CN116820098A

CN116820098A - Automatic bus-substituting parking method, device and system

Info

Publication number: CN116820098A
Application number: CN202310684458.2A
Authority: CN
Inventors: 徐开庭; 于红超; 唐如意
Original assignee: Chengdu Seres Technology Co Ltd
Current assignee: Chongqing Selis Phoenix Intelligent Innovation Technology Co ltd
Priority date: 2023-06-09
Filing date: 2023-06-09
Publication date: 2023-09-29

Abstract

The application relates to the technical field of intelligent automobiles, and provides an automatic passenger-substituting parking method, device and system. The method comprises the following steps: when response information returned by the vehicle to be parked based on the parking control instruction is received, controlling the vehicle to be parked to travel from a first current position to a position of a target parking space according to a target parking path; collecting vehicle motion data of a vehicle to be parked; decoupling the current vehicle motion of the vehicle to be parked according to the vehicle motion data to obtain the current transverse track offset and the current longitudinal track offset of the vehicle to be parked; optimizing and adjusting the target parking path based on the current transverse track offset and the current longitudinal track offset to obtain an optimized parking path; and controlling the vehicle to be parked to continue to travel from the second current position to the position of the target parking space according to the optimized parking path. The application not only can well solve the problem of difficult parking of the client, but also can improve the intelligent degree and the safety of the parking process.

Description

Automatic bus-substituting parking method, device and system

Technical Field

The application relates to the technical field of intelligent automobiles, in particular to an automatic bus-substituting parking method, device and system.

Background

Parking is often a painful experience for many drivers, especially novice drivers, because parking is difficult, time consuming, and safety is poor due to factors such as insufficient parking technology or narrow parking space.

With the continuous development of intelligent technologies of automobiles, the automatic driving technology is also developed at a high speed, and the automatic bus-substituting parking technology is also attracting attention of more and more users as an important component of automatic driving. Automatic bus-substituting parking can effectively help users solve the problem of difficult parking. The safety and the intelligent degree of the parking process of automatic bus-in parking are also the focus of attention.

The existing automatic bus-substituting parking method still has the problems of low intelligent degree and poor safety in the parking process.

Disclosure of Invention

In view of the above, the embodiment of the application provides an automatic bus-substituting parking method, device and system, which are used for solving the problems that the existing automatic bus-substituting parking method still has low intelligent degree and poor safety in the parking process.

In a first aspect of an embodiment of the present application, there is provided an automatic bus-substituting parking method, including:

Issuing a parking control instruction to a vehicle to be parked, wherein the parking control instruction comprises a target parking path, the target parking path comprises a path initial node, a middle path node and a path end node, the path initial node is a first current position of the vehicle to be parked, and the path end node is a position of a target parking space;

when response information returned by the vehicle to be parked based on the parking control instruction is received, taking over the vehicle control authority released by the vehicle to be parked, and controlling the vehicle to be parked to travel from the first current position to the position of the target parking space according to the target parking path, wherein the response information comprises the vehicle control authority released by the vehicle to be parked;

collecting vehicle motion data in the process that a vehicle to be parked runs from a first current position to a target parking space position, wherein the vehicle motion data comprise real-time vehicle positions and real-time vehicle speeds;

decoupling the current vehicle motion of the vehicle to be parked according to the vehicle motion data to obtain the current transverse track offset and the current longitudinal track offset of the vehicle to be parked;

optimizing and adjusting the target parking path based on the current transverse track offset and the current longitudinal track offset to obtain an optimized parking path;

And controlling the vehicle to be parked to continue to travel from the second current position to the position of the target parking space according to the optimized parking path.

In a second aspect of the embodiment of the present application, there is provided an automatic bus-substituting parking apparatus, including:

the issuing module is configured to issue parking control instructions to the vehicle to be parked, wherein the parking control instructions comprise target parking paths, the target parking paths comprise path initial nodes, middle path nodes and path end nodes, the path initial nodes are the first current positions of the vehicle to be parked, and the path end nodes are the positions of target parking spaces;

the take-over module is configured to take over the vehicle control authority released by the vehicle to be parked when receiving response information returned by the vehicle to be parked based on the parking control instruction, and control the vehicle to be parked to travel from the first current position to the position of the target parking space according to the target parking path, wherein the response information comprises the vehicle control authority released by the vehicle to be parked;

the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is configured to acquire vehicle motion data in the process of driving a vehicle to be parked from a first current position to a target parking space position, and the vehicle motion data comprises a real-time vehicle position and a real-time vehicle speed;

The decoupling module is configured to decouple the current vehicle motion of the vehicle to be parked according to the vehicle motion data to obtain the current transverse track offset and the current longitudinal track offset of the vehicle to be parked;

the adjusting module is configured to optimally adjust the target parking path based on the current transverse track offset and the current longitudinal track offset to obtain an optimized parking path;

and the control module is configured to control the vehicle to be parked to continue to travel from the second current position to the position of the target parking space according to the optimized parking path.

In a third aspect of an embodiment of the present application, there is provided an automatic valet parking system, including:

the system comprises a server and a vehicle to be parked, wherein the vehicle to be parked is in communication connection with the server;

the server side comprises the automatic bus parking device of the second aspect.

In a fourth aspect of the embodiments of the present application, there is provided an electronic device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, the processor implementing the steps of the above method when executing the computer program.

In a fifth aspect of the embodiments of the present application, there is provided a computer readable storage medium storing a computer program which, when executed by a processor, implements the steps of the above method.

