WO2020151659A1 - 用于代客泊车的控制系统 - Google Patents

用于代客泊车的控制系统 Download PDF

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Publication number
WO2020151659A1
WO2020151659A1 PCT/CN2020/073225 CN2020073225W WO2020151659A1 WO 2020151659 A1 WO2020151659 A1 WO 2020151659A1 CN 2020073225 W CN2020073225 W CN 2020073225W WO 2020151659 A1 WO2020151659 A1 WO 2020151659A1
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WIPO (PCT)
Prior art keywords
vehicle
information
parking space
parking
current vehicle
Prior art date
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Ceased
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PCT/CN2020/073225
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English (en)
French (fr)
Inventor
安淑苗
张凯
张瀛
高崇桂
杜康
张召强
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Great Wall Motor Co Ltd
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Great Wall Motor Co Ltd
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Publication date
Priority claimed from CN201910073461.4A external-priority patent/CN110796889A/zh
Priority claimed from CN201910075012.3A external-priority patent/CN110782696B/zh
Application filed by Great Wall Motor Co Ltd filed Critical Great Wall Motor Co Ltd
Publication of WO2020151659A1 publication Critical patent/WO2020151659A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/14—Traffic control systems for road vehicles indicating individual free spaces in parking areas
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems

Definitions

  • the present invention relates to the field of automatic driving technology, in particular to a control system for valet parking.
  • the current scheme of controlling vehicles in the parking lot mainly involves the following two methods:
  • the heavy-duty end, light-vehicle end, and the end of the field use a variety of acquisition technologies, and the vehicle end does not require sensing functions.
  • the disadvantage of this solution is that the parking lot needs to be modified, and multiple collections at the end of the field need to be carried out all the time, cost and equipment
  • the maintenance cost is very high in the later period, and the promotion is difficult.
  • the heavy vehicle end and the light field end are equipped with a variety of acquisition technologies at the vehicle end, but in some special scenes, such as too bright or dark light, turning and fewer feature points, etc., the positioning method based on the vehicle end acquisition technology Can't work accurately all the time.
  • the present invention aims to propose a control system for valet parking, so as to at least realize parking space determination and path planning in the parking lot.
  • 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 a parking space determination device , Used to determine whether there is a target parking space corresponding to the current vehicle in response to receiving a valet parking request; if the target parking space does not exist, determine the corresponding target parking space for the current vehicle; location information determination A device for determining at least the location information of the current vehicle; a path planning device for determining the current location information according to the location information of the target parking space, the location information of the current vehicle, and the map information of the parking lot; The vehicle plans a route to the target parking spot; and uses the planned route as the navigation information of the current vehicle; and a sending device for sending the location information of the target parking spot and the navigation information.
  • control system for valet parking has the following advantages:
  • the parking space determination device dynamically determines the parking space for the vehicle, which can effectively save the parking space of the parking lot.
  • the path that is finally sent to the current vehicle is determined by combining the path length and the path congestion state, so that the current vehicle can be the shortest Drive to the target parking spot with the least fuel or power consumption in the most time.
  • Figure 1 shows a structural block diagram of a control system for valet parking according to an embodiment of the present invention
  • FIG. 2 shows a schematic diagram of the work flow of a parking space determining device according to an embodiment of the present invention
  • Figure 3 shows a schematic diagram of the coordinate information of parking spaces
  • Fig. 4 shows a schematic diagram of a working flow of a path planning device according to an embodiment of the present invention
  • Figure 5 shows a schematic diagram of path planning according to an embodiment of the present invention
  • Figure 6 shows a schematic diagram of a vehicle driving according to an embodiment of the present invention
  • FIG. 7 shows a schematic layout diagram of a vehicle positioning device according to an embodiment of the present invention.
  • FIG. 8A shows a schematic structural diagram of a vehicle-mounted positioning device according to an embodiment of the present invention
  • FIG. 8B shows a schematic diagram of the installation position of a vehicle-mounted camera according to an embodiment of the present invention
  • FIG. 9A shows a schematic diagram of a continuous turning scene according to an embodiment of the present invention.
  • FIG. 9B shows a control flowchart of a continuous turning scene according to an embodiment of the present invention.
  • FIG. 9C shows a control flow chart of a scene with too dark or too bright light according to an embodiment of the present invention.
  • FIG. 9D shows a schematic diagram of a scene with insufficient feature points according to an embodiment of the present invention.
  • FIG. 9E shows a control flow chart of a scene with insufficient feature points according to an embodiment of the present invention.
  • FIGS 10A-10B show schematic diagrams of obstacle avoidance scenarios provided by an embodiment of the present invention.
  • Fig. 1 shows a structural block diagram of a control system for valet parking according to an embodiment of the present invention.
  • the control system for valet parking may include a field management device 100, a vehicle management device 200, and a client management device 300.
  • the vehicle management device 200 may be installed on the current vehicle.
  • the vehicle management device 200 may include a vehicle server and a vehicle device.
  • the vehicle-end device may receive an instruction about valet parking input by the user on the touch screen of the vehicle, and in response to receiving the instruction, may generate a valet parking request for the current vehicle, for example, the valet parking request may be Including information such as the 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-side management equipment 100 may include a field-side server, and the field-side server may include: a location information determination device, a parking space determination device, a path planning device, a sending device, and the like.
  • a parking space determination device for determining whether there is a target parking space corresponding to the current vehicle in response to receiving a valet parking request, and if there is no target parking space, then determining the target parking space corresponding to the current vehicle.
