CN110782696A

CN110782696A - Control system for passenger-riding parking

Info

Publication number: CN110782696A
Application number: CN201910075012.3A
Authority: CN
Inventors: 安淑苗; 张凯; 张瀛; 高崇桂; 杜康; 张召强
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2019-01-25
Filing date: 2019-01-25
Publication date: 2020-02-11
Anticipated expiration: 2039-01-25
Also published as: CN110782696B

Abstract

The invention relates to the technical field of automatic driving, and provides a control system for passenger-assistant parking. The control system for the passenger-replacing parking comprises a field end management device, wherein the field end management device comprises a field end server, and the field end server comprises: the parking space determining device is used for responding to the received valet parking request, determining whether a target parking space corresponding to the current vehicle exists, and if the target parking space does not exist, determining the corresponding target parking space for the current vehicle; position information determination means for determining position information of the current vehicle; a path planning device for: planning a path to the target parking space for the current vehicle according to the position information of the target parking space, the position information of the current vehicle and the map information of the parking lot; and using the planned path as navigation information; and a transmitting device for transmitting the position information of the target parking space and the navigation information. Which enables the vehicle to quickly and safely reach the target parking space.

Description

Control system for passenger-riding parking

Technical Field

The invention relates to the technical field of automatic driving, in particular to a control system for passenger-assistant parking.

Background

Nowadays, the problems of insufficient parking space, difficult parking, payment and queuing and the like are troubled for urban car owners. The emergence of the automatic passenger-replacing parking technology can provide a more efficient solution for parking lots and car owners. The parking lot with the intelligent infrastructure can reduce parking space to improve parking capacity by about 20%, bring more convenience for car owners, and is also favorable for infrastructure providers of the whole parking lot, including managers in cities. In addition, the automatic passenger-replacing parking technology can realize seamless transfer of multi-mode traffic of the car owners. For example, the subway can be driven to the subway from a private lane to drive the airplane to the train, seamless transfer of scenes can be realized, and the film can be seen from traffic to shopping, and the like.

The current phase of vehicle control in the yard is as follows:

(1) heavy end, light end of a vehicle, field end scheme adopt multiple collection technique, and the end of a vehicle does not need the perception function, and this scheme shortcoming need reform transform the parking area, and the multiple collection of field end needs go on always, and the later maintenance cost of cost and equipment is very high, and the popularization degree of difficulty is bigger, and the vehicle has possessed certain perception sensor, if need not also cause a waste.

(2) A plurality of acquisition technologies are equipped at a heavy vehicle end and a light field end, but in some special scenes, such as too bright or too dark light, turning, few characteristic points and the like, a positioning mode based on the vehicle end acquisition technology cannot always work accurately.

In addition, path planning and perception of vehicles in a parking lot are an important link in an automatic passenger-replacing parking technology, and the prior art mainly has the following schemes to realize the path planning and perception in the parking lot:

in one scheme, path planning and sensing of vehicles in a parking lot are mainly realized by a parking lot end, a laser radar or a camera is required to be arranged at the parking lot end every several meters, although the realization effect is good, the system cost is too high, and the actual realization is difficult.

In another scheme, a laser radar and other sensors are arranged at the vehicle end, so that the vehicle has strong sensing capability. However, the cost is high, mass production of the vehicle with the configuration is difficult, the parking space can be searched only through the vehicle sensor, and the empty parking space is identified only through the vehicle sensor, so that the time of the owner of the vehicle is wasted. If there is not the empty parking stall in the parking area, or originally, but find that other vehicles have taken up after entering, the vehicle need be driven again, obviously experience and feel not good.

In another scheme, the route guidance scheme of the vehicle on the parking lot identifies the empty parking space and the position of the vehicle by reestablishing a set of identification system. The parking lot needs to be transformed on a large scale, the workload is large, and the realization resistance is large.

Disclosure of Invention

In view of the above, the present invention is directed to a control system for parking a car in a car as a passenger, so as to at least achieve parking space determination and path planning in a parking lot.

In order to achieve the purpose, the technical scheme of the invention is realized as follows:

a control system for a valet parking, the control system for the valet parking comprising a field side management device, the field side management device comprising a field side server, the field side server comprising: the parking space determining device is used for responding to the received valet parking request, determining whether a target parking space corresponding to the current vehicle exists or not, and if the target parking space does not exist, determining the corresponding target parking space for the current vehicle; position information determining means for determining at least position information of the current vehicle; a path planning device for: planning a path to the target parking space for the current vehicle according to the position information of the target parking space, the position information of the current vehicle and the map information of the parking lot; and using the planned path as navigation information of the current vehicle; and a transmitting device for transmitting the position information of the target parking space and the navigation information.

Compared with the prior art, the control system for the passenger car park has the following advantages:

(1) the parking space is dynamically determined for the vehicle through the parking space determining device, the parking space of a parking lot can be effectively saved, and the path finally sent to the current vehicle is determined by combining the path length and the path congestion state, so that the current vehicle can drive to the target parking space in the shortest time and in the scheme with the least oil consumption or power consumption.

(2) By applying the scheme of combining the low-cost vehicle end with the low-cost field end, field end equipment is added in the area around the turn, the area around the corner, the area around the transparent glass and the area with the characteristic points which are not enough for the vehicle-mounted positioning device to correctly position the vehicle, the upcoming things (people or vehicles) are predicted to be fed back to the vehicle end, the perception capability of the vehicle is enhanced equivalently, the effect of exchanging external information (V2X) of the vehicle is realized, and the safety of the system is improved.

Additional features and advantages of the invention will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:

fig. 1 is a block diagram showing a control system for valet parking according to an embodiment of the present invention;

fig. 2 is a schematic work flow diagram of a parking space determination device according to an embodiment of the present invention;

FIG. 3 is a schematic diagram illustrating coordinate information of a parking space;

FIG. 4 is a schematic workflow diagram of a path planning apparatus according to an embodiment of the present invention;

FIG. 5 illustrates a path planning diagram according to an embodiment of the invention;

FIG. 6 illustrates a vehicle driving schematic according to an embodiment of the present invention;

FIG. 7 shows a schematic layout of a vehicle locating device in accordance with an embodiment of the present invention;

FIG. 8A is a schematic structural diagram of a vehicle-mounted positioning apparatus according to an embodiment of the invention;

FIG. 8B is a schematic diagram showing the installation position of the onboard camera according to an embodiment of the present invention;

FIG. 9A shows a schematic diagram of a continuous turn scenario in accordance with an embodiment of the present invention;

FIG. 9B illustrates a control flow diagram for a continuous turn scenario in accordance with an embodiment of the present invention;

FIG. 9C is a flow chart illustrating the control of an over-dark or over-bright scene according to an embodiment of the present invention;

FIG. 9D is a diagram illustrating a scenario with insufficient feature points according to an embodiment of the invention;

FIG. 9E illustrates a control-flow diagram for a feature-point deficiency scenario, in accordance with an embodiment of the present invention;

fig. 10A-10B are schematic diagrams illustrating an obstacle avoidance scenario provided by an embodiment of the present invention.