Compared with the prior art, the embodiment of the application has the beneficial effects that: according to the technical scheme provided by the embodiment of the application, a parking control instruction is issued to a vehicle to be parked, the parking control instruction comprises a target parking path, the target parking path comprises a path initial node, a middle path node and a path end node, the path initial node is a first current position of the vehicle to be parked, and the path end node is a position of a target parking space; when response information returned by the vehicle to be parked based on the parking control instruction is received, taking over the vehicle control authority released by the vehicle to be parked, and controlling the vehicle to be parked to travel from the first current position to the position of the target parking space according to the target parking path, wherein the response information comprises the vehicle control authority released by the vehicle to be parked; collecting vehicle motion data in the process that a vehicle to be parked runs from a first current position to a target parking space position, wherein the vehicle motion data comprise real-time vehicle positions and real-time vehicle speeds; decoupling the current vehicle motion of the vehicle to be parked according to the vehicle motion data to obtain the current transverse track offset and the current longitudinal track offset of the vehicle to be parked; optimizing and adjusting the target parking path based on the current transverse track offset and the current longitudinal track offset to obtain an optimized parking path; the vehicle to be parked is controlled to continue to travel from the second current position to the position of the target parking space according to the optimized parking path, so that the problem of difficult parking of the client can be well solved, the intelligent degree and the safety of the parking process are improved, and better parking experience is provided for the client.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic view of an application scenario according to an embodiment of the present application;

FIG. 2 is a schematic flow chart of an automatic bus-in parking method according to an embodiment of the present application;

FIG. 3 is a schematic diagram of a target parking path in an automatic valet parking method according to an embodiment of the present application;

fig. 4 is a schematic view of another application scenario provided in an embodiment of the present application;

FIG. 5 is a schematic diagram of a trajectory coordinate system in an automatic valet parking method according to an embodiment of the present application;

fig. 6 is a schematic structural diagram of an automatic bus-substituting parking device according to an embodiment of the present application;

FIG. 7 is a schematic diagram of an automated passenger parking system according to an embodiment of the present application;

fig. 8 is a schematic structural diagram of an electronic device according to an embodiment of the present application.

Detailed Description

In the following description, for purposes of explanation and not limitation, specific details are set forth such as the particular system architecture, techniques, etc., in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

An automatic bus parking method, device and system according to embodiments of the present application will be described in detail with reference to the accompanying drawings.

Fig. 1 is a schematic view of an application scenario according to an embodiment of the present application. The application scenario may include a server side 101 and a vehicle side 102. The service end 101 may establish a communication connection with the vehicle end 102 via a network (may be a wired network or a wireless network, the wired network may be a wired network adopting a coaxial cable, a twisted pair, and an optical fiber connection, the wireless network may be Bluetooth (Bluetooth), near field communication (Near Field Communication, NFC), infrared (Infrared), etc.), so as to receive or transmit information, etc.

The server 101 may be a vehicle manufacturer platform, a cloud server, a background server, or the like. The system provides corresponding service for realizing automatic bus-in parking.

The vehicle end 102 generally refers to a vehicle to be parked having a communication function and a basic intelligent driving function.

After establishing communication connection with the vehicle end 102, the service end 101 may issue a parking control instruction to the vehicle end 102 (i.e. the vehicle to be parked), where the parking control instruction includes a target parking path, and the target parking path includes a path initial node, an intermediate path node, and a path end node, where the path initial node is a first current position of the vehicle to be parked, and the path end node is a position of the target parking space; when response information returned by the vehicle to be parked based on the parking control instruction is received, taking over the vehicle control authority released by the vehicle to be parked, and controlling the vehicle to be parked to travel from the first current position to the position of the target parking space according to the target parking path, wherein the response information comprises the vehicle control authority released by the vehicle to be parked; collecting vehicle motion data in the process that a vehicle to be parked runs from a first current position to a target parking space position, wherein the vehicle motion data comprise real-time vehicle positions and real-time vehicle speeds; decoupling the current vehicle motion of the vehicle to be parked according to the vehicle motion data to obtain the current transverse track offset and the current longitudinal track offset of the vehicle to be parked; optimizing and adjusting the target parking path based on the current transverse track offset and the current longitudinal track offset to obtain an optimized parking path; the vehicle to be parked is controlled to continue traveling from the second current position to the position of the target parking space (e.g., vertical space 03 in fig. 1) in accordance with the optimized parking path. Through the mode, the problem of difficult parking of the client can be well solved, the intelligent degree and the safety of the parking process are improved, and better parking experience is provided for the client.

Fig. 2 is a schematic flow chart of an automatic bus-in parking method according to an embodiment of the present application. The automatic valet parking method of fig. 2 may be performed by the server 101 of fig. 1. As shown in fig. 2, the automatic bus-in parking method includes:

step S201, a parking control instruction is issued to a vehicle to be parked, wherein the parking control instruction comprises a target parking path, the target parking path comprises a path initial node, a middle path node and a path end node, the path initial node is a first current position of the vehicle to be parked, and the path end node is a position of a target parking space.

Fig. 3 is a schematic diagram of a target parking path in an automatic bus-in parking method according to an embodiment of the present application. As shown in fig. 3, the target parking path includes a path initial node P1 (i.e., a first current position of the vehicle to be parked), a middle path node P2, a middle path node P3, and a path end node P4 (i.e., a position of the target parking space).

Step S202, when response information returned by the vehicle to be parked based on the parking control instruction is received, taking over the vehicle control authority released by the vehicle to be parked, and controlling the vehicle to be parked to travel from the first current position to the position of the target parking space according to the target parking path, wherein the response information comprises the vehicle control authority released by the vehicle to be parked.

The vehicle control authority may be control authority of a part of the vehicle functions, for example, a braking function of the vehicle, a steering wheel control function of the vehicle, and the like; the control authority of the whole vehicle control function can be used for controlling all the vehicle functions of the vehicle. The vehicle control authority may also carry a control period.

In an embodiment, when the vehicle to be parked runs outside the parking lot, a parking application including vehicle identification information (such as a license plate number and the like) of the vehicle to be parked and a first current position thereof may be transmitted to the server side 101. After receiving the parking application, the server 101 issues a parking control instruction to the vehicle to be parked corresponding to the locked license plate number. After receiving the parking control instruction, the vehicle to be parked returns response information to the server 101 if an automatic bus-substituting parking function is selected. After receiving the response information returned by the vehicle to be parked, the server 101 can take over the released vehicle control authority.

In practical applications, a user (such as a vehicle owner) may select to set a release time period for releasing the vehicle control authority of the vehicle to be parked through a client (such as a smart phone sign-on) or a vehicle-mounted terminal of the vehicle to be parked. The release time period can be flexibly set according to practical situations, and can be 10 minutes, 20 minutes, 30 minutes and the like. The time starting point of the release period may be a time starting point at which response information is returned from the vehicle to be parked to the server side 101.