  • the location information if the target parking space is available, the location information of the target parking space is acquired. For example, after receiving a valet parking request, it can be determined whether there is a reserved parking space or a fixed parking space corresponding to the current vehicle. If there is a reserved parking space or a fixed parking space, the reserved parking space or fixed parking space As the target parking space and obtain the position information of the reserved parking space or the fixed parking space, otherwise, determine the corresponding target parking space for the current vehicle. For example, if the parking lot is a residential parking lot or a work area parking lot, a fixed parking space for the current vehicle can be pre-stored in the field server, which can be entered offline or entered by the user on the client Information on fixed parking spaces.
  • the location information determining device may be used to determine at least the location information of the current vehicle.
  • the path planning device is configured to: plan a path for the current vehicle to reach the target parking space according to the location information of the target parking space, the location information of the current vehicle, and the map information of the parking lot; and plan The route is used as the navigation information of the current vehicle.
  • the sending device is used to send the location information of the target parking space and the navigation information to the vehicle management device 200, or send the location information of the target parking space and the navigation information to the vehicle management device 200
  • the device 200 and the client management device 300 The car-side server of the car-side management device 200 is also used to receive the location information of the target parking space and the navigation information, and the car-side device can also be used to control the current vehicle according to the information sent by the field-side management device.
  • the location information of the target parking space and the navigation information perform automatic parking.
  • any two or three of the client server, the farm server, and the vehicle server of the client management device may be the same server.
  • the communication steps between the servers can be omitted.
  • vehicle-end equipment can also perform precise positioning of the current vehicle and perform obstacle avoidance functions during the control of the current vehicle.
  • the field-side management device 100 may further include a field-side positioning device.
  • the location information determining device may determine the location information of the current vehicle according to the information collected by the field-side positioning device, or may also receive the location information of the current vehicle sent by the field-side management device 200.
  • the field end positioning device may include a plurality of field end positioning units, and the plurality of field end positioning units are used to collect information related to the current position of the vehicle and/or information related to the position of an obstacle.
  • the field end positioning unit may be a lidar or an infrared camera, and the shape of the lidar arranged at the field end may be columnar, so that it can be embedded in a wall or fixed on a building through a structure.
  • the field-side positioning unit can be set anywhere in the parking lot. In order to save costs, the field-side positioning unit can only be set at a basic fixed position (that is, the position where the on-board positioning unit cannot accurately locate and avoid obstacles). It is set in all places, for example, it is only set in the area around the turn, the area around the corner, the area around the transparent glass, or the area where the feature points are insufficient for the vehicle positioning device to correctly locate the vehicle.
  • the location information determining device in the field-side server can obtain the coordinates of the plurality of field-side positioning units according to the IDs of the plurality of field-side positioning units; and according to the coordinates of the plurality of field-side positioning units and the vehicle
  • the position-related information of and/or the information related to the position of the obstacle obtains the position coordinates of the vehicle and/or the position coordinates of the obstacle as field end positioning information.
  • the field-side management device may send field-side positioning information corresponding to the current vehicle to the vehicle-side management device.
  • the field end positioning unit can predict the danger well, and the field end positioning unit installed at the field end transmits the collected image information to the background server at a certain frame rate.
  • the coordinates of the field end positioning unit are debugged and fixed at the beginning of installation, and the coordinates are fixed.
  • the back-end field server obtains the distance between the vehicle and the field end positioning unit based on the results of the previous calibration, calculates the relative coordinates between the vehicle and the field end positioning unit, and completes the absolute coordinate conversion through a certain algorithm.
  • the field end is preferably accurately positioned by ⁇ 3 field end positioning units.
  • the coordinate information of other field end positioning units can be obtained, and positioning can be realized through algorithms.
  • Obstacles (pedestrians, vehicles, small animals, etc.) information at the corner can be obtained through the field-side positioning unit and transmitted to the field-side server in the background.
  • the location information determining device of the field-side server in the background can process and output the field-side positioning information such as the type, size, coordinates, and driving trajectory of the obstacle, and transmit it to the car-side management equipment through wireless transmission, and the main control device of the car-side management equipment Make control decisions, that is, position and/or avoid obstacles.
  • the position information determining device in the field-side server can use the vehicle position coordinates in the field-side positioning information as the current vehicle position information, or it can obtain the current vehicle position information in real time from the car-side management equipment, that is, the vehicle can send information to The vehicle-side server sends its real-time position information, and the vehicle-side server can be set to send the vehicle position information to the field-side server in real time.
  • the client management device 300 may include a client and a client server.
  • the user can download the client and register with the client in advance.
  • the client terminal can prompt the user to fill in parameter information of the vehicle, and the parameter information may include, for example, a license plate number, vehicle type, and so on.
  • the user's registration information at the client can be sent to the client server, and the client server can send the user's registration information at the client to the farm server, and the farm server can store the user's registration information at the client for the current vehicle.
  • the user When the user needs to park in the parking lot, he can make a selection in the client in advance. For example, the user can select the parking lot closest to the destination in advance to park.
  • the parking lot In response to receiving a parking reservation instruction for the parking lot input by the user, if the parking lot allows the user to reserve a specific parking space, the user is asked whether to reserve a specific parking space. If the parking spaces of the parking lot are divided and fixed, the parking lot may allow users to reserve specific parking spaces, and if there are no lines in the parking lot, the parking lot may not allow users to reserve specific parking spaces.
  • the following steps can be performed: display the vehicle parking information of the parking lot, and receive the information of the specific parking space selected by the user, and generate a vehicle reservation including the parking lot and the target parking space A parking request, wherein the specific parking space is used as the target parking space; and the vehicle parking reservation request is sent to the client server.
  • 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, perform the following steps: generate a vehicle reservation parking request including the parking lot; and send the vehicle reservation parking request to all The client server.
  • the client server can send the vehicle reservation request to the field server.