Detailed Description

In addition, the embodiments of the present invention and the features of the embodiments may be combined with each other without conflict.

The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

Fig. 1 is a block diagram showing a control system for a valet parking according to an embodiment of the present invention. As shown in fig. 1, the control system for parking a car as a proxy may include a field management device 100, a car management device 200, and a client management device 300.

The vehicle-end management apparatus 200 may be provided on the present vehicle. The vehicle-end management device 200 may include a vehicle-end server and a vehicle-end device. The vehicle-end device may receive an indication about valet parking input by a user on a touch screen of the vehicle, and in response to receiving the indication, may generate a valet parking request about the current vehicle, for example, the valet parking request may include information such as a license plate number of the current vehicle. The vehicle-side device may send the valet parking request to the vehicle-side server, and the vehicle-side server may send the valet parking request to the field-side management device 100.

The field end management device 100 may include a field end server, which may include: the system comprises a position information determining device, a parking space determining device, a path planning device, a transmitting device and the like.

And the parking space determining device is used for responding to the received passenger-riding parking request, determining whether a target parking space corresponding to the current vehicle exists, if the target parking space does not exist, determining the position information of the target parking space corresponding to the current vehicle, and if the target parking space exists, acquiring the position information of the target parking space. For example, after receiving a valet parking request, it may be determined whether an reserved parking space or a fixed parking space corresponding to the current vehicle exists, if the reserved parking space or the fixed parking space exists, the reserved parking space or the fixed parking space is used as a target parking space and position information of the reserved parking space or the fixed parking space is acquired, otherwise, the corresponding target parking space is determined for the current vehicle. For example, if the parking lot is a cell parking lot or a work area parking lot, a fixed parking lot for the current vehicle may be stored in advance in the field server, and may be entered through offline, or obtained through information of the fixed parking lot input by the user at the client.

The position information determining means may be adapted to determine at least the position information of the present vehicle.

The path planning device is used for: planning a path to the target parking space for the current vehicle according to the position information of the target parking space, the position information of the current vehicle and the map information of the parking lot; and using the planned path as navigation information of the current vehicle.

The sending device is configured to send the position information of the target parking space and the navigation information to the vehicle-end management device 200, or send the position information of the target parking space and the navigation information to the vehicle-end management device 200 and the client management device 300. The vehicle-end server of the vehicle-end management device 200 is further configured to receive the position information of the target parking space and the navigation information, and the vehicle-end device may be further configured to control the current vehicle to perform automatic parking according to the position information of the target parking space and the navigation information sent by the field-end management device.

In the embodiment of the invention, any two or three of the client server of the client management device, the field server and the vehicle-side server can be the same server. When any two or three of the servers are the same server, the communication step between the servers may be omitted.

Further, the vehicle-end equipment can perform accurate positioning and obstacle avoidance on the current vehicle in the process of controlling the current vehicle to run.

In an alternative embodiment, the field end management apparatus 100 may further include a field end positioning device. The location information determining means may determine the location information of the current vehicle according to the information collected by the field end positioning means, or may also receive the location information of the current vehicle transmitted by the field end management device 200.

The field-end locating device may comprise a plurality of field-end locating units for collecting information relating to the position of the current vehicle and/or information relating to the position of an obstacle. The field end positioning unit can be a laser radar or an infrared camera, and the laser radar arranged at the field end can be columnar, so that the laser radar can be embedded into a wall or fixed on a building through a structure. The field end positioning unit can be arranged at any place of the parking lot, and in order to save cost, the field end positioning unit can be arranged at a basic fixed position (namely, a position where the vehicle-mounted positioning unit cannot accurately perform positioning and obstacle avoidance), but can not be arranged at every place of the parking lot, such as a turning surrounding area, a corner surrounding area, a transparent glass surrounding area or an area where characteristic points are insufficient for the vehicle-mounted positioning device to correctly perform positioning of the vehicle.

The position information determining device in the field terminal server may obtain the coordinates of the plurality of field terminal positioning units according to the IDs of the plurality of field terminal positioning units; and obtaining the position coordinates of the vehicle and/or the position coordinates of the obstacle according to the coordinates of the plurality of field end positioning units and the information related to the position of the vehicle and/or the information related to the position of the obstacle to serve as field end positioning information. In addition, after receiving a field positioning information acquisition request sent by a vehicle management device, the field management device may send field positioning information corresponding to the current vehicle to the vehicle management device.

Taking a turning place as an example (areas with too bright or too dark light and the like), a vehicle end management device in a turning place scene is difficult to identify vehicles, pedestrians or small animals on the way, danger is likely to occur, the danger can be well predicted through a field end positioning unit installed at a field end, and the field end positioning unit installed at the field end transmits acquired image information to a server at a background at a certain frame rate. The coordinates of the field end positioning unit are debugged and fixed at the initial stage of installation, and the coordinates are fixed. And the background field end server obtains the distance between the vehicle and the field end positioning unit according to the result of the early calibration, calculates the relative coordinate between the vehicle and the field end positioning unit, and completes absolute coordinate conversion through a certain algorithm. The field terminal is preferably accurately positioned by more than or equal to 3 field terminal positioning units, when shielding occurs, the coordinate information of other field terminal positioning units can be acquired, and positioning is realized through an algorithm. The information of obstacles (pedestrians, vehicles, small animals and the like) at the corners can be acquired through the field end positioning unit and transmitted to the field end server at the background. The position information determining device of the background field end server can process field end positioning information such as the type, size, coordinates, driving tracks and the like of the output barrier, transmits the field end positioning information to the vehicle end management equipment in a wireless transmission mode, and makes a control decision by the main control device of the vehicle end management equipment, namely positioning and/or obstacle avoidance.

The position information determining device in the field server may use the vehicle position coordinates in the field positioning information as the position information of the current vehicle, and may also obtain the position information of the current vehicle from the vehicle end management device in real time, that is, the vehicle may send its real-time position information to the vehicle end server in real time, and the vehicle end server may be set to send the vehicle position information to the field server in real time.

The client management device 300 may include a client and a client server. In one embodiment, the user may download the client and register with the client in advance. When the user registers, the client may prompt the user to fill in parameter information of the vehicle, where the parameter information may include, for example, a license plate number, a vehicle type, and the like. The registration information of the user at the client may be sent to the client server, the client server may send the registration information of the user at the client to the field server, and the field server may store the registration information of the user at the client for the current vehicle.

When the user needs to park in the parking lot, the user may select the parking lot closest to the destination in advance. In response to receiving a user-entered instruction to reserve parking for the parking lot, if the parking lot allows the user to reserve a specific parking space, the user is asked whether to reserve the specific parking space. The parking lot may allow the user to reserve a specific parking space if the parking space of the parking lot is divided and fixed, and may not allow the user to reserve a specific parking space if there is no line drawn in the parking lot.