When receiving the response information returned by the vehicle to be parked, the server 101 starts to take over the vehicle control authority released by the vehicle to be parked, and can control the vehicle to be parked to travel from the first current position (such as the path initial node P1 in fig. 3) to the position (such as the path end node P4 in fig. 3) of the target parking space according to the target parking path in the release period.

In step S203, vehicle motion data including a real-time vehicle position and a real-time vehicle speed during the process of traveling from the first current position to the position of the target parking space of the vehicle to be parked is collected.

In an embodiment, the server 101 may collect the real-time vehicle position of the vehicle to be parked by a positioning device (such as a global positioning system (GPS, global Positioning System), etc.) installed on the vehicle to be parked. The real-time vehicle speed of the vehicle to be parked is acquired by a speed sensor mounted on the vehicle to be parked.

Step S204, decoupling the current vehicle motion of the vehicle to be parked according to the vehicle motion data to obtain the current transverse track offset and the current longitudinal track offset of the vehicle to be parked.

Step S205, optimizing and adjusting the target parking path based on the current transverse track offset and the current longitudinal track offset to obtain an optimized parking path.

Step S206, controlling the vehicle to be parked to continue to travel from the second current position to the position of the target parking space according to the optimized parking path.

According to the technical scheme provided by the embodiment of the application, a parking control instruction is issued to a vehicle to be parked, the parking control instruction comprises a target parking path, the target parking path comprises a path initial node, a middle path node and a path end node, the path initial node is a first current position of the vehicle to be parked, and the path end node is a position of a target parking space; when response information returned by the vehicle to be parked based on the parking control instruction is received, taking over the vehicle control authority released by the vehicle to be parked, and controlling the vehicle to be parked to travel from the first current position to the position of the target parking space according to the target parking path, wherein the response information comprises the vehicle control authority released by the vehicle to be parked; collecting vehicle motion data in the process that a vehicle to be parked runs from a first current position to a target parking space position, wherein the vehicle motion data comprise real-time vehicle positions and real-time vehicle speeds; decoupling the current vehicle motion of the vehicle to be parked according to the vehicle motion data to obtain the current transverse track offset and the current longitudinal track offset of the vehicle to be parked; optimizing and adjusting the target parking path based on the current transverse track offset and the current longitudinal track offset to obtain an optimized parking path; the vehicle to be parked is controlled to continue to travel from the second current position to the position of the target parking space according to the optimized parking path, so that the problem of difficult parking of the client can be well solved, the intelligent degree and the safety of the parking process are improved, and better parking experience is provided for the client.

In some embodiments, before step S201, the method further includes the steps of:

acquiring a parking request, vacant parking space information in a parking lot and in-field obstacle information, wherein the parking request comprises a first current position of a vehicle to be parked;

determining a target parking stall according to the first current position and the vacant stall information;

based on the in-field obstacle information, a target parking path is determined.

Fig. 4 is a schematic view of another application scenario provided in an embodiment of the present application. The application scene is added with a field end 103 and a client end 104 which are respectively in communication connection with the server end 101 on the basis of the application scene shown in fig. 1.

The field end 103, i.e. the parking lot end, has sensing (e.g. sensing the vehicle to be parked by a camera device arranged in the field, a geomagnetic sensor under the parking space, a laser radar and other sensors, and other obstacles such as other vehicles or pedestrians) and communication functions.

Client 104 generally refers to a terminal device used by a user (e.g., a customer with parking requirements). The terminal device may be various electronic devices such as a smart phone, a tablet pc, a laptop computer, and a desktop computer, or may be software installed in the electronic devices. When a user has an automatic customer-carrying parking requirement, a parking request can be initiated to the server 101 through a client (such as a smart phone and the like). The client 104 installs an automated customer parking APP (application program) provided by a server (which may be a vehicle vendor platform).

In one embodiment, a user (e.g., a vehicle owner of a vehicle to be parked) may use a client 104 (e.g., a smart phone) to send a parking request to the server 101 while driving the vehicle to the vicinity of a parking lot. After receiving the parking request, the server 101 sends a request for inquiring the vacant parking space to the terminal 103. After receiving the request for inquiring the vacant parking space, the terminal 103 can retrieve the information of the vacant parking space in the parking lot and the information of the obstacles in the parking lot from the background server thereof, and the information of the vacant parking space mainly comprises the number of the vacant parking spaces, the type of the parking spaces, the positions of the parking spaces and the like. The parking space types generally comprise parallel parking spaces, vertical parking spaces and nonstandard parking spaces (mainly inclined parking spaces). The in-field obstacle information comprises static obstacles such as stone piles, walls or other buildings in the parking lot, and dynamic obstacles such as pedestrians and animals.

Next, after receiving the information of the vacant parking space returned by the terminal 103 and the information of the obstacle in the parking space, the server 101 determines the target parking space according to these information and the first current position of the vehicle to be parked. In some embodiments, the service end 101 may also communicate with the to-be-parked vehicle or the client 104 used by the user, and propose to obtain historical parking data of a driver (such as a vehicle owner) of the to-be-parked vehicle to the to-be-parked vehicle or the client 104; then, the historical parking data is analyzed to determine the parking preference of the driver (e.g., whether to park in an indoor parking lot or an outdoor parking lot, whether to park in a parking space near the exit of the parking lot or a parking space farther from the exit of the parking lot, etc.), which type of parking space (e.g., parallel parking space, vertical parking space, diagonal parking space), what the preferred parking cost interval is, etc.); then, the target parking space is determined based on the parking preference of the driver and the vacant parking space information and the in-field obstacle information provided by the field terminal 103.

As an example, assuming that the parking preference of the driver of the vehicle to be parked is an indoor parking lot, a vertical parking space farther from the exit of the parking lot, and the parking cost interval is x-y elements according to the historical parking data provided by the vehicle to be parked or the client 104, the server 101 may screen out the target parking space that best meets the parking preference of the driver of the vehicle to be parked according to the vacant parking space information provided by the field end 103.

Assuming that the first current position of the vehicle to be parked is the P1 position in fig. 3, and the target parking space is the P4 position in fig. 3, the P1 position may be used as a path initial node of the parking path, the P4 position may be used as a path end node of the parking path, the electronic map in the parking space is rasterized, and then a plurality of reachable paths from the P1 position to the P4 position are generated according to the in-field obstacle information provided by the field terminal 103 and the traffic rules (traffic directions) of the field terminal; then, calculating the path length of each reachable path respectively, and predicting the running time spent by the vehicle to be parked on each reachable path; and finally, selecting a target parking path meeting the expected target (such as shortest path and/or shortest time) according to the path length and the driving time.