  • the field-side server may further include a reserved parking management device, and when the vehicle reserved parking request includes a target parking space, the target parking space is stored for the current vehicle. In the case that the vehicle reservation request does not include the target parking space, the corresponding target parking space is determined for the current vehicle, and the determined target parking space is stored for the current vehicle.
  • the working principle of the parking space determination device determining the corresponding target parking space for the current vehicle is similar to the working principle of the reserved parking management device determining the corresponding target parking space for the current vehicle.
  • an unreserved and unparked empty parking space may be directly allocated to the current vehicle.
  • the allocation may be random, for example.
  • the working flow diagram of the parking space determining device or the reserved parking management device determining the corresponding target parking space for the current vehicle is shown in FIG. 2, which may include step S210 to step S220.
  • step S210 the size information of the current vehicle is acquired.
  • the size information of the current vehicle may include at least width information and length information of the current vehicle, the width information may be the maximum width of the vehicle, and the length information may be, for example, the maximum length of the vehicle.
  • the parking space determining device or the reserved parking management device determines the corresponding target parking space for the current vehicle, it can search the storage library for the vehicle type and license plate number corresponding to the current vehicle.
  • the storage library of the field server can also pre-store the size information of the vehicle corresponding to each vehicle type. Therefore, the parking space determination device or the reserved parking management device can determine the vehicle type corresponding to the current vehicle from the storage
  • the library determines the size information corresponding to the vehicle type. In other words, the parking space determining device or the reserved parking management device can obtain at least size information corresponding to the current vehicle from the storage library.
  • step S220 the location information of the target parking space corresponding to the size information of the current vehicle is determined based on the area information of the currently unallocated parking space of the parking lot.
  • the position information of the parking space may, for example, include the position coordinates of the four corner points of the parking space. As shown in FIG. 3, the position coordinates of the four corners may be (x1, y1), (x2, y2), (x3, y3), (x4, y4), for example.
  • the area information of the currently unallocated parking space refers to the information of the area where the vehicle is not currently parked and not reserved.
  • 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.
  • d1 and d2 depend on the maximum value of the positioning error of the system itself. In the traditional surround view parking vision solution, the lateral error is about 20cm, so d1 and d2 are about 40cm.
  • d1 and d2 can be reduced to no more than 20 cm.
  • the vehicle can realize a fully automatic parking function, there is no need for the driver to get on and off the vehicle, so that the rear-view mirror can be folded, which can further save parking space.
  • an area whose length and width both meet the above conditions can be selected from the area of the parking lot where no parking spaces are currently allocated. For example, it is possible to traverse all unallocated areas in the parking lot and determine whether the width and length of the area meet the following two conditions: (1) the width is greater than or equal to W1+d1; (2) the length is greater than or equal to L1+d2. If both conditions are met, a sub-area with a width equal to W1+d1 and a length equal to L1+d2 can be selected from the unallocated parking spaces that meet the two conditions, and the position information of the sub-area is taken as the target Location information of parking spaces.
  • step S220 multiple parking spaces corresponding to the size information of the current vehicle may be determined in step S220.
  • the reserved parking management device can randomly select a parking space from the determined multiple parking spaces as the target parking space.
  • the parking space determining device may send the position information of the parking space closest to the vehicle among the multiple parking spaces to the current vehicle.
  • the location information determining device can obtain the current vehicle location information in real time.
  • the parking space determining device can send the position information of the parking space closest to the current vehicle position among the determined multiple parking spaces to the current vehicle, so that the parking time of the current vehicle can be saved.
  • the client when the parking space determination device needs to perform parking space determination, the client can remind the user whether to use the current location as the pick-up location. If the user chooses yes, the parking space determination device can set the distance to the current location of the vehicle. The nearest empty parking space is used as the target parking space. Or, when the parking space determination device or the reserved parking management device needs to perform parking space determination, the client can remind the user to select an exit from the listed exits as the pick-up location. After the user selects the exit, the client can select the selected exit The information of the pickup location is sent to the server. The parking space determining device can use the parking space closest to the car pickup location selected by the user among the determined multiple parking spaces as the target parking space. In this way, the time for car pickup can be saved.
  • Dynamically determine the parking space for the vehicle through the parking space determination device or the reserved parking management device which can effectively save the parking space of the parking lot, and because there is no need to identify the parking space line, it can reduce the processing capacity of the automatic driving controller recognition part of the vehicle, and make nothing
  • the human-driven parking lot does not need to divide the parking space line, which reduces the construction and subsequent maintenance costs of the parking lot.
  • it can be applied to old parking lots with unmarked or unclear parking spaces and special types of parking spaces (for example, fishbone parking spaces or rainbow parking spaces) to solve the technical problem of parking difficulties in such parking lots.
  • FIG. 4 The schematic diagram of the work flow of the path planning device is shown in FIG. 4, which may include step S410 and step S420.
  • Step S410 Plan one or more paths for the current vehicle to reach the target parking space according to the location information of the target parking space, the location information of the current vehicle, and the map information of the parking lot.
  • Step S420 Determine the shortest path in the non-congested state among the planned one or more paths as navigation information.
  • the path planning device can plan one or more paths according to the feasible path between the lane where the current vehicle is located and the lane adjacent to the target parking space.
  • the path planning device can plan a series of coordinate points along the center of the lane according to the stored parking lot plan.
  • the interval between adjacent coordinate points can be set according to the actual situation. It can be 20cm to 50cm.
  • the distance traveled by each path can be calculated based on the planned series of coordinate points.
