD)), or a semiconductor medium (eg, a solid state drive (SSD)).

[0199] The steps of the methods described in the embodiments of the present application can be directly embedded in hardware, software units executed by a processor, or a combination of the two. The software units can be stored in RAM, ROM, EEPROM, registers, hard disks, removable disks, CD-ROMs, or other storage media in any form known in the art. Exemplarily, the storage medium can be connected to the processor so that the processor can read information from the storage medium and write information to the storage medium. Alternatively, the storage medium can also be integrated into the processor. The processor and storage medium can be arranged in an ASIC.

[0200] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the present application. It should be understood that each flow and / or box in the flow chart and / or block diagram, as well as the combination of the flow chart and / or box in the flow chart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device produce a device for implementing the functions specified in one or more flow charts and / or one or more boxes in the block diagram.

[0201] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, so that the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0202] Obviously, those skilled in the art may make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

Claims

1. An intelligent parking method, characterized in that: Applied to a first vehicle, the method includes: If the first vehicle encounters a traffic jam on the parking route to the target parking space, when the first vehicle fails to escape the jam on its own, a first request is sent to the terminal device, wherein the first request is used to request assistance for the first vehicle to escape the jam; receiving first parking information from the terminal device, where the first parking information is used to indicate a first parking position required for the first vehicle to escape; Parking according to the first parking information, and sending a second request to the terminal device, wherein the second request is used to request confirmation of whether the first vehicle has been successfully rescued; receiving a first instruction from the terminal device, wherein the first instruction is used to instruct the first vehicle to resume a parking operation; According to the first instruction, the vehicle drives from the parking position corresponding to the first parking information to the parking route and continues to the target parking space.

2. The method according to claim 1, wherein After sending the second request to the terminal device, the method further includes: receiving second parking information from the terminal device, where the second parking information is used to indicate a second parking position required for the first vehicle to continue to escape; parking according to the second parking information, and sending a third request to the terminal device, wherein the third request is used to request confirmation of whether the first vehicle has been successfully rescued; receiving a second instruction from the terminal device, wherein the second instruction is used to instruct the first vehicle to resume a parking operation; According to the second instruction, the vehicle drives from the parking position corresponding to the second parking information to the parking route and continues to the target parking space.

3. The method according to claim 1 or 2, wherein: The method further comprises: A third instruction is received from the terminal device, where the third instruction is used to instruct the first vehicle to wait for a user to take over on site.

4. The method according to any one of claims 1 to 3, wherein The first vehicle is determined to be in a traffic jam on the way to the target parking space based on at least one of the following: the first vehicle blocks the passage of the first target or there is a second target blocking the passage of the first vehicle, wherein the first target is a target that has a two-way interactive relationship with the first vehicle in the driving area where the first vehicle is located, and the second target is a target that has a one-way interactive relationship with the first vehicle in the driving area where the first vehicle is located.

5. The method according to claim 4, wherein The method further comprises: Acquiring perception information corresponding to the first vehicle; Determining, based on the perception information, a plurality of targets and determining decision results for the plurality of targets, wherein the decision result for each of the plurality of targets is used to instruct an avoidance measure to be taken by the first vehicle with respect to the target; When the multiple targets include the first target, an escape plan is performed for the first target based on the decision result of the first target, or when the multiple targets include the second target, an escape plan is performed for the second target based on the decision result of the second target.

6. The method according to claim 5, wherein When the first vehicle blocks the passage of the first target and the first vehicle encounters a traffic jam on the way to the target parking space, performing an escape plan for the first target includes: When there is an idle area around the first vehicle, the first vehicle attempts to park in the idle area to leave a passing space for the first object.

7. The method according to claim 5 or 6, wherein: When a second target blocks the passage of the first vehicle, causing the first vehicle to be stuck in traffic while heading to the target parking space, an escape plan is performed for the second target, including: Attempt to pass through a narrow passage between the second target and the boundary of the passable area of ​​the first vehicle; or Try to bypass the second target.