In some embodiments, the step S204 includes:

taking the central line of a target parking path as a reference track line, based on the reference track line, taking a projection point of a real-time vehicle position of a vehicle to be parked on the reference track line as a coordinate origin, establishing a track coordinate system, wherein the transverse axis direction of the track coordinate system is the normal direction of the projection point on the reference track line, and the longitudinal axis direction is the tangential direction of the projection point on the reference track line;

based on the trajectory coordinate system and the real-time vehicle position of the vehicle to be parked, a current lateral trajectory offset and a current longitudinal trajectory offset of the real-time vehicle position of the vehicle to be parked relative to the reference trajectory line are determined.

Referring to fig. 5, a trajectory coordinate system, i.e., a Frenet coordinate system, is established with the center line of the target parking path as a reference trajectory line (i.e., the center line of the target parking path shown as p1→p2→p3→p4 in fig. 5) based on the reference trajectory line and the centroid of the vehicle to be parked as the origin of coordinates. At some point, it is assumed that the coordinates of the real-time vehicle position of the vehicle to be parked (i.e., the centroid of the vehicle to be parked) in the global cartesian coordinate system are P (x, y), the projection point P ' of the real-time vehicle position P of the vehicle to be parked onto the reference trajectory line is called the origin of coordinates, the tangential direction of P ' is the g-axis direction or the longitudinal axis direction, and the normal direction of P ' is the f-axis direction or the transverse axis direction. The horizontal axis coordinate f value refers to a distance between a centroid of the vehicle to be parked on the reference trajectory line (a projection point P' of the real-time vehicle position P on the reference trajectory line) and the start point P1, that is, a distance of the vehicle to be parked deviating from the target parking path, and may also be referred to as a current lateral trajectory offset amount of the real-time vehicle position of the vehicle to be parked with respect to the start point (i.e., point P1) on the reference trajectory line. The vertical axis coordinate g value refers to the length of a curve between the centroid of the vehicle to be parked on the reference trajectory (the projection point P 'of the real-time vehicle position P on the reference trajectory) and the starting point P1, i.e., the longitudinal travel distance of the vehicle to be parked on the target parking path, and may also be referred to as the current longitudinal trajectory offset of the real-time vehicle position of the vehicle to be parked compared to the projection point P' on the reference trajectory.

In some embodiments, the step S205 specifically includes:

collecting surrounding obstacle information of a vehicle when the vehicle to be parked runs to a real-time vehicle position;

based on the obstacle information around the vehicle, adjusting the current transverse track offset and the current longitudinal track offset to obtain an adjusted transverse track offset and an adjusted longitudinal track offset, and generating a local obstacle avoidance track according to the real-time vehicle position, the adjusted transverse track offset and the adjusted longitudinal track offset;

and optimizing and adjusting the target parking path according to the local obstacle avoidance track to obtain an optimized parking path.

The obstacles around the vehicle can be objects such as front vehicles, pedestrians, animals, stone piles, glove boxes and the like which are encountered by the vehicle to be parked in the running process. The vehicle surrounding obstacle information refers to various information such as the shape and size of the vehicle surrounding obstacles, the distance between the vehicle and the vehicle to be parked, and the like.

With continued reference to fig. 5, assuming that the real-time vehicle position is P point, the server 101 may collect spatial sensing information such as three-dimensional size, distance, etc. of the surrounding obstacle when the vehicle to be parked travels to P point based on a sensor (such as a laser radar, a camera, a millimeter radar, an infrared sensor, an ultrasonic sensor, etc.) mounted on the vehicle to be parked.

The vehicle motion data also includes real-time wheel steering. Based on the obstacle information around the vehicle, the current transverse track offset and the current longitudinal track offset are adjusted to obtain an adjusted transverse track offset and an adjusted longitudinal track offset, and a local obstacle avoidance track is generated according to the real-time vehicle position, the adjusted transverse track offset and the adjusted longitudinal track offset, and the method specifically comprises the following steps:

if the surrounding of the vehicle to be parked is determined to have a dynamic obstacle according to the surrounding obstacle information of the vehicle, predicting the dynamic movement track of the dynamic obstacle based on the surrounding obstacle information of the vehicle;

according to the dynamic motion track and the real-time wheel steering, the current transverse track offset and the current longitudinal track offset are adjusted to obtain an adjusted transverse track offset and an adjusted longitudinal track offset;

and generating a local obstacle avoidance track according to the real-time vehicle position, the transverse track offset and the longitudinal track offset, wherein the local obstacle avoidance track is not intersected with the dynamic motion track and is not overlapped with the dynamic motion track.

The dynamic barrier may be a traveling vehicle, a pedestrian, an animal, etc. around the vehicle to be parked.

Real-time wheel steering refers to the direction and angle of rotation of the steering wheel of the vehicle to be parked.

As an example, with continued reference to fig. 5, it is assumed that a dynamic obstacle exists around the vehicle (for example, the dynamic obstacle is the vehicle a traveling from the opposite direction of the vehicle to be parked) based on the vehicle surrounding obstacle information when the vehicle to be parked travels to the point P. Then, according to the information of the three-dimensional size of the vehicle A, the distance from the vehicle to be parked and the like, the dynamic motion track of the vehicle A in a future time period (such as 10 seconds, 30 seconds and the like in the future) is predicted.

The mass center of the vehicle to be parked is taken as an origin, the maximum rotation amplitude of the vehicle to be parked in the running process is determined according to the real-time wheel steering of the vehicle to be parked and the rigid body characteristics of the vehicle to be parked, and a circle (marked as a circle 1) is drawn in a track coordinate system by taking the maximum rotation amplitude as a radius. Taking the mass center of the vehicle A as an origin, assuming that the mass center of the vehicle A dynamically changes along the moving direction of the dynamic motion track, and taking half of the length of the vehicle A as a radius to draw a circle (marked as a circle 2). Assuming circle 1 intersects or is tangent to circle 2, it indicates that the vehicle to be parked may collide with vehicle a, and at this time, the current lateral track offset and the current longitudinal track offset of the vehicle to be parked need to be adjusted. Specifically, by adjusting the current lateral track offset and the current longitudinal track offset of the vehicle to be parked, the circle 1 corresponding to the vehicle to be parked and the circle 2 corresponding to the vehicle a are in a separated state. Then, according to the circle center coordinates (such as the point Q in fig. 5) of the circle 1 corresponding to the vehicle to be parked, the adjustment of the transverse track offset and the adjustment of the longitudinal track offset can be determined.