  • the path planning device may also further determine whether the planned path is in a congested state. If the path satisfies at least one of the following: there are more vehicles on the path than the first predetermined number, the path is under construction, and there are stationary obstacles on the path. It may be determined that the path is in a congested state, otherwise, it may be determined that the path is in a non-congested state, and the first predetermined number ranges from 3 to 5, for example, it may be 3.
  • the path planning device can obtain the location of any vehicle on the lane in the parking lot through the location information determining device. Based on this, the server can determine the number of vehicles on each planned path. The server can know in advance whether the route is under construction.
  • the staff can store the construction information on the server before the route is under construction.
  • the stationary obstacle may be a stationary or faulty vehicle on the path.
  • the predetermined time range may be, for example, 5 min to 15 min, then The vehicle is determined to be a stationary obstacle.
  • the path planning device may start from the shortest path among the planned multiple paths to determine whether it is in a congested state. If the shortest path is not in a congested state, the shortest path can be sent to the current vehicle. If the shortest path is in a congested state, it is determined whether the path with the second shortest path length is in a congested state. If the second short path is not in a congested state, the second short path can be sent to the current vehicle. If the second shortest path is in a congested state, it is determined whether the path with the third shortest path length is in a congested state. By analogy, until the shortest path in the non-congested state among the planned multiple paths is determined. Then, the information of the shortest path in the non-congested state among the multiple paths is used as the navigation information.
  • the route information with the shortest route length may be used as the navigation information.
  • Fig. 5 shows a schematic diagram of path planning according to an embodiment of the present invention.
  • the current vehicle is located at the entrance and the target parking space is parking space P. It is assumed that the parking lot does not involve cross-story parking.
  • the map information of the parking lot it is planned that there are three paths from the current position of the current vehicle to the target parking space P, which are path 1, path 2 and path 3 in Fig. 5 respectively.
  • the server plans a series of coordinate points along the center of the lane according to the stored parking lot plan, for example, coordinate points (Xm, Ym), (Xn, Yn), etc. Then calculate the length of the three paths according to the planned coordinate points.
  • Path 1Length L ⁇ Y1+ ⁇ X1+ ⁇ Y2, where ⁇ Y1 is the difference between the Y coordinate of the farthest point in the path of the current vehicle and the Y coordinate of the current position of the vehicle, and ⁇ X1 is the distance to the target parking space. The difference between the far X coordinate value and the X coordinate value of the vehicle's current position, ⁇ Y2 is the difference between the farthest Y coordinate in the path where the current vehicle is located and the target Y coordinate. Path 2 is 2* ⁇ X2 longer than path 1, and path 3 is longer than path 2 by ⁇ X2.
  • the field-side server of the parking lot management system detects that there are no vehicles on the path 1 or the number of vehicles is not more than the first predetermined number, and there are no stationary obstacles, the path 1 is determined to be in a non-congested state, and the path 1 is regarded as the final arrival
  • the path of the target parking space P is pushed to the vehicle as navigation information, and a series of coordinate points can be sent to the vehicle terminal for automatic vehicle control. If it is detected that the path 1 is under construction, or there is a stationary obstacle (such as a stationary vehicle or a faulty vehicle, etc.), or the number of vehicles on the path 1 is more than the first predetermined number, it is determined that the path 1 is in a congested state.
  • the path 2 It is necessary to further determine whether the path 2 is in a congested state. If not, the path 2 is used as the final path to the target parking space P and pushed to the vehicle as navigation information. If the path 2 is also under construction or there are relatively large obstacles (such as stationary vehicles or faulty vehicles, etc.), or there are more vehicles than the first predetermined number, it is determined that the path 2 is in a congested state. It is necessary to further determine whether the path 3 is in a congested state, and so on. Optionally, if the three planned routes are all in a congested state, the route with the shortest route length can be sent to the current vehicle as navigation information.
  • the parking lot shown in Figure 5 is a non-span-floor parking lot.
  • the path length in addition to calculating the above-mentioned plane distance, the calculation of the cross-floor distance needs to be added.
  • 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 travel to the target parking space in the shortest time and with the least fuel or power consumption.
  • the path planning device in the embodiment of the present invention may also perform local planning of the path.
  • the path planning device can also detect whether the path ahead of the path the vehicle is traveling is in a congested state. For example, when the current vehicle reaches a predetermined distance before the intersection, it can be detected whether the path ahead of the vehicle is in a congested state.
  • the predetermined distance may be a preset fixed value, for example, the range of the predetermined distance may be 3m. Up to 7m, for example, 5m, etc., or the length of the predetermined distance can be adjusted according to the current vehicle speed. The greater the current vehicle speed, the longer the predetermined distance.
  • the detection period can be set to any suitable value according to the specific situation, for example, according to different vehicles. Set different detection cycles.
  • Whether the path ahead of the current vehicle is in a congested state can be determined according to the road conditions ahead detected by the sensors installed on the current vehicle, or it can be detected according to sensors such as lidar and cameras installed in the parking lot. Congestion state.
  • the sensors installed in the current vehicle or parking lot can determine whether the path ahead has more than a second predetermined number of obstacles, and whether the path ahead is under construction, wherein the second predetermined number and the first The predetermined number may be the same, and the construction state may be a sudden construction state.
  • the path planning device can determine whether the path ahead is in a congested state. If the front path has more than the second predetermined number of obstacles and/or the front path is in a construction state, it is determined that the front path is in a congested state, otherwise, it is determined that the front path is in a non-congested state.
  • the path planning device can re-plan for the current vehicle to reach the target parking from the current location based on the location information of the target parking space, the current location information of the current vehicle, and the map information of the parking lot.