8. An intelligent parking method, characterized in that: Applied to a terminal device, the method includes: receiving a first request from a first vehicle, wherein the first request is for requesting assistance in getting the first vehicle out of trouble; In response to a first user operation on a parking interface, obtaining first parking information of the first vehicle and sending the first parking information to the first vehicle, wherein the first operation is an operation by the user dragging a virtual parking space on the parking interface, and the first parking information is used to indicate a first parking position required for the first vehicle to escape; receiving a second request from the first vehicle, the second request being for requesting confirmation of whether the first vehicle has been successfully rescued; In response to the user's second operation on the parking interface, a first instruction is obtained and sent to the first vehicle. The second operation is an operation triggered on the parking interface by the user due to successful remote assistance to the first vehicle to escape. The first instruction is used to instruct the first vehicle to resume the parking operation.

9. The method according to claim 8, wherein After receiving the second request from the first vehicle, the method further includes: In response to a third operation by the user on the parking interface, obtaining second parking information of the first vehicle and sending the second parking information to the first vehicle, wherein the third operation is an operation by the user continuing to drag the virtual parking space on the parking interface, and the second parking information is used to indicate a second parking position required for the first vehicle to continue to escape; receiving a third request from the first vehicle, the third request being for requesting confirmation of whether the first vehicle has been successfully rescued; In response to the user's fourth operation on the parking interface, a second instruction is obtained and sent to the first vehicle. The fourth operation is an operation triggered on the parking interface by the user because the user successfully remotely assisted the first vehicle to escape. The second instruction is used to instruct the first vehicle to resume the parking operation.

10. The method according to claim 8 or 9, characterized in that The method further comprises: In response to the user's fifth operation on the parking interface, a third instruction is obtained and sent to the first vehicle. The fifth operation is an operation triggered by the user on the parking interface due to the failure of remote assistance to the first vehicle to escape. The third instruction is used to instruct the first vehicle to wait for the user to take over on site.

11. An intelligent parking device, characterized in that: Applied to a first vehicle, the device comprises: a transceiver module configured to, if the first vehicle encounters a traffic jam on its way to a target parking space and the first vehicle fails to escape the jam on its own, send a first request to a terminal device requesting assistance in escaping the jam; The transceiver module is further configured to receive first parking information from the terminal device, where the first parking information is used to indicate a first parking position required for the first vehicle to escape; a processing module, configured to perform parking according to the first parking information; The transceiver module is further configured to send a second request to the terminal device, wherein the second request is configured to request confirmation of whether the first vehicle has been successfully rescued; The transceiver module is further configured to receive a first instruction from the terminal device, wherein the first instruction is configured to instruct the first vehicle to resume parking operation; The processing module is further configured to drive from the parking position corresponding to the first parking information to the parking route and continue to the target parking space according to the first instruction.

12. The device according to claim 11, wherein After the transceiver module sends the second request to the terminal device, the method further includes: The transceiver module is further configured to receive second parking information from the terminal device, where the second parking information is configured to indicate a second parking position required for the first vehicle to continue to escape; The processing module is further configured to perform parking according to the second parking information; The transceiver module is further configured to send a third request to the terminal device, wherein the third request is configured to request confirmation of whether the first vehicle has been successfully rescued; The transceiver module is further configured to receive a second instruction from the terminal device, wherein the second instruction is configured to instruct the first vehicle to resume parking operation; The processing module is further configured to drive from the parking position corresponding to the second parking information to the parking route and continue to the target parking space according to the second instruction.

13. The device according to claim 11 or 12, characterized in that The transceiver module is also used for: A third instruction is received from the terminal device, where the third instruction is used to instruct the first vehicle to wait for a user to take over on site.

14. The device according to any one of claims 11 to 13, characterized in that The processing module is also used to determine whether the first vehicle encounters a passage difficulty while heading to the target parking space based on at least one of the following: the first vehicle blocks the passage of the first target or there is a second target blocking the passage of the first vehicle, wherein the first target is a target that has a two-way interactive relationship with the first vehicle in the driving area where the first vehicle is located, and the second target is a target that has a one-way interactive relationship with the first vehicle in the driving area where the first vehicle is located.

15. The device according to claim 14, wherein Also includes: The transceiver module is further configured to obtain sensing information corresponding to the first vehicle; The processing module is further configured to determine a plurality of targets based on the perception information, and determine decision results for the plurality of targets, wherein the decision result for each of the plurality of targets is used to instruct the first vehicle to take avoidance measures with respect to the target; The processing module is further used to, when the multiple targets include the first target, perform an escape plan for the first target based on the decision result of the first target, or, when the multiple targets include the second target, perform an escape plan for the second target based on the decision result of the second target.