Then, according to the real-time vehicle position P point of the vehicle to be parked, the transverse track offset and the longitudinal track offset (corresponding to the transverse coordinate value and the longitudinal coordinate value of the Q point respectively) are adjusted to generate a local obstacle avoidance track, namely a curve PQ. The curve PQ does not intersect or overlap with the dynamic motion trajectory of the vehicle a.

In some embodiments, the local obstacle avoidance trajectory includes an obstacle avoidance initiation node and an obstacle avoidance end node, the obstacle avoidance initiation node being a second current location of the vehicle to be parked.

Optimizing and adjusting a target parking path according to the local obstacle avoidance track to obtain an optimized parking path, wherein the optimizing and adjusting the target parking path comprises the following steps:

determining a first intermediate path node of which the obstacle avoidance starting node is closest to the target parking path and a second intermediate path node of which the obstacle avoidance end node is closest to the target parking path;

calculating a first node distance value between the obstacle avoidance initial node and the first intermediate path node, and a second node distance value between the obstacle avoidance end node and the second intermediate path node;

if the distance value of the first node and the distance value of the second node are smaller than or equal to a preset distance threshold value, updating a first track section from a first intermediate path node to a second intermediate path node in the target parking path to be a local obstacle avoidance track, and not changing a second track section from the second intermediate path node to a path end node in the target parking path to obtain an optimized parking path.

The first node distance value refers to a horizontal coordinate difference value between an obstacle avoidance starting node and a first intermediate path node on the target parking path.

And the second node distance value refers to a horizontal coordinate difference value between the obstacle avoidance end node and a second intermediate path node on the target parking path.

The preset distance threshold value can be flexibly set according to practical situations, for example, can be set to 15cm, 25cm and the like.

As an example, with continued reference to fig. 5, the local obstacle avoidance track is determined to be a curve PQ according to the above steps, where a point P in the curve PQ is an obstacle avoidance start node, the point P is a second current position of the vehicle to be parked, and a point Q is an obstacle avoidance end node. And according to the projection points of the P point and the Q point on the target parking track and the first intermediate path node and the second intermediate path node closest to the projection points. The first intermediate path node closest to the projection point P 'of the P point on the target parking trajectory is the P2 point (the difference in vertical coordinates between P' and P2 is the smallest), and the second intermediate path node closest to the projection point Q 'of the Q point on the target parking trajectory is the P3 point (the difference in vertical coordinates between Q' and P3 is the smallest). If the distance value of the first node and the distance value of the second node are smaller than or equal to a preset distance threshold (assumed to be 25 cm), updating a curve segment (namely a first track segment) from P2 to P3 in the target parking path to be a curve PQ, and obtaining an optimized parking path from P1 to P to Q to P4 without changing a second track segment from a second middle path node P3 to a path end node P4 in the target parking path.

In some embodiments, if the first node distance value is less than or equal to the preset distance threshold value, and the second node distance value is greater than the preset distance threshold value, searching for at least one intermediate node between the obstacle avoidance end node and the second intermediate path node that can enable the vehicle to be parked to travel from the obstacle avoidance end node to the second intermediate path node for the shortest travel time; generating a local track section according to the obstacle avoidance end node, the intermediate node and the second intermediate path node; updating a first track section from a first intermediate path node to a second intermediate path node in the target parking path to a combined track section consisting of a local obstacle avoidance track and a local track section, and obtaining an optimized parking path without changing the second track section from the second intermediate path node to a path end node in the target parking path.

In an embodiment, the Floyd algorithm may be used to search for at least one intermediate node between the obstacle avoidance end node and the second intermediate path node that may minimize the travel time of the vehicle to be parked from the obstacle avoidance end node to the second intermediate path node.

As an example, with continued reference to fig. 5, assuming that an intermediate node that can make the travel time of the vehicle to be parked from the obstacle avoidance end node to the second intermediate path node shortest is M point, a local trajectory section, i.e., a curve q→m→p3, is generated from the obstacle avoidance end node (Q point), the intermediate node (M point), and the second intermediate path node (P3 point). Updating the curve section (i.e., the first track section) of the P2-P3 in the target parking path to the combined track section composed of the curve PQ and the curve QMP3, i.e., the curve section of the P-Q-M-P3, and obtaining the optimized parking path P1-P-M-P3-P4 without changing the second track section from the second intermediate path node P3 to the path end node P4 in the target parking path.

According to the technical scheme provided by the embodiment of the application, the current transverse track offset and the current longitudinal track offset of the vehicle to be parked are obtained by decoupling the current vehicle motion of the vehicle to be parked according to the vehicle motion data, the current transverse track offset and the current longitudinal track offset are adjusted by combining the vehicle surrounding obstacle information when the vehicle to be parked is driven to the real-time vehicle position, the local obstacle avoidance track is generated according to the real-time vehicle position, the transverse track offset and the longitudinal track offset, and finally, the target parking path is locally adjusted and optimized through the local obstacle avoidance track, so that the intelligent degree and the safety performance in the automatic passenger parking process can be improved, and more excellent parking experience is provided for customers.

In some embodiments, in the process of controlling the vehicle to be parked to move to the target parking space according to the target parking path, if some emergency situations are encountered, such as an obstacle incapable of being avoided suddenly appears around the vehicle to be parked, the service end 101 returns the vehicle control authority to the vehicle to be parked and gives an alarm to remind a driver in the vehicle to be parked to take emergency braking measures, so as to avoid collision with the obstacle, thereby improving the safety of the parking process. After the emergency is eliminated, the driver can send a parking request to the server 101 again through the client 104 or the vehicle end 102, so that the server 101 regains the vehicle control authority of the vehicle to be parked, and continues to control the vehicle to be parked to drive to the target parking space.