If the user chooses to reserve a particular parking space, the following steps may be performed: displaying the vehicle parking information of the parking lot, receiving information of a specific parking space selected by a user, and generating a vehicle reserved parking request comprising the parking lot and the target parking space, wherein the specific parking space is used as the target parking space; and sending the vehicle reserved parking request to the client server. If the user chooses not to reserve a specific parking space or if the parking lot does not allow the user to reserve a specific parking space, performing the following steps: generating a vehicle reservation parking request including the parking lot; and sending the vehicle reserved parking request to the client server. The client server may send a vehicle reservation request to the field server.

The terminal server may further include a reserved parking management means for storing the target parking space for the current vehicle in a case where the vehicle reserved parking request includes the target parking space. And under the condition that the vehicle reservation request does not comprise the target parking space, determining the corresponding target parking space for the current vehicle, and storing the determined target parking space for the current vehicle.

The working principle that the parking space determining device determines the corresponding target parking space for the current vehicle is similar to the working principle that the reserved parking management device determines the corresponding target parking space for the current vehicle.

For example, if the parking lot has a line-marking space, the current vehicle may be directly assigned an empty parking space which is not reserved and is not parked, which assignment may be random, for example.

If the parking lot does not have a scribe line space, the parking space determining device or the reserved parking management device determines a corresponding target parking space for the current vehicle according to the schematic workflow diagram shown in fig. 2, which may include steps S210 to S220.

In step S210, size information of the current vehicle is acquired.

The size information of the current vehicle may include at least width information of the current vehicle, which may be a maximum width of the vehicle, and length information, which may be a maximum length of the vehicle, for example.

When the parking space determining device or the reserved parking management device determines a corresponding target parking space for the current vehicle, the parking space determining device or the reserved parking management device can search a vehicle type, a license plate number and the like corresponding to the current vehicle in the storage library. The storage library of the field server may also store size information of vehicles corresponding to each vehicle type in advance, so that the parking space determining device or the reserved parking management device may determine the size information corresponding to the vehicle type from the storage library after determining the vehicle type corresponding to the current vehicle. That is, the parking space determining apparatus or the reserved parking management apparatus may acquire at least the size information corresponding to the current vehicle from the repository.

In step S220, position information of a target parking space corresponding to the size information of the current vehicle is determined based on area information of a parking lot to which a space is not currently allocated.

It is understood that the determined size of the parking space corresponding to the size information of the current vehicle should enable parking of the current vehicle. The position information of the parking space may for example comprise position coordinates of the four corners of the parking space. As shown in fig. 3, the position coordinates of the four corners may be, for example, (x1, y1), (x2, y2), (x3, y3), and (x4, y4), respectively.

The zone information of the currently unassigned parking space refers to information of a zone to which a vehicle is not currently parked and which is not reserved.

The length and width of the parking space determined in step S220 may satisfy the following conditions:

W0＝W1+d1；

L0＝L1+d2，

that is, the position coordinates (refer to the coordinates of fig. 2) of the four corner points of the parking space need to satisfy:

x2-x1＝x4-x3＝W1+d1；

y3-y1＝y4-y2＝L1+d2，

wherein W0 is the determined width of the parking space, W1 is the width of the current vehicle, L0 is the determined length of the parking space, and L1 is the length of the current vehicle. d1 and d2 depend on the maximum value of the positioning error of the system itself, with a lateral error of about 20cm in conventional look-around parking vision schemes and d1 and d2 of about 40 cm. In the embodiment of the present invention, since the vehicle knows the position coordinates of the four corner points of the parking space in advance, d1 and d2 can be reduced to not more than 20 cm. In addition, the vehicle can realize the full-automatic parking function, and a driver does not need to get on or off the vehicle, so that the rearview mirror can be folded, and the parking space can be further saved.

In step S220, an area having a length and a width that satisfy the above conditions may be selected from areas where no parking space is currently allocated in the parking lot. For example, it is possible to traverse all areas of the parking lot that are not allocated with parking spaces, and determine whether the width and length of the area satisfy the following two conditions: (1) a width greater than or equal to W1+ d 1; (2) the length is greater than or equal to L1+ d 2. If both conditions are satisfied, a sub-area having a width equal to W1+ d1 and a length equal to L1+ d2 may be selected from areas of unallocated parking places satisfying the both conditions, and the position information of the sub-area may be used as the position information of the target parking place.

It is understood that a plurality of parking spaces corresponding to the size information of the current vehicle may be determined in step S220.

The reserved parking management apparatus may randomly select one parking space from the determined plurality of parking spaces as the target parking space.

In an alternative embodiment, the parking space determination device may send the position information of the parking space closest to the vehicle among the plurality of parking spaces to the current vehicle. Specifically, the position information determination means may acquire the position information of the current vehicle in real time when the automatic parking function is performed. The parking space determining device can send the position information of the parking space closest to the position of the current vehicle in the determined plurality of parking spaces to the current vehicle, so that the parking time of the current vehicle can be saved.

In an optional embodiment, when the parking space determination device needs to perform parking space determination, the user may be prompted by the client whether to use the current position as the vehicle pickup position, and if the user selects yes, the parking space determination device may use an empty parking space closest to the current position of the vehicle as the target parking space. Or, when the parking space determining device or the reserved parking management device needs to perform parking space determination, the client can remind the user to select one exit from the listed exits as a car taking position through the client, and after the user finishes selecting, the client can send information of the car taking position selected by the user to the server. The parking space determining device can take the parking space closest to the vehicle taking position selected by the user in the determined parking spaces as the target parking space, so that the vehicle taking time can be saved.

The parking space is dynamically determined for the vehicle through the parking space determining device or the reserved parking management device, the parking space of the parking lot can be effectively saved, the processing capacity of an automatic driving controller of the vehicle for identifying the vehicle line is reduced due to the fact that the vehicle line does not need to be identified, the vehicle line does not need to be divided in the full unmanned parking lot, and construction and later maintenance costs of the parking lot are reduced. In addition, the parking lot parking system can be applied to old parking lots and special parking lots which do not mark lines or have unclear parking space lines, and the technical problem that parking in the parking lots is difficult is solved.

The working principle of the path planning device will be described below. The work flow diagram of the path planning apparatus is shown in fig. 4, which may include step S410 and step S420.

Step S410, planning one or more paths to the target parking space for the current vehicle according to the position information of the target parking space, the position information of the current vehicle and the map information of the parking lot.

In step S420, a path with the shortest length in the non-congested state among the one or more planned paths is determined as the navigation information.

Specifically, it may be assumed that the lane of the parking lot is a one-way lane, and the vehicle travel track is set as the center of the lane. Then, the path planning device may plan one or more paths according to the feasible paths between the lane where the current vehicle is located and the lane adjacent to the target parking space.

The length of each path may then be calculated, for example the path planner may plan a series of coordinate points along the centre of the lane from a stored parking plan, where the spacing between adjacent coordinate points may be set as a function of the circumstances, which may range from 20cm to 50cm, for example. The distance traveled to travel each path may then be calculated from the planned series of coordinate points.