  • Bit path. Path re-planning is similar to the path planning method described above. First, one or more paths to the target parking space are planned according to the location information of the target parking space, the current location information of the current vehicle, and the map information of the parking lot. , And then send the shortest path in the non-congested state among the planned one or more paths to the current vehicle. After the current vehicle receives the route newly sent by the server, it can drive along the new route.
  • the vehicle can avoid the sudden congestion path during the driving process, and quickly reach the target parking space.
  • the path planning device in the embodiment of the present invention may also be used to: send location information and vehicle speed information of vehicles on other paths that cross the path sent to the current vehicle to the
  • the location information and speed information of other vehicles can be sent to the server in real time by other vehicles, or they can be detected and determined by field-side positioning devices (such as lidar, camera, etc. sensors) installed in the parking lot.
  • This step can be executed in real time while the vehicle is running.
  • the current vehicle After the current vehicle receives the location information of other vehicles on other routes, it can calculate the prohibited area, coordination area and warning area of other vehicles, so that the current vehicle can avoid obstacles in advance, thereby ensuring the safety of the current vehicle.
  • Fig. 6 shows a schematic diagram of a vehicle driving according to an embodiment of the present invention.
  • the current vehicle 6 is traveling along the path 2.
  • the server can send the position information and speed information of the first other vehicle 3 and the second other vehicle 4 on the path 1 that crosses the path 2 in advance.
  • the current vehicle 6 After the current vehicle 6 receives the position information and speed information of the first other vehicle 3 and the second other vehicle 4, it can calculate the forbidden area, the coordination area and the warning area of the first other vehicle 3 and the second other vehicle 4 for early avoidance. Therefore, the driving safety of the current vehicle 6 is ensured.
  • the sending device can send the location information of the target parking space determined by the parking space determining device and the navigation information planned by the route planning device to the vehicle management system, and the vehicle management system can perform automatic parking according to the location information of the target parking space and the navigation information. car.
  • the sending device can also send the newly planned navigation information of the route planning device using the dynamic local planning function to the car-end management equipment, so that the vehicle can avoid the sudden congestion route during driving and quickly reach the target parking space.
  • the vehicle-end equipment may include a vehicle positioning device, a vehicle positioning device, and a main control device.
  • the vehicle positioning device may include: at least two communication units arranged on the vehicle and configured to receive signals from the plurality of signal transmitting units, wherein the at least two communication units have a distance between them; and a processing unit for : Determine each of the at least two communication units according to the time when each of the at least two communication units receives the signal of each of the plurality of signal transmission units and the coordinates of each signal transmission unit The coordinates of the communication unit are calculated based on the coordinates of any one of the at least two communication units and the installation position on the vehicle to calculate the position information of the current vehicle. Generally, the coordinates of the vehicle are based on the coordinates of the midpoint of the rear axle of the vehicle.
  • the distance between the communication unit and the midpoint of the rear axle of the vehicle can be obtained, so as to calculate according to the coordinates of the communication unit
  • the coordinates of the midpoint of the rear axle of the vehicle can be obtained.
  • 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.
  • multiple signal transmitting units may be base stations.
  • four signal transmitting units are preferably provided, and the four signal transmitting units can form a square area.
  • At least two communication units receive signals sent by multiple signal transmission units, and the processing unit can determine the distance between the two according to the time when each communication unit receives the signal sent by each signal transmission unit, so as to determine the distance between the two Coordinates, determine the coordinates of each communication unit. Since there is a distance between each communication unit, and the distance is known, and the installation position of each communication unit is also known, it is easy to obtain the direction of the vehicle, and thus the heading angle of the vehicle.
  • FIG. 7 shows a schematic diagram of the layout of a vehicle positioning device according to an embodiment of the present invention.
  • UWB technology is taken as an example for the convenience of description.
  • Bluetooth or Wifi or other wireless technologies can also be used instead of UWB technology.
  • UWB is a non-carrier communication technology that uses non-sinusoidal narrow pulses ranging from nanoseconds to picoseconds to transmit data. By transmitting extremely low-power signals over a wide frequency spectrum, UWB can achieve data transmission rates of hundreds of Mbit/s to several Gbit/s within a range of about 10 meters. This technology can achieve a positioning accuracy of up to 10 cm.
  • UWB indoor positioning features 1.
  • the frequency band is 3.1-10.6GHz, and the bandwidth is greater than 500MHz; 2.
  • the time domain is expressed as an extremely short pulse ( ⁇ 2nS); 3. Good coexistence with other wireless devices; 4. Low power consumption , The launching duty cycle is low, 5 is not sensitive to Rayleigh fading; 6, the penetration is strong, and the positioning accuracy is high.
  • each communication unit may include a communication tag and an antenna.
  • the vehicle positioning device can adopt the tag-side solution method. After the antenna receives the signals from multiple signal transmitting units, it is transmitted to the tag for synchronization algorithm to obtain time information. The time information is transmitted to the solution unit through the serial port or CAN (not shown) The coordinate value is calculated, and the coordinate value is sent to the processing unit through CAN or serial port or other wired or wireless transmission methods, or the solving unit can also be integrated with the processing unit, and the calculation is performed in the processing unit.
  • the antenna and the tag can be integrated together or arranged separately. Antenna 1 and antenna 2 can be installed in one structure or separately. However, the two antennas need to have a certain distance.
  • the coordinates of the vehicle can be calculated according to the relative coordinate position of the antenna (which can be As the vehicle's position information) and heading angle, heading angle, so as to further control the vehicle's wire control system, such as steering angle.
  • Fig. 8A is a schematic structural diagram of a vehicle-mounted positioning device according to an embodiment of the present invention.
  • the vehicle 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 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 the cooperation of parking and visual positioning solutions.