In other embodiments, under the condition of poor network quality, the server 101 cannot timely return the control authority of the vehicle to be parked, at this time, the driver in the vehicle may start the emergency brake button to forcibly release the control authority of the vehicle to be parked by the server 101, at this time, the vehicle to be parked may regain the control authority of the vehicle, and at the same time, execute the emergency brake measure, so as to avoid the collision between the vehicle and the obstacle, thereby improving the safety of the parking process.

In still other embodiments, if there is no driver in the vehicle to be parked, i.e. no driving is in the vehicle, or the driver has been off the vehicle and is fully engaged in the service end to assist in parking, the vehicle to be parked may first enter into a secure parking engagement in an emergency with a hand-held terminal used by an administrator in the parking lot before entering the parking lot. The contents of the contract mainly include: in an emergency, the control authority of the service end 101 to the vehicle to be parked can be forcedly released, the control authority of the vehicle to be parked can be temporarily taken over, and after the emergency is eliminated, the temporary control authority of the vehicle can be released.

If an emergency situation is found in the process that the server side 101 controls the vehicle to be parked to move to the target parking space according to the target parking path, the server side 101 cannot timely return the vehicle control authority of the vehicle to be parked to the vehicle to be parked due to network congestion and other reasons, an administrator in the parking space can timely forcedly release the control authority of the server side 101 to the vehicle to be parked through the handheld terminal and take charge of the vehicle control authority of the vehicle to be parked, and meanwhile, emergency braking measures are adopted to avoid collision between the vehicle to be parked and an obstacle, so that the safety of the parking process is improved.

Any combination of the above optional solutions may be adopted to form an optional embodiment of the present application, which is not described herein.

The following are examples of the apparatus of the present application that may be used to perform the method embodiments of the present application. For details not disclosed in the embodiments of the apparatus of the present application, please refer to the embodiments of the method of the present application.

Fig. 6 is a schematic diagram of an automatic bus-in parking device according to an embodiment of the present application. As shown in fig. 6, the automatic bus agent parking device includes:

the issuing module 601 is configured to issue a parking control instruction to a vehicle to be parked, where the parking control instruction includes a target parking path, the target parking path includes a path initial node, an intermediate path node, and a path end node, the path initial node is a first current position of the vehicle to be parked, and the path end node is a position of a target parking space;

The take-over module 602 is configured to take over the vehicle control authority released by the vehicle to be parked when receiving response information returned by the vehicle to be parked based on the parking control instruction, and control the vehicle to be parked to travel from the first current position to the position of the target parking space according to the target parking path, wherein the response information comprises the vehicle control authority released by the vehicle to be parked;

an acquisition module 603 configured to acquire vehicle motion data during a travel of a vehicle to be parked from a first current position to a position of a target parking space, the vehicle motion data including a real-time vehicle position and a real-time vehicle speed;

the decoupling module 604 is configured to decouple the current vehicle motion of the vehicle to be parked according to the vehicle motion data to obtain a current transverse motion track and a current longitudinal motion track of the vehicle to be parked;

the adjusting module 605 is configured to optimally adjust the target parking path based on the current transverse movement track and the current longitudinal movement track to obtain an optimized parking path;

the control module 606 is configured to control the vehicle to be parked to continue traveling from the second current location to the location of the target parking spot according to the optimized parking path.

According to the technical scheme provided by the embodiment of the application, a server 101 issues a parking control instruction to a vehicle to be parked through an issuing module 601, the parking control instruction comprises a target parking path, the target parking path comprises a path initial node, a middle path node and a path end node, the path initial node is a first current position of the vehicle to be parked, and the path end node is a position of a target parking space; the takeover module 602 takes over the vehicle control authority released by the vehicle to be parked when receiving response information returned by the vehicle to be parked based on the parking control instruction, and controls the vehicle to be parked to travel from the first current position to the position of the target parking space according to the target parking path, wherein the response information comprises the vehicle control authority released by the vehicle to be parked; the acquisition module 603 acquires vehicle motion data including a real-time vehicle position and a real-time vehicle speed in the process that the vehicle to be parked travels from the first current position to the position of the target parking space; the decoupling module 604 decouples the current vehicle motion of the vehicle to be parked according to the vehicle motion data to obtain a current transverse track offset and a current longitudinal track offset of the vehicle to be parked; the adjustment module 605 performs optimization adjustment on the target parking path based on the current transverse track offset and the current longitudinal track offset to obtain an optimized parking path; the control module 606 controls the vehicle to be parked to continue to travel from the second current position to the target parking space according to the optimized parking path, so that the problem of difficulty in parking of the client can be well solved, the intelligent degree and safety of the parking process are improved, and better parking experience is provided for the client.

In some embodiments, the automatic bus parking device further includes:

the system comprises a request acquisition module, a parking request acquisition module and a parking control module, wherein the request acquisition module is configured to acquire a parking request, vacant parking space information in a parking lot and in-field obstacle information, and the parking request comprises a first current position of a vehicle to be parked;

the parking space determining module is configured to determine a target parking space according to the first current position and the vacant parking space information;

the path determination module is configured to determine a target parking path based on the in-field obstacle information.

In some embodiments, the decoupling module 604 specifically includes:

the system comprises a building unit, a target parking path generation unit and a calculation unit, wherein the building unit is configured to build a track coordinate system by taking the central line of the target parking path as a reference track line, taking a projection point of a real-time vehicle position of a vehicle to be parked on the reference track line as a coordinate origin, and taking the horizontal axis direction of the track coordinate system as the normal direction of the projection point on the reference track line and the vertical axis direction as the tangential direction of the projection point on the reference track line;

and a determining unit configured to determine a current lateral trajectory offset and a current longitudinal trajectory offset of the real-time vehicle position of the vehicle to be parked relative to the reference trajectory line based on the trajectory coordinate system, the reference trajectory line, and the real-time vehicle position of the vehicle to be parked.

In some embodiments, the adjusting module 605 specifically includes:

an acquisition unit configured to acquire vehicle surrounding obstacle information when a vehicle to be parked travels to a real-time vehicle position;

the adjusting unit is configured to adjust the current transverse track offset and the current longitudinal track offset based on the surrounding obstacle information of the vehicle to obtain an adjusted transverse track offset and an adjusted longitudinal track offset, and generate a local obstacle avoidance track according to the real-time vehicle position, the adjusted transverse track offset and the adjusted longitudinal track offset;

the optimizing unit is configured to optimize and adjust the target parking path according to the local obstacle avoidance track to obtain an optimized parking path.