The route planning apparatus may further determine whether the planned route is in a congested state, and if the route satisfies at least one of the following: if there are more vehicles on the route than a first predetermined number, which may range from 3 to 5, for example, 3, the route may be determined to be in a congested state, the route may be in a construction state, and there are stationary obstacles on the route, otherwise the route may be determined to be in a non-congested state. The path planning means may obtain the position of any vehicle on the lane in the parking lot through the position information determining means, based on which the server may determine the number of vehicles on each of the planned paths. The server may know in advance whether the path is under construction or not, for example, a worker may store construction information to the server before the path will be under construction. The stationary obstacle may be a stationary or malfunctioning vehicle on the route, for example if the position information of a certain vehicle on the route has not changed for more than a predetermined time, which may range from 5min to 15min, for example, the vehicle may be determined to be a stationary obstacle.

Optionally, the path planning apparatus may start to determine whether the path is in a congestion state from a shortest path among the plurality of planned paths. If the shortest route is not in a congested state, the shortest route may be sent to the current vehicle. And if the shortest route is in the congestion state, judging whether the route with the second shortest route length rank is in the congestion state. If the second short path is not in a congested state, the second short path may be sent to the current vehicle. And if the second short path is in the congestion state, judging whether the path with the third short path length rank is in the congestion state. And the rest is repeated until the path with the shortest length in the non-congestion state in the plurality of planned paths is determined. And then information of a path having the shortest length in the non-congested state among the plurality of paths is taken as the navigation information.

Optionally, if all the planned paths are in a congested state, the path information with the shortest path length may be used as the navigation information.

It is understood that if it is determined from the map information of the parking lot that there is only one route from the position of the current vehicle to the position of the target parking space, the information of the one route is taken as the navigation information.

Fig. 5 shows a schematic diagram of path planning according to an embodiment of the present invention, as shown in fig. 5, a current vehicle is located at an entrance, and a target parking space is a parking space P, assuming that the parking space is not involved in cross-floor parking, three paths are planned from a current position of the current vehicle to the target parking space P according to map information of the parking lot, respectively, a path △, a path △, and a path △ in fig. 5, a server plans a series of coordinate points, e.g., coordinate points (Xm, Ym), (Xn, Yn), etc., along a center of a lane according to a stored parking lot plan, and then calculates lengths of the three paths respectively according to the planned coordinate points, a path △ length L ═ △ Y1+ △ X1+ △ Y2, wherein △ Y1 is calculated from a difference between a Y coordinate of a farthest point in the path of the current vehicle and a Y coordinate of the current position of the vehicle, a △ X635 is a difference between a X coordinate value of the farthest X from the current position of the current vehicle and a Y coordinate value of X6324, a Y coordinate value of a Y598624 of a path of the most distant vehicle, a path 598, a difference of the path 598X 6355X △, a difference of the current path of the current vehicle.

If the parking lot management system's terminal server detects that there are no vehicles on route ① or the number of vehicles is not more than the first predetermined number, and there are no stationary obstacles, it determines that route ① is in a non-congested state, and pushes route ① 1 as a route to finally reach target parking space P as navigation information to the vehicles, while a series of coordinate points may be sent to the vehicle terminal for automatic vehicle control.

The parking lot shown in fig. 5 is a non-floor-crossing parking lot, and for a floor-crossing parking lot, in addition to calculating the above-described plane distance, calculation of the floor-crossing distance is required to be added in calculating the path length.

The method comprises the step of determining a path finally sent to a current vehicle by combining the path length and the path congestion state, so that the current vehicle can drive to a target parking space in the shortest time and in the scheme with the least oil consumption or electricity consumption.

Further, based on any of the above embodiments, the path planning apparatus in the embodiment of the present invention may also perform local planning of the path.

Specifically, in the process that the current vehicle travels according to the received route information, the route planning device may further detect whether a route ahead of the route traveled by the vehicle is in a congested state. For example, it may be detected whether a route ahead of a route traveled by the vehicle is in a congestion state in a case where the current vehicle reaches a predetermined distance before the intersection, the predetermined distance may be a preset fixed value, for example, the predetermined distance may range from 3m to 7m, for example, 5m, or the like, or a length of the predetermined distance may be adjusted according to a speed of the current vehicle, the larger the speed of the current vehicle is, the longer the predetermined distance is. Alternatively, before the current vehicle reaches the intersection, it may be periodically detected whether a route ahead of the route traveled by the vehicle is in a congestion state, and the detection period may be set to any suitable value according to specific situations, for example, different detection periods may be set according to different vehicles.

Whether the front path traveled by the current vehicle is in the congestion state or not can be determined according to the front road condition information detected by a sensor arranged on the current vehicle, or whether the front path is in the congestion state or not can be detected according to sensors such as a laser radar and a camera arranged in a parking lot. The sensors disposed within the current vehicle or parking lot may determine whether the forward path has more than a second predetermined number of obstacles, which may be the same as the first predetermined number described above, and whether the forward path is in a construction state, which may be a sudden construction state. After the sensor arranged in the vehicle or the parking lot detects the road condition information in front, the road condition information can be sent to the server. The path planner may determine whether the path ahead is in a congested state. Determining that the forward path is in a congested state if the forward path has more than a second predetermined number of obstacles and/or the forward path is in a construction state, and otherwise determining that the forward path is in an uncongested state.

In the case where the forward route is in a non-congested state, the local planning of the route may not be performed and the vehicle may still be driving along the previously received route. In the case where the front route is in a congested state, the route planning device may newly plan a route from the current position to the target parking space for the current vehicle according to the position information of the target parking space, the current position information of the current vehicle, and the map information of the parking lot. The replanning of the path is similar to the path planning method, firstly one or more paths reaching the target parking space are planned according to the position information of the target parking space, the current position information of the current vehicle and the map information of the parking lot, and then the path with the shortest length in the non-congestion state in the planned one or more paths is sent to the current vehicle. After the current vehicle receives the path newly transmitted by the server, the current vehicle can travel according to the new path.

By executing the dynamic local planning of the path, the vehicle can avoid the sudden congestion path in the driving process and quickly reach the target parking space.

Further, based on any of the above embodiments, the path planning apparatus in the embodiment of the present invention may further be configured to: and sending the position information and the vehicle speed information of the vehicle on other paths crossed with the path sent to the current vehicle, wherein the position information and the vehicle speed information of other vehicles can be sent to a server by other vehicles in real time, and can also be detected and determined by a field end positioning device (such as a sensor such as a laser radar and a camera) arranged in the parking lot. This step may be performed in real time during vehicle travel. After the current vehicle receives the position information of other vehicles on other paths, the forbidden area, the cooperative area and the early warning area of other vehicles can be calculated, so that the current vehicle can avoid obstacles in advance, and the running safety of the current vehicle is ensured.