16. The device according to claim 15, characterized in that When the first vehicle blocks the passage of the first target and the first vehicle encounters a traffic jam while heading to the target parking space, the processing module, when performing an escape plan for the first target, is specifically configured to: When there is an idle area around the first vehicle, the first vehicle attempts to park in the idle area to leave a passing space for the first object.

17. The device according to claim 15 or 16, characterized in that When a second target blocks the passage of the first vehicle, causing the first vehicle to be stuck in traffic while heading to the target parking space, the processing module, when performing escape planning for the second target, is specifically configured to: Attempt to pass through a narrow passage between the second target and the boundary of the passable area of ​​the first vehicle; or Try to circumvent the second target.

18. An intelligent parking device, characterized in that: Applied to a terminal device, the device includes: a transceiver module, configured to receive a first request from a first vehicle, wherein the first request is for requesting assistance in getting the first vehicle out of trouble; The transceiver module is further configured to, in response to a first operation performed by a user on a parking interface, obtain first parking information of the first vehicle and transmit the first parking information to the first vehicle, wherein the first operation is an operation by the user dragging a virtual parking space on the parking interface, and the first parking information is configured to indicate a first parking position required for the first vehicle to escape; The transceiver module is further configured to receive a second request from the first vehicle, wherein the second request is configured to request confirmation of whether the first vehicle has successfully escaped; The transceiver module is also used to obtain a first instruction in response to the user's second operation on the parking interface, and send the first instruction to the first vehicle. The second operation is an operation triggered on the parking interface by the user due to successful remote assistance to the first vehicle to escape. The first instruction is used to instruct the first vehicle to resume the parking operation.

19. The device according to claim 18, wherein After receiving the second request from the first vehicle, the transceiver module is further configured to: In response to a third operation by the user on the parking interface, obtaining second parking information of the first vehicle and sending the second parking information to the first vehicle, wherein the third operation is an operation by the user continuing to drag the virtual parking space on the parking interface, and the second parking information is used to indicate a second parking position required for the first vehicle to continue to escape; receiving a third request from the first vehicle, the third request being for requesting confirmation of whether the first vehicle has been successfully rescued; In response to the user's fourth operation on the parking interface, a second instruction is obtained and sent to the first vehicle. The fourth operation is an operation triggered on the parking interface by the user because the user successfully remotely assisted the first vehicle to escape. The second instruction is used to instruct the first vehicle to resume the parking operation.

20. The device according to claim 18 or 19, characterized in that The transceiver module is also used for: In response to the user's fifth operation on the parking interface, a third instruction is obtained and sent to the first vehicle. The fifth operation is an operation triggered by the user on the parking interface due to the failure of remote assistance to the first vehicle to escape. The third instruction is used to instruct the first vehicle to wait for the user to take over on site.

21. An intelligent parking device, characterized in that: including a communication interface, a processor, and a memory; The communication interface is used to receive and send data; The memory is used to store computer program instructions and data; The processor is configured to execute computer program instructions and data stored in the memory, so as to enable the intelligent parking device to perform the method according to any one of claims 1 to 7 or the method according to any one of claims 8 to 10.

22. A vehicle, characterized in that: An intelligent parking device comprising an image acquisition system, a chassis sensing device, and a method for executing any one of claims 1 to 7; The image acquisition system is used to obtain the surrounding environment information of the vehicle, and the chassis sensor device is used to obtain the driving status information of the vehicle.

23. A terminal device, characterized in that: The invention comprises an intelligent parking device for executing the method according to any one of claims 8 to 10.

24. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program or instructions. When the computer program or instructions are executed by a computer, the computer is enabled to execute the method according to any one of claims 1 to 7 or the method according to any one of claims 8 to 10.

25. A computer program product, characterized in that The computer program product comprises a computer program or instructions, and when the computer program or instructions are run on a computer, the computer is caused to perform the method according to any one of claims 1 to 7 or the method according to any one of claims 8 to 10.

26. A chip, characterized in that: The chip includes a processor coupled to a memory, and the processor is configured to execute a computer program or instruction stored in the memory, so that the chip performs the method according to any one of claims 1 to 7 or the method according to any one of claims 8 to 10.

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