  • the vehicle speed sensor 35, the wheel angular velocity sensor 36, and the inertial sensor 37 can obtain various states of the vehicle, such as vehicle speed, wheel speed, acceleration, tilt, shock, vibration, rotation, and multi-degree-of-freedom motion.
  • Fig. 8B is a schematic diagram of an installation position of a vehicle-mounted camera according to an embodiment of the present invention.
  • the vehicle-mounted camera 31 may mainly include a surround-view camera 311 and a front-view camera 312, etc., to comprehensively capture images around the vehicle.
  • the main control unit 2 applies high-precision maps and/or semantic maps collected by vehicle sensors and surround-view cameras. 311.
  • the front-view camera 312, the visual positioning scheme uses the vision-based synchronous positioning and map construction (VSLAM) to generate a semantic map and a high-precision map.
  • VSLAM vision-based synchronous positioning and map construction
  • the vehicle-mounted camera 31 recognizes and collects the VSLAM feature points for matching, and combines the inertial sensor 37 (IMU ) Information to realize vehicle positioning and obtain vehicle-end positioning information.
  • SLAM simultaneous localization and mapping, SLAM refers to the process of constructing an environmental map while calculating its own position based on the information of the sensor, to solve the problem of positioning and map construction when moving in an unknown environment.
  • VSLAM, or Vision SLAM is based on vision positioning and mapping, which is more accurate and rapid.
  • the main control device can determine the distance of the current vehicle from the set area in real time. Specifically, when the at least two communication units of the vehicle positioning device receive the signals from the multiple signal transmitting devices, use the position information of the current vehicle calculated by the vehicle positioning device to determine the current vehicle Distance from the set area; and in the case that any one of the at least two communication units does not receive a signal from any one of the multiple signal transmitting devices, it means that the vehicle positioning device will not be able to accurately obtain the current vehicle The position information of the current vehicle output by the on-board positioning device is used to determine the distance of the current vehicle from the set area.
  • the main control device may be further configured to: if the distance between the current vehicle and the set area is not greater than the set distance, send a field end location information acquisition request to the field end management device; receive the field end location information , Wherein the field end positioning information includes the position coordinates of the vehicle and/or the position coordinates of obstacles; and the field end positioning information is used for positioning and/or obstacle avoidance. If the distance of the current vehicle from the set area is greater than the set distance, the vehicle end positioning information is used for positioning and/or obstacle avoidance.
  • the above-mentioned setting area can be used in a variety of scenarios (for example, too bright or too dark, turning, and insufficient feature points), and switching between vehicle positioning and field-side positioning is performed according to whether the vehicle enters the setting area.
  • the scenes of too bright or too dark, turning and insufficient feature points can also be switched between on-board positioning and field end positioning through the following control methods.
  • FIG. 9A shows a schematic diagram of a continuous turning scene according to an embodiment of the present invention.
  • the vehicle-mounted positioning device is used to collect current scene images; the main control device is used to: determine the drivable area according to the current scene image; during the vehicle driving, the drivable area performs When the size changes alternately, send a field-side positioning information acquisition request, where the field-side positioning information includes the position coordinates of the vehicle and/or the position coordinates of obstacles; receive the field-side positioning information; and use the field-side positioning Information for positioning and/or obstacle avoidance.
  • Fig. 9B shows a control flow chart of a continuous turning scene according to an embodiment of the present invention.
  • the current scene image is first collected, and then the drivable area is determined according to the current scene image; during the driving of the vehicle, it is determined whether the drivable area changes in size alternately;
  • the size of the drivable area changes alternately send field-side positioning information, and then receive the field-side positioning information, and use the field-side positioning information for positioning and/or obstacle avoidance; no operation in the drivable area
  • the vehicle-end positioning information obtained by the shown vehicle-mounted positioning unit 1 is used for positioning and/or obstacle avoidance.
  • the continuous turning scene may also be a spiral staircase.
  • the vehicle is driving on a spiral staircase, wherein the preset The value can be 30 cm, and the preset number of times is for example 1, but the present invention does not limit this.
  • the preset The value can be 30 cm, and the preset number of times is for example 1, but the present invention does not limit this.
  • the vehicle can be driven to the left to perform obstacle avoidance maneuvers to avoid danger.
  • obstacle avoidance methods will be detailed below.
  • the vehicle-mounted positioning device is used to collect the current scene image; the main control device is used to: send a field end positioning information acquisition request when the pixel gray value of the current scene image is not within the preset range , Wherein the field end positioning information includes the position coordinates of the vehicle and/or the position coordinates of the obstacle; receiving the field end positioning information; and using the field end positioning information for positioning and/or obstacle avoidance.
  • the camera installed on the vehicle will affect the feature recognition due to overexposure. If the confidence level is set, the confidence level of the positioning device on the vehicle will be reduced (that is, the positioning is not accurate).
  • the confidence level of the positioning device on the vehicle will be reduced (that is, the positioning is not accurate).
  • the ROI pixel of the collected scene The gray value is determined, if the gray value of the ROI pixel is not in the preset range (the end point a or b of the preset range is obtained by actual calibration, preferably a is between 180-255, and b is between 0-70).
  • the confidence level of the positioning result of the vehicle-mounted positioning device is low. In this case, you can request to obtain field-side positioning information, and use the field-side positioning information for positioning and/or obstacle avoidance.
  • Fig. 9C shows a control flow chart of a scene with too dark or too bright light according to an embodiment of the present invention.
  • the current scene image is collected first, and then it is judged whether the pixel gray value of the current scene image is within the preset range.
  • the pixel gray value of the current scene image is within the preset range, use the The vehicle-side positioning information obtained by the vehicle-mounted positioning device performs positioning and/or obstacle avoidance; when the pixel gray value of the current scene image is not within the preset range, a field-side positioning information acquisition request is sent; and the field-side positioning is received After the information, the field end positioning information is used for positioning and/or obstacle avoidance.