Fig. 6 shows a vehicle driving schematic diagram according to an embodiment of the present invention, as shown in fig. 6, when the current vehicle 6 drives along a path ②, the server may transmit position information and vehicle speed information of the first other vehicle 3 and the second other vehicle 4 on a path ① intersecting with the path ② to the current vehicle 6 in advance, and after the current vehicle 6 receives the position information and the vehicle speed information of the first other vehicle 3 and the second other vehicle 4, the prohibited area, the cooperation area, and the early warning area of the first other vehicle 3 and the second other vehicle 4 may be calculated to perform early obstacle avoidance, so as to ensure the driving safety of the current vehicle 6.

The transmitting device may transmit the position information of the target parking space determined by the parking space determining device and the navigation information planned by the path planning device to the vehicle end management system, and the vehicle end management system may execute automatic parking according to the position information of the target parking space and the navigation information. The sending device can also send the newly planned navigation information to the vehicle end management equipment by using the dynamic local planning function of the path planning device, so that the vehicle can avoid a sudden congestion path in the driving process and quickly reach a target parking space.

The operation of the vehicle-end equipment will be described. The vehicle-end equipment can comprise a vehicle positioning device, a vehicle-mounted positioning device and a main control device.

The vehicle positioning apparatus may include: at least two communication units arranged on the vehicle and used for receiving the signals of the plurality of signal transmitting units, wherein the at least two communication units have a distance therebetween; a processing unit to: and determining the coordinates of each of the at least two communication units according to the time when the communication unit receives the signal of each of the plurality of signal transmitting units and the coordinates of each of the signal transmitting units, and calculating the position information of the current vehicle according to the coordinates of any one of the at least two communication units and the installation position on the vehicle. The coordinates of the vehicle generally correspond to the coordinates of the midpoint of the rear axle of the vehicle, so that the distance between the communication unit and the midpoint of the rear axle of the vehicle can be obtained according to the installation position of any communication unit on the vehicle, and the coordinates of the midpoint of the rear axle of the vehicle can be calculated according to the coordinates of the communication unit to obtain the coordinates of the vehicle.

Optionally, the processing unit of the vehicle positioning device in the embodiment of the present invention may also determine the heading angle of the vehicle according to the coordinates of each communication unit. For example, the plurality of signal transmitting units (not shown) may be base stations. For the most accurate determination of the position and/or heading angle of the vehicle, the number of signal transmitting units is preferably 4, and the 4 signal transmitting units may constitute a square area. The processing unit can determine the distance between the at least two communication units according to the time when each communication unit receives the signal sent by each signal sending unit, so that the coordinate of each communication unit is determined according to the coordinates of the plurality of signal sending units. Since there is a known spacing between each communication unit and the mounting location of each communication unit is also known, the orientation of the vehicle, and thus the heading angle of the vehicle, is readily available.

Fig. 7 shows a schematic layout of a vehicle positioning apparatus according to an embodiment of the present invention. In the embodiment of the present invention, the UWB technology is taken as an example for convenience of description, and in fact, bluetooth or Wifi or other wireless technologies may be used instead of the UWB technology. UWB is a carrier-free communication technology that uses non-sinusoidal narrow pulses on the nanosecond to picosecond scale to transmit data. By transmitting extremely low-power signals over a wide frequency spectrum, the UWB can achieve data transmission rates of hundreds of Mbit/s to Gbit/s in a range of about 10 meters, and positioning accuracy of up to 10cm can be achieved by applying the technology. UWB indoor location characteristics: 1. the frequency band is 3.1-10.6GHz, and the bandwidth is more than 500 MHz; 2. pulses that appear in the time domain to be extremely short (< 2 nS); 3. good coexistence with other wireless devices; 4. the power consumption is low, the emission duty ratio is low by 5, and the Rayleigh fading is insensitive; 6. the penetrability is strong, and positioning accuracy is high.

As shown in fig. 7, each communication unit may include a communication tag and an antenna. The vehicle positioning device CAN adopt a tag end resolving mode, after the antenna receives signals of the signal transmitting units, the signals are transmitted to the tag to carry out a synchronization algorithm to obtain time information, the time information is transmitted to a resolving unit (not shown) through a serial port or a CAN to resolve coordinate values, and the coordinate values are transmitted to a processing unit through the CAN or the serial port or other wired or wireless transmission modes, or the resolving unit CAN be integrated with the processing unit to resolve in the processing unit. The antenna and the tag can be integrated together or arranged separately, the antenna 1 and the antenna 2 can be installed in one structure or installed separately, but a certain distance is needed between the two antennas, and the coordinates (which can be used as the position information of the vehicle) and the heading angle of the vehicle are calculated according to the relative coordinate positions of the antennas, so as to further control the drive-by-wire system of the vehicle, such as the steering angle and the like.

Fig. 8A is a schematic structural diagram of a vehicle-mounted positioning device according to an embodiment of the present invention. As shown in fig. 8A, the on-board positioning device may mainly include at least one of the following: a camera 31, a laser radar 32, a millimeter wave radar 33, an ultrasonic radar 34, a vehicle speed sensor 35, a wheel rotation angular velocity sensor 36, and an inertial sensor 37. The millimeter wave radar 33 is mainly used for obstacle avoidance, and the ultrasonic radar 34 is mainly realized by matching parking and a visual positioning scheme. The vehicle speed sensor 35, the wheel rotation angular velocity sensor 36, and the inertia sensor 37 can obtain various states of the vehicle, such as a vehicle speed, a wheel speed, an acceleration, a tilt, a shock, a vibration, a rotation, a multi-degree-of-freedom motion, and the like.

Fig. 8B is a schematic view of an installation position of the vehicle-mounted camera according to an embodiment of the present invention. As shown in fig. 8B, the vehicle-mounted camera 31 may mainly include a look-around camera 311 and a look-ahead camera 312, etc. to comprehensively capture images around the vehicle, the main control unit 2 applies a high-precision map and/or collects a semantic map by a vehicle sensor, the look-around camera 311 and the look-ahead camera 312, the visual positioning scheme adopts a vision-based synchronous positioning and map building (VSLAM) to generate the semantic map and combine the semantic map with the high-precision map, the collected VSLAM feature points are identified by the vehicle-mounted camera 31 for matching, and the information of the inertial sensor 37(IMU) is combined to realize the positioning of the vehicle, so as to obtain the vehicle-end positioning information. The SLAM (SLAM) refers to a process of calculating a position of the SLAM and constructing an environment map according to information of a sensor, and solves the problems of positioning and map construction when the SLAM moves in an unknown environment. VSLAM, vision slam, is a vision-based location and mapping that is more accurate and rapid.

In the process of automatic parking of the vehicle, the main control device can determine the distance between the current vehicle and the set area in real time. Specifically, in the case where the at least two communication units of the vehicle locating device receive the signals of the plurality of signal transmitting devices, the distance of the current vehicle from a set area is determined using the position information of the current vehicle calculated by the vehicle locating device; and in the case that any one of the at least two communication units does not receive the signal of any one of the plurality of signal transmitting devices, the vehicle positioning device is explained to be incapable of accurately obtaining the position information of the current vehicle, and the distance of the current vehicle from a set area is determined by using the position information of the current vehicle output by the vehicle positioning device.