In some embodiments, the vehicle motion data further includes real-time wheel steering. The adjusting unit may specifically include:

a prediction component configured to predict a dynamic motion trajectory of a dynamic obstacle based on surrounding obstacle information of a vehicle if it is determined that the surrounding of the vehicle to be parked has the dynamic obstacle according to the surrounding obstacle information of the vehicle;

the adjusting component is configured to adjust the current transverse track offset and the current longitudinal track offset according to the dynamic motion track and the real-time wheel steering to obtain an adjusted transverse track offset and an adjusted longitudinal track offset;

The generation component is configured to generate a local obstacle avoidance track according to the real-time vehicle position, the adjustment of the transverse track offset and the adjustment of the longitudinal track offset, wherein the local obstacle avoidance track is disjoint and non-coincident with the dynamic motion track.

The optimizing unit may specifically include:

a node determination component configured to determine a first intermediate path node where the obstacle avoidance initiation node is closest to the target parking path, and a second intermediate path node where the obstacle avoidance end node is closest to the target parking path;

a calculation component configured to calculate a first node distance value between the obstacle avoidance initiation node and the first intermediate path node, and a second node distance value between the obstacle avoidance end node and the second intermediate path node;

the first updating component is configured to update a first track section from a first intermediate path node to a second intermediate path node in the target parking path to a local obstacle avoidance track if the first node distance value and the second node distance value are smaller than or equal to a preset distance threshold value, and the second track section from the second intermediate path node to a path end node in the target parking path is not changed, so that the optimized parking path is obtained.

In some embodiments, the optimizing unit may further include:

the second updating component is configured to search at least one intermediate node between the obstacle avoidance end node and the second intermediate path node, wherein the travel time of the vehicle to be parked from the obstacle avoidance end node to the second intermediate path node is shortest if the first node distance value is smaller than or equal to a preset distance threshold value and the second node distance value is larger than the preset distance threshold value;

generating a local track section according to the obstacle avoidance end node, the intermediate node and the second intermediate path node;

updating a first track section from a first intermediate path node to a second intermediate path node in the target parking path to a combined track section consisting of a local obstacle avoidance track and a local track section, and obtaining an optimized parking path without changing the second track section from the second intermediate path node to a path end node in the target parking path.

It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present application.

Fig. 7 is a schematic structural diagram of an automatic bus-parking system according to an embodiment of the present application. As shown in fig. 7, the automatic passenger parking system includes a service end 101 and a vehicle to be parked (i.e., a vehicle end 102) communicatively connected to the service end. The server 101 includes an automatic boarding and parking device as shown in fig. 6.

According to the automatic bus-substituting parking system provided by the embodiment of the application, after the communication connection with the vehicle end 102 is established, the service end 101 can issue a parking control instruction to the vehicle end 102 (namely, a vehicle to be parked), wherein the parking control instruction comprises a target parking path, the target parking path comprises a path initial node, a middle path node and a path end node, the path initial node is a first current position of the vehicle to be parked, and the path end node is a position of a target parking space; when response information returned by the vehicle to be parked based on the parking control instruction is received, taking over the vehicle control authority released by the vehicle to be parked, and controlling the vehicle to be parked to travel from the first current position to the position of the target parking space according to the target parking path, wherein the response information comprises the vehicle control authority released by the vehicle to be parked; collecting vehicle motion data in the process that a vehicle to be parked runs from a first current position to a target parking space position, wherein the vehicle motion data comprise real-time vehicle positions and real-time vehicle speeds; decoupling the current vehicle motion of the vehicle to be parked according to the vehicle motion data to obtain the current transverse track offset and the current longitudinal track offset of the vehicle to be parked; optimizing and adjusting the target parking path based on the current transverse track offset and the current longitudinal track offset to obtain an optimized parking path; and controlling the vehicle to be parked to continue to travel from the second current position to the position of the target parking space according to the optimized parking path. Through the mode, the problem of difficult parking of the client can be well solved, the intelligent degree and the safety of the parking process are improved, and better parking experience is provided for the client.

Fig. 8 is a schematic diagram of an electronic device 8 according to an embodiment of the present application. As shown in fig. 8, the electronic device 8 of this embodiment includes: a processor 801, a memory 802, and a computer program 803 stored in the memory 802 and executable on the processor 801. The steps of the various method embodiments described above are implemented by the processor 801 when executing the computer program 803. Alternatively, the processor 801, when executing the computer program 803, performs the functions of the modules/units of the apparatus embodiments described above.

The electronic device 8 may be a desktop computer, a notebook computer, a palm computer, a cloud server, or the like. The electronic device 8 may include, but is not limited to, a processor 801 and a memory 802. It will be appreciated by those skilled in the art that fig. 8 is merely an example of the electronic device 8 and is not limiting of the electronic device 8 and may include more or fewer components than shown, or different components.

The processor 801 may be a central processing unit (Central Processing Unit, CPU) or other general purpose processor, digital signal processor (Digital Signal Processor, DSP), application specific integrated circuit (Application Specific Integrated Circuit, ASIC), field programmable gate array (Field-Programmable Gate Array, FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components, or the like.

The memory 802 may be an internal storage unit of the electronic device 8, for example, a hard disk or a memory of the electronic device 8. The memory 802 may also be an external storage device of the electronic device 8, for example, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card) or the like, which are provided on the electronic device 8. Memory 802 may also include both internal storage units and external storage devices for electronic device 8. The memory 802 is used to store computer programs and other programs and data required by the electronic device.

It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions. The functional units and modules in the embodiment may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit, where the integrated units may be implemented in a form of hardware or a form of a software functional unit.

The integrated modules/units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the present application may implement all or part of the flow of the method of the above embodiment, or may be implemented by a computer program to instruct related hardware, and the computer program may be stored in a computer readable storage medium, where the computer program, when executed by a processor, may implement the steps of each of the method embodiments described above. The computer program may comprise computer program code, which may be in source code form, object code form, executable file or in some intermediate form, etc. The computer readable medium may include: any entity or device capable of carrying computer program code, a recording medium, a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer Memory, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), an electrical carrier signal, a telecommunications signal, a software distribution medium, and so forth. It should be noted that the content of the computer readable medium can be appropriately increased or decreased according to the requirements of the jurisdiction's jurisdiction and the patent practice, for example, in some jurisdictions, the computer readable medium does not include electrical carrier signals and telecommunication signals according to the jurisdiction and the patent practice.