  • FIG. 9D shows a schematic diagram of a scene with insufficient feature points according to an embodiment of the present invention. As shown in Figure 9D, for the scene with insufficient feature points.
  • the vehicle-mounted positioning device is used to generate and output vehicle-side positioning information;
  • the main control device is used to: perform one of the following steps: 1) Obtain according to the vehicle's direction, vehicle speed, and initial positioning information Expected positioning information; when the vehicle-side positioning information differs from the expected positioning information is greater than or equal to a preset value during the driving of the vehicle, a field-side positioning information acquisition request is sent; 2) during the driving of the vehicle When the update frequency of the vehicle-side positioning information within a predetermined time is less than or equal to the preset frequency, send a field-side positioning information acquisition request; then, receive the field-side positioning information; and use the field-side positioning information for positioning and/ Or obstacle avoidance.
  • the field end positioning information includes the position coordinates of the vehicle and/or the position coordinates of the obstacle.
  • Fig. 9E shows a control flowchart of a scene with insufficient feature points according to an embodiment of the present invention. As shown in Figure 9E, first the vehicle-mounted positioning device generates and outputs vehicle-side positioning information, and then the main control device can make two judgments:
  • the first one is: during the driving of the vehicle, it is determined whether the update frequency of the vehicle-side positioning information within a predetermined time is less than or equal to the preset frequency; when the update frequency of the vehicle-end positioning information within the predetermined time is less than or equal to the preset frequency Send a field-side positioning information acquisition request, receive the field-side positioning information, and use the field-side positioning information for positioning and/or obstacle avoidance; when the update frequency of the vehicle positioning information is greater than a preset value within a predetermined time, Use the vehicle terminal positioning information for positioning and/or obstacle avoidance.
  • the vehicle positioning device generally relies on the feature points in the environment for positioning.
  • the vehicle positioning device may not output vehicle positioning information within a predetermined time (for example, 1 second, but not limited to this), and it cannot be updated at that time Vehicle positioning information. Therefore, it can be judged whether the vehicle enters a scene with insufficient feature points based on the condition of whether to output vehicle-end positioning information at a predetermined time.
  • a predetermined time for example, 1 second, but not limited to this
  • the second is: first obtain the expected positioning information according to the vehicle's direction, vehicle speed, and initial positioning information; then, during the driving of the vehicle, determine whether the deviation between the vehicle end positioning information and the expected positioning information is greater than or equal to The preset value, when the deviation between the vehicle-side positioning information and the expected positioning information is greater than or equal to the preset value, send a field-side positioning information acquisition request, receive the field-side positioning information, and use the field-side positioning information to perform Positioning and/or obstacle avoidance; when the deviation between the vehicle positioning information and the expected positioning information is less than a preset value, the vehicle end positioning information is used for positioning and/or obstacle avoidance.
  • the expected position of the vehicle can be obtained according to the initial position, combined with information such as vehicle speed, direction, and driving time, which is more commonly used and will not be repeated here.
  • the deviation of the car-side positioning information from the expected positioning information may be greater than or equal to the preset value.
  • the car-side positioning information output by the car-mounted positioning device may be very inaccurate, or the output car-side Positioning information is a set of random coordinates.
  • the confidence level of the vehicle-side positioning information output by the vehicle-mounted positioning device may also be low (for example, less than 80%), essentially because the vehicle-side positioning information has a large deviation from the expected positioning information. Therefore, when the deviation between the terminal positioning information and the expected positioning information is greater than or equal to the preset value, it can be determined whether the vehicle is driving into a scene with insufficient feature points.
  • FIGS. 10A-10B are schematic diagrams of obstacle avoidance scenarios provided by an embodiment of the present invention.
  • Figure 10A for example, at a turn, you may encounter a vehicle coming from another direction, and obstacle avoidance is required at this time. Because the vehicle traveling in the other direction is blocked, the on-board camera cannot detect it in time. Therefore, it is necessary to use the field-side positioning information provided by the field-side positioning device (shown as a circle in Figure 10A) to avoid obstacles.
  • the obstacle avoidance process is: according to the position of the obstacle (here, a vehicle traveling in another direction) Coordinates, determining that the area formed by the preset distance around the position coordinates of the obstacle is a dangerous area; controlling the vehicle to avoid the dangerous area.
  • the dangerous area and the warning area formed by the obstacle can be firstly demarcated.
  • the preset distance around the position coordinates of the obstacle (which can be set according to the actual situation) is the dangerous area, and the distance from the dangerous area
  • the area formed by a certain distance (also can be set according to the actual situation, such as 0-50m) is the early warning area.
  • vehicle B is the own vehicle, combined with high-precision map and positioning result information, when the vehicle is outside the warning area, the vehicle realizes obstacle recognition and positioning through the on-board positioning unit 1, and when the vehicle enters the warning area, it will pass
  • the Internet of Vehicles system receives information about all obstacles (vehicle A and pedestrian/animal C) in the early warning area.
  • vehicle B avoids the dangerous area formed by the obstacle (that is, stays away from the obstacle).
  • the field end positioning device is the main one.
  • the coordinates of the early warning area are matched with the coordinates of the high-precision map.
  • the area size is finally determined according to the actual test results.
  • the vehicle management equipment accurately locates the current vehicle location information and executes effective obstacle avoidance strategies, so that the autonomous vehicle can quickly and safely reach the target parking space.
  • the communication between the vehicle management equipment and the server, the communication between the client and the server, and/or the communication between the field-side positioning device and the server may adopt 5G, 4G, 3G, Wifi, UWB, NB-IOT, Lora or other wireless communication technology.