The master control device may be further configured to, if the distance of the current vehicle from the set area is not greater than a set distance: sending a field terminal positioning information acquisition request to the field terminal management equipment; receiving the field end positioning information, wherein the field end positioning information comprises position coordinates of a vehicle and/or position coordinates of an obstacle; and using the field end positioning information to perform positioning and/or obstacle avoidance. And if the distance between the current vehicle and the set area is greater than the set distance, positioning and/or obstacle avoidance are/is carried out by using vehicle-end positioning information.

The above-described setting area can be used in various scenes (for example, too bright or too dark light, turning, and insufficient feature points), and switching between on-board positioning and field-end positioning is performed depending on whether or not the vehicle enters the setting area. The scenes of too bright or too dark light, turning and insufficient characteristic points can be switched between vehicle-mounted positioning and field end positioning in the following control mode.

FIG. 9A shows a schematic diagram of a continuous turn scenario in accordance with an embodiment of the present invention. As shown in fig. 9A, the vehicle-mounted positioning device is used for acquiring a current scene image; the master control device is used for: determining a travelable area according to the current scene image; in the running process of a vehicle, when the size of the travelable area is changed alternately, sending a field end positioning information acquisition request, wherein the field end positioning information comprises the position coordinates of the vehicle and/or the position coordinates of an obstacle; receiving the field terminal positioning information; and using the field end positioning information to perform positioning and/or obstacle avoidance.

FIG. 9B illustrates a control flow diagram for a continuous turn scenario in accordance with an embodiment of the present invention. As shown in fig. 9B, in the embodiment of the present invention, a current scene image is collected first, and then a travelable region is determined according to the current scene image; judging whether the size of the drivable area is changed alternately or not in the driving process of the vehicle; when the size of the travelable area is changed alternately, field end positioning information is sent, then the field end positioning information is received, and the field end positioning information is used for positioning and/or obstacle avoidance; and when the size of the driving area is not changed alternately, positioning and/or obstacle avoidance are/is carried out by using the vehicle end positioning information obtained by the vehicle-mounted positioning unit 1.

In addition, a continuous turn scenario may also be a spiral staircase.

In a period in which the size of the travelable area is changed alternately, when the number of times that the ground fluctuation of the travelable area is greater than or equal to a preset value is greater than or equal to a preset number, it is determined that the vehicle is traveling on a spiral stair, where the preset value may be 30cm, and the preset number is, for example, 1, but the present invention is not limited thereto. At the moment, whether the front and rear vehicles slide is judged according to the field end positioning information, and if the front and rear vehicles approach the self vehicle, the front and rear vehicles slide. And when the vehicles in the front and the rear sides slide, the field end positioning information is used for avoiding obstacles so as to avoid the vehicles sliding. For example, if it is determined that the left side (if the vehicle is traveling to the right) does not face the oncoming vehicle or the oncoming vehicle is far away, the obstacle avoidance control may be performed while traveling to the left, avoiding danger. The specific obstacle avoidance method will be described in detail below.

For scenes with too bright or too dark light. In this embodiment, the vehicle-mounted positioning device is configured to acquire a current scene image; the master control device is used for: when the pixel gray value of the current scene image is not within a preset range, sending a field end positioning information acquisition request, wherein the field end positioning information comprises the position coordinates of a vehicle and/or the position coordinates of an obstacle; receiving the field terminal positioning information; and using the field end positioning information to perform positioning and/or obstacle avoidance.

The camera installed on the vehicle can be affected to the feature recognition due to overexposure, if confidence judgment is set, the confidence coefficient of the positioning performed by the vehicle-mounted positioning device can be reduced (namely inaccurate positioning), and for the scene, judgment is performed according to the ROI pixel gray value of the acquired scene, if the ROI pixel gray value is not in a preset range (the end point a or b of the preset range is acquired by actual calibration, preferably a is between 180 and 255, and b is between 0 and 70), the confidence coefficient of the positioning result of the vehicle-mounted positioning device at the position can be determined to be low, at this time, field end positioning information can be requested to be acquired, and the field end positioning information is used for positioning and/or obstacle avoidance.

FIG. 9C is a flowchart illustrating the control of an over-dark or over-bright scene according to an embodiment of the present invention. As shown in fig. 9C, a current scene image is collected first, then whether the pixel gray value of the current scene image is within a preset range is judged, and when the pixel gray value of the current scene image is within the preset range, vehicle-end positioning information obtained by the vehicle-mounted positioning device is used for positioning and/or obstacle avoidance; when the pixel gray value of the current scene image is not in a preset range, sending a field end positioning information acquisition request; and after receiving the field end positioning information, positioning and/or avoiding obstacles by using the field end positioning information.

Fig. 9D is a diagram illustrating a scene in which feature points are insufficient according to an embodiment of the present invention. As shown in fig. 9D, for a scene with insufficient feature points.

In this embodiment, the vehicle-mounted positioning device is configured to generate and output vehicle-end positioning information; the master control device is used for: performing one of the following steps: 1) obtaining expected positioning information according to the direction, the speed and the initial positioning information of the vehicle; in the running process of the vehicle, when the deviation between the vehicle-end positioning information and the expected positioning information is greater than or equal to a preset value, sending a field-end positioning information acquisition request; 2) in the running process of the vehicle, when the updating frequency of the vehicle-end positioning information is less than or equal to the preset frequency within the preset time, sending a field-end positioning information acquisition request; then, receiving the field terminal positioning information; and using the field end positioning information to perform positioning and/or obstacle avoidance. Wherein the end-of-range positioning information includes position coordinates of the vehicle and/or position coordinates of an obstacle.

Fig. 9E shows a control flow diagram of a scenario with insufficient feature points according to an embodiment of the present invention. As shown in fig. 9E, first, the vehicle-mounted positioning device generates and outputs vehicle-end positioning information, and then, the main control device may perform two determinations:

the first one is: in the running process of the vehicle, judging whether the updating frequency of the vehicle end positioning information in the preset time is less than or equal to the preset frequency or not; when the updating frequency of the vehicle end positioning information is less than or equal to the preset frequency within the preset time, sending a field end positioning information acquisition request, receiving the field end positioning information, and positioning and/or avoiding obstacles by using the field end positioning information; and when the updating frequency of the vehicle positioning information is greater than a preset value within preset time, positioning and/or obstacle avoidance are carried out by using the vehicle end positioning information.

The vehicle-mounted positioning device generally relies on feature points in the environment for positioning, and if the feature points are insufficient, the vehicle-mounted positioning device may not output the vehicle-end positioning information within a predetermined time (for example, 1 second, but not limited thereto), and the vehicle-end positioning information cannot be updated when the time comes. Therefore, whether the vehicle enters a scene with insufficient characteristic points can be judged according to the condition of whether the vehicle-end positioning information is output in the preset time.