The above embodiments are only for illustrating the technical solution of the present application, and are not limiting; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application.

Claims

1. An automated method of parking a vehicle, comprising:

issuing a parking control instruction to a vehicle to be parked, wherein the parking control instruction comprises a target parking path, the target parking path comprises a path initial node, a middle path node and a path end node, the path initial node is a first current position of the vehicle to be parked, and the path end node is a position of the target parking space;

when response information returned by the vehicle to be parked based on the parking control instruction is received, taking over the vehicle control authority released by the vehicle to be parked, and controlling the vehicle to be parked to travel from a first current position to the position of the target parking space according to the target parking path, wherein the response information comprises the vehicle control authority released by the vehicle to be parked;

Collecting vehicle motion data in the process that the vehicle to be parked runs from a first current position to the position of the target parking space, wherein the vehicle motion data comprise real-time vehicle positions and real-time vehicle speeds;

2. The method of claim 1, wherein decoupling the current vehicle motion of the vehicle to be parked from the vehicle motion data to obtain the current lateral trajectory offset and the current longitudinal trajectory offset of the vehicle to be parked comprises:

taking the central line of the target parking path as a reference track line, based on the reference track line, taking a projection point of the real-time vehicle position of the vehicle to be parked on the reference track line as a coordinate origin, and establishing a track coordinate system, wherein the transverse axis direction of the track coordinate system is the normal direction of the projection point on the reference track line, and the longitudinal axis direction is the tangential direction of the projection point on the reference track line;

Based on the trajectory coordinate system, the reference trajectory line, and the real-time vehicle position of the vehicle to be parked, a current lateral trajectory offset and a current longitudinal trajectory offset of the real-time vehicle position of the vehicle to be parked relative to the reference trajectory line are determined.

3. The method of claim 2, wherein optimally adjusting the target parking path based on the current lateral trajectory offset and the current longitudinal trajectory offset results in an optimized parking path, comprising:

collecting surrounding obstacle information of the vehicle when the vehicle to be parked runs to the real-time vehicle position;

4. The method of claim 3, wherein the vehicle motion data further comprises real-time wheel steering;

Based on the obstacle information around the vehicle, adjusting the current transverse track offset and the current longitudinal track offset to obtain an adjusted transverse track offset and an adjusted longitudinal track offset, and generating a local obstacle avoidance track according to the real-time vehicle position, the adjusted transverse track offset and the adjusted longitudinal track offset, including:

and generating a local obstacle avoidance track according to the real-time vehicle position, the transverse track offset and the longitudinal track offset, wherein the local obstacle avoidance track is disjoint and non-coincident with the dynamic motion track.

5. The method of claim 3 or 4, wherein the local obstacle avoidance trajectory comprises an obstacle avoidance start node and an obstacle avoidance end node, the obstacle avoidance start node being the second current location of the vehicle to be parked;

The target parking path is optimized and adjusted according to the local obstacle avoidance track, so that an optimized parking path is obtained, and the method comprises the following steps:

determining a first intermediate path node of the obstacle avoidance initiation node closest to the target parking path and a second intermediate path node of the obstacle avoidance end node closest to the target parking path;

calculating a first node distance value between the obstacle avoidance start node and the first intermediate path node and a second node distance value between the obstacle avoidance end node and the second intermediate path node;

and if the distance value of the first node and the distance value of the second node are smaller than or equal to a preset distance threshold value, updating a first track section from the first intermediate path node to the second intermediate path node in the target parking path to the local obstacle avoidance track, and obtaining an optimized parking path without changing a second track section from the second intermediate path node to the path end node in the target parking path.

6. The method of claim 5, wherein after calculating a first node distance value between the obstacle avoidance initiation node and the first intermediate path node and a second node distance value between the obstacle avoidance end node and the second intermediate path node, further comprising:

If the distance value of the first node is smaller than or equal to a preset distance threshold value, and the distance value of the second node is larger than the preset distance threshold value, searching at least one intermediate node between the obstacle avoidance end node and the second intermediate path node, wherein the travel time of the vehicle to be parked from the obstacle avoidance end node to the second intermediate path node is shortest;

generating a local track section according to the obstacle avoidance terminal node, the intermediate node and the second intermediate path node;

updating a first track section from the first intermediate path node to the second intermediate path node in the target parking path to a combined track section formed by the local obstacle avoidance track and the local track section, and obtaining an optimized parking path without changing a second track section from the second intermediate path node to the path tail end node in the target parking path.

7. The method of claim 1, further comprising, prior to issuing the parking control instruction to the vehicle to be parked:

and determining a target parking path based on the in-field obstacle information.

8. An automatic bus parking device, comprising:

the issuing module is configured to issue a parking control instruction to a vehicle to be parked, wherein the parking control instruction comprises a target parking path, the target parking path comprises a path initial node, a middle path node and a path end node, the path initial node is a first current position of the vehicle to be parked, and the path end node is a position of the target parking space;

the take-over module is configured to take over the vehicle control authority released by the vehicle to be parked when receiving response information returned by the vehicle to be parked based on the parking control instruction, and control the vehicle to be parked to travel from a first current position to the position of the target parking space according to the target parking path, wherein the response information comprises the vehicle control authority released by the vehicle to be parked;

an acquisition module configured to acquire vehicle motion data of the vehicle to be parked in the process of traveling from a first current position to a position of the target parking space, wherein the vehicle motion data comprises a real-time vehicle position and a real-time vehicle speed;

the adjustment module is configured to optimally adjust the target parking path based on the current transverse track offset and the current longitudinal track offset to obtain an optimized parking path;

9. An automated attendant parking system, comprising:

the system comprises a service end and a vehicle to be parked, wherein the vehicle to be parked is in communication connection with the service end;

the server comprises the automatic bus parking device according to claim 8.

10. A computer readable storage medium storing a computer program, characterized in that the computer program when executed by a processor implements the steps of the method according to any one of claims 1 to 7.