The second method is as follows: obtaining expected positioning information according to the direction, the speed and the initial positioning information of the vehicle; then, in the running process of the vehicle, judging whether the deviation between the vehicle end positioning information and the expected positioning information is larger than or equal to a preset value or not, and when the deviation between the vehicle end positioning information and the expected positioning information is larger than or equal to the preset value, sending a field end positioning information acquisition request, receiving the field end positioning information, and positioning and/or avoiding an obstacle by using the field end positioning information; and when the deviation between the vehicle positioning information and the expected positioning information is smaller than a preset value, positioning and/or obstacle avoidance are carried out by using the vehicle end positioning information.

According to the initial position, the expected position of the vehicle can be obtained by combining the information such as the vehicle speed, the direction, the driving time and the like, which is commonly used and is not described herein. There may be several reasons for the deviation between the end positioning information and the expected positioning information being greater than or equal to the predetermined value, for example, the end positioning information output by the on-board positioning device may be very inaccurate or the end positioning information output is a set of random coordinates according to different built-in algorithms. In addition, if the vehicle is provided with a confidence determination, the confidence of the vehicle-end positioning information output by the vehicle-mounted positioning device may also be low (e.g., less than 80%), essentially because the deviation of the vehicle-end positioning information from the expected positioning information is large. Therefore, when the deviation between the end positioning information and the expected positioning information is larger than or equal to the preset value, whether the vehicle enters a scene with insufficient characteristic points can be judged.

In addition, there is a possibility that the vehicle may encounter an obstacle during automatic running. Fig. 10A-10B are schematic diagrams of an obstacle avoidance scenario provided by an embodiment of the present invention. As shown in fig. 10A, for example, at a turning, a vehicle traveling in another direction may be encountered, and obstacle avoidance may be required. Because the vehicle that the other side went to is sheltered from, consequently on-vehicle camera can not discover in time. Then, obstacle avoidance needs to be performed by using field end positioning information provided by the field end positioning device (shown by a circle in fig. 10A), and the obstacle avoidance process is as follows: determining a preset distance forming area around the position coordinate of the obstacle as a dangerous area according to the position coordinate of the obstacle (the vehicle which runs from the other direction); and controlling the vehicle to avoid the dangerous area.

As shown in fig. 10B, a dangerous area and an early warning area formed by the obstacle may be first defined, for example, a preset distance (which may be set according to an actual situation) formed area around the position coordinates of the obstacle is the dangerous area, and an area formed at a certain distance (which may also be set according to an actual situation, for example, 0 to 50m) from the dangerous area is the early warning area. Assuming that the vehicle B is a self vehicle, combining the high-precision map and the positioning result information, when the vehicle is outside the early warning area, the vehicle recognizes and positions the obstacle through the vehicle-mounted positioning unit 1, and when the vehicle travels into the early warning area, the vehicle networking system receives information of all obstacles (vehicle a and pedestrian/animal C) in the early warning area, and in order to ensure safety, the vehicle B avoids a dangerous area formed by the obstacles (i.e., is far away from the obstacles). In the early warning area, on the premise that the field end positioning device has no fault, the field end positioning device is used as the main part, the coordinates of the early warning area are matched with the coordinates of the high-precision map, meanwhile, the area size is finally determined according to the actual test result, and when the vehicle runs out of the early warning area, the vehicle-mounted positioning device can be switched to be used as the main part.

The vehicle end management equipment can quickly and safely reach the target parking space by accurately positioning the position information of the current vehicle and executing an effective obstacle avoidance strategy.

In the embodiment of the invention, the communication between the vehicle end management device and the server, the communication between the client and the server, and/or the communication between the field end positioning device and the server can adopt 5G, 4G, 3G, Wifi, UWB, NB-IOT, Lora or other wireless communication technologies.

According to the embodiment of the invention, a scheme of combining a low-cost vehicle end with a low-cost field end is applied, field end equipment is added in the area around a turn, the area around a corner, the area around transparent glass and the area where characteristic points are not enough for the vehicle-mounted positioning device to correctly position the vehicle, and the upcoming things (people or vehicles) are predicted to be fed back to the vehicle end, so that the perception capability of the vehicle is enhanced, the effect of exchanging information outside the vehicle (V2X) is realized, and the system safety is improved. According to the scheme, field-end equipment can be added only at necessary intersections or scenes, so that the system cost is reduced, and the system is easier to fall to the ground.

Although the embodiments of the present invention have been described in detail with reference to the accompanying drawings, the embodiments of the present invention are not limited to the details of the above embodiments, and various simple modifications can be made to the technical solutions of the embodiments of the present invention within the technical idea of the embodiments of the present invention, and the simple modifications all belong to the protection scope of the embodiments of the present invention.

It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, the embodiments of the present invention do not describe every possible combination.

Those skilled in the art will understand that all or part of the steps in the method according to the above embodiments may be implemented by a program, which is stored in a storage medium and includes several instructions to enable a single chip, a chip, or a processor (processor) to execute all or part of the steps in the method according to the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.

In addition, any combination of various different implementation manners of the embodiments of the present invention is also possible, and the embodiments of the present invention should be considered as disclosed in the embodiments of the present invention as long as the combination does not depart from the spirit of the embodiments of the present invention.

Claims

1. A control system for valet parking, characterized in that the control system for valet parking includes a field side management device, the field side management device includes a field side server, and the field side server includes: the parking space determining device is used for responding to the received valet parking request, determining whether a target parking space corresponding to the current vehicle exists or not, and if the target parking space does not exist, determining the corresponding target parking space for the current vehicle;

position information determining means for determining at least position information of the current vehicle;

a path planning device for: planning a path to the target parking space for the current vehicle according to the position information of the target parking space, the position information of the current vehicle and the map information of the parking lot; and using the planned path as navigation information of the current vehicle; and

and the sending device is used for sending the position information and the navigation information of the target parking space.

2. The control system for valet parking according to claim 1, further comprising a client management device that includes a client and a client server,

the client is used for:

in response to receiving a user-input instruction to reserve parking for the parking lot, if the parking lot allows the user to reserve a specific parking space, inquiring the user whether the specific parking space is reserved,

if the user selects to reserve a specific parking space, the following steps are executed: displaying the vehicle parking information of the parking lot, receiving information of a specific parking space selected by a user, and generating a vehicle reserved parking request comprising the parking lot and the target parking space, wherein the specific parking space is used as the target parking space; sending the vehicle reserved parking request to the client server;

if the user chooses not to reserve a specific parking space or if the parking lot does not allow the user to reserve a specific parking space, performing the following steps: generating a vehicle reservation parking request including the parking lot; sending the vehicle reserved parking request to the client server;

the client server is used for sending the vehicle reserved parking request to the field server, and the field server further comprises a reserved parking management device used for: and if the vehicle reserved parking request does not comprise a target parking space, determining a corresponding target parking space for the current vehicle.

3. The control system for valet parking according to claim 2, wherein the parking space determination device or the reserved parking management device is configured to determine a corresponding target parking space for the current vehicle according to the following steps:

acquiring size information of the current vehicle; and

and determining the position information of the target parking space corresponding to the size information of the current vehicle based on the area information of the current unallocated parking space of the parking lot.

4. The control system for passenger-assisted parking according to claim 2 or 3, wherein the space determination device determines that the length and width of the target parking space satisfy the following conditions:

W0＝W1+d1；

L0＝L1+d2，

wherein W0 is the determined width of the parking space, W1 is the width of the current vehicle, L0 is the determined length of the parking space, L1 is the length of the current vehicle, wherein d1 is not more than 20cm, d2 is not more than 20cm,

preferably, the parking space determination device is configured to determine the position information of the target parking space corresponding to the size information of the current vehicle according to the following steps: selecting a sub-area with the length and the width meeting the conditions from the area of the parking lot which is not allocated with parking spaces currently; and determining the position information of the selected sub-area meeting the condition as the position information of the parking space.

5. The control system for passenger ride according to any one of claims 2 to 4, wherein,

the client server is further configured to: receiving the position information and the navigation information of the target parking space sent by the field end server; sending the position information and the navigation information of the target parking space to the client side so that the client side can display the position information and the navigation information of the target parking space; and/or

The client server is further used for receiving parameter information of the current vehicle input by a user at the client and sending the parameter information to the field server, wherein the parameter information at least comprises the vehicle type of the current vehicle, and the parking space determining device or the reserved parking management device obtains the size information of the current vehicle based on the vehicle type of the current vehicle; and/or

The client server is further configured to obtain status information of the current vehicle from the field server or from the vehicle-side server, where the status information includes location information of the current vehicle or includes location information and electric quantity information of the current vehicle, so that the client displays the status information of the current vehicle.

6. The control system for valet parking according to claim 1,

the field end management equipment further comprises a field end positioning device, the field end positioning device comprises a plurality of field end positioning units, the plurality of field end positioning units are used for collecting information related to the position of the current vehicle and/or information related to the position of an obstacle,

the location information determining means is for: obtaining the coordinates of the field end positioning units according to the IDs of the field end positioning units; and obtaining the position coordinates of the vehicle and/or the position coordinates of the obstacle according to the coordinates of the plurality of field end positioning units and the information related to the position of the vehicle and/or the information related to the position of the obstacle to serve as field end positioning information.

7. The control system for valet parking according to claim 1, further comprising a vehicle-side management device, the vehicle-side management device comprising a vehicle-side server and a vehicle-side device, the vehicle-side device being configured to generate a valet parking request for the current vehicle in response to receiving an instruction for valet parking input by a user, the vehicle-side server being configured to send the valet parking request to the yard-side management device;

the vehicle-end server is further configured to receive the position information of the target parking space and the navigation information, and the vehicle-end device is further configured to control the current vehicle to perform automatic parking according to the position information of the target parking space and the navigation information sent by the field-end management device.

8. The control system for passenger car parking according to claim 7, wherein the car-end device comprises a car-mounted positioning device and a master control device,

the vehicle-mounted positioning device is used for generating and outputting vehicle end positioning information, and the vehicle end positioning information comprises the position information of the current vehicle and/or the position information of an obstacle;

the master control device is used for:

determining the distance between the current vehicle and a set area;

if the distance between the current vehicle and the set area is not more than the set distance, then: sending a field terminal positioning information acquisition request to the field terminal management equipment; receiving the field end positioning information, wherein the field end positioning information comprises position coordinates of a vehicle and/or position coordinates of an obstacle; positioning and/or obstacle avoidance are/is carried out by using the field end positioning information;

and if the distance between the current vehicle and the set area is greater than the set distance, positioning and/or obstacle avoidance are/is carried out by using vehicle-end positioning information.

9. The control system for valet parking according to claim 8,

the vehicle-end management device further comprises a vehicle positioning device, the vehicle positioning device operates based on a plurality of signal transmitting units, and the vehicle positioning device comprises: at least two communication units arranged on the current vehicle and used for receiving signals of the plurality of signal transmitting units, wherein the at least two communication units have a distance therebetween; a processing unit to: determining coordinates of each of the at least two communication units according to the time when the each communication unit receives the signal of each of the plurality of signal transmitting units and the coordinates of each signal transmitting unit; calculating the position information of the current vehicle according to the coordinates of any one of the at least two communication units and the installation position on the vehicle;

the master control device is used for: determining the distance of the current vehicle from a set area by using the position information of the current vehicle calculated by the vehicle positioning device under the condition that the at least two communication units receive the signals of the plurality of signal transmitting devices; and in the case that any one of the at least two communication units does not receive the signal of any one of the plurality of signal transmitting devices, determining the distance of the current vehicle from a set area by using the position information of the current vehicle output by the vehicle-mounted positioning device.

10. A control system for passenger parking according to claim 8 or 9, wherein one or more of:

the on-board positioning device comprises at least one of: the system comprises a camera, a laser radar, a millimeter wave radar, an ultrasonic radar, a vehicle speed sensor, a wheel rotation angular speed sensor and an inertial sensor;

the setting region includes at least one of: turning surrounding areas, corner surrounding areas, transparent glass surrounding areas and areas with characteristic points insufficient for the vehicle-mounted positioning device to correctly position the vehicle; or

The using the field end positioning information for obstacle avoidance comprises: determining a preset distance forming area around the obstacle as a dangerous area according to the position information of the obstacle; and controlling the vehicle to avoid the dangerous area.

11. The control system for valet parking according to claim 1,

the route planning device is configured to, in a case where a plurality of routes to the target parking space are planned for the current vehicle, take, as the navigation information, a route having a shortest length in a non-congested state among the plurality of routes, where if a route satisfies at least one of: if the number of vehicles on the path is more than a first preset number, the path is in a construction state, and static obstacles exist on the path, determining that the path is in a congestion state, and otherwise, determining that the path is in an uncongested state.

12. The control system for valet parking according to claim 1,

the path planning apparatus is further configured to: detecting whether a route ahead of a route traveled by a vehicle is in a congested state when the current vehicle reaches a predetermined distance before an intersection while the current vehicle travels based on a received route, or periodically detecting whether the route ahead of the route traveled by the vehicle is in the congested state before the current vehicle reaches the intersection; if the front path is detected to be in a congestion state, planning a path to the target parking space for the current vehicle again according to the position information of the target parking space, the current position information of the current vehicle and the map information of the parking lot;

the transmitting device is also used for transmitting the re-planned path as new navigation information to the current vehicle.

13. The control system for valet parking according to claim 1,

the sending device is also used for sending the position information and the speed information of the vehicles on other paths crossed with the path sent to the current vehicle to the vehicle end management equipment; and/or

And two or three of the client server of the client management equipment, the field server and the vehicle-end server are the same server.