  • the embodiment of the present invention applies a low-cost vehicle terminal combined with a low-cost field terminal solution, by increasing the area around the corner, the area around the corner, the area around the transparent glass, and the feature points that are not sufficient for the vehicle positioning device to correctly locate the vehicle.
  • the field-end equipment predicts what is about to happen (people or cars) and feeds it back to the car end, which is equivalent to enhancing the vehicle's perception ability, realizing the effect of vehicle external information exchange (V2X), and improving system security.
  • This solution can only add field-end equipment at necessary intersections or scenes, reducing system costs and making the system easier to land.
  • the program is stored in a storage medium and includes several instructions to enable the single-chip microcomputer, chip or processor (processor) Execute all or part of the steps of the method described in each embodiment of this application.
  • the aforementioned storage media include: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), magnetic disk or optical disk and other media that can store program code .

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Abstract

本发明涉及自动驾驶技术领域，提供一种用于代客泊车的控制系统。本发明用于代客泊车的控制系统包括场端管理设备，场端管理设备包括场端服务器，场端服务器包括：车位确定装置，用于响应于接收到代客泊车请求，确定是否具有与当前车辆对应的目标停车位，如果不具有目标停车位，则为当前车辆确定对应的目标停车位；位置信息确定装置，用于确定当前车辆的位置信息；路径规划装置，用于：根据目标停车位的位置信息、当前车辆的位置信息和停车场的地图信息为当前车辆规划到达目标停车位的路径；以及将规划出路径作为导航信息；以及发送装置，用于发送所述目标停车位的位置信息和所述导航信息。其使得车辆能够快速且安全的到达目标停车位。

Description

用于代客泊车的控制系统 技术领域
本发明涉及自动驾驶技术领域，特别涉及一种用于代客泊车的控制系统。
背景技术
目前阶段在车场中控制车辆的方案主要涉及以下两种方式：
(1)重场端、轻车端，场端方案采用多种采集技术，车端不需要感知功能，此方案缺点是需要对停车场进行改造，场端的多种采集需要一直进行，成本及设备的后期维护成本很高，推广难度比较大，车辆已经具备了一定的感知传感器，如果不用也造成一种浪费。
(2)重车端、轻场端，在车端配备多种采集技术，但是在一些特殊场景，例如光线过亮或过暗、转弯以及特征点较少等，基于车端采集技术的定位方式不能一直准确工作。
发明内容
有鉴于此，本发明旨在提出一种用于代客泊车的控制系统，以至少实现停车场内的车位确定和路径规划。
为达到上述目的，本发明的技术方案是这样实现的：
一种用于代客泊车的控制系统，所述用于代客泊车的控制系统包括场端管理设备，所述场端管理设备包括场端服务器，所述场端服务器包括：车位确定装置，用于响应于接收到代客泊车请求，确定是否具有与当前车辆对应的目标停车位，如果不具有所述目标停车位，则为所述当前车辆确定对应的目标停车位；位置信息确定装置，用于确定至少所述当前车辆的位置信息；路径规划装置，用于：根据所述目标停车位的位置信息、所述当前车辆的位置信息和所述停车场的地图信息为所述当前车辆规划到达所述目标停车位的路径；以及将规划出路径作为所述当前车辆的导航信息；以及发送装置，用于发送所述目标停车位的位置信息和所述导航信息。
相对于现有技术，本发明所述的用于代客泊车的控制系统具有以下优势：
(1)通过车位确定装置为车辆动态确定停车位，可以有效节约停车场的停放空间，通过结合路径长度和路径拥堵状态来确定出最终发送给当前车辆的路径，使得所述当前车辆能够以最短的时间、且油耗或耗电量也最少的方案行驶至目标停车位。
(2)应用低成本车端结合低成本场端方案，通过在转弯周围区域、角落周围区域、透明玻璃 周围区域以及特征点不足以供所述车载定位装置正确进行所述车辆定位的区域增加场端设备，预知即将发生的事情(人或车)反馈给车端，相当于增强了车辆的感知能力，实现车对外信息交换(V2X)的效果，提升系统安全性。
本发明的其它特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
构成本发明的一部分的附图用来提供对本发明的进一步理解，本发明的示意性实施方式及其说明用于解释本发明，并不构成对本发明的不当限定。在附图中：
图1示出了根据本发明一实施例的用于代客泊车的控制系统的结构框图；
图2示出了根据本发明一实施例的车位确定装置的工作流程示意图；
图3示出了车位的坐标信息示意图；
图4示出了根据本发明一实施例的路径规划装置的工作流程示意图；
图5示出了根据本发明一实施例的路径规划示意图；
图6示出了根据本发明一实施例的车辆行驶示意图；
图7示出了本发明一实施例的车辆定位装置的布置示意图；
图8A示出了本发明一实施例的车载定位装置的结构示意图；
图8B示出了本发明一实施例的车载的摄像头的安装位置示意图；
图9A示出了本发明一实施例的连续转弯场景的示意图；
图9B示出了本发明一实施例的连续转弯场景的控制流程图；
图9C示出了本发明一实施例的光线过暗或过亮场景的控制流程图；
图9D示出了本发明一实施例的特征点不足的场景的示意图；
图9E示出了本发明一实施例的特征点不足的场景的控制流程图；
图10A-图10B示出了本发明一实施例提供的避障情景示意图。
具体实施方式
需要说明的是，在不冲突的情况下，本发明中的实施方式及实施方式中的特征可以相互组合。
下面将参考附图并结合实施方式来详细说明本发明。
图1示出了根据本发明一实施例的用于代客泊车的控制系统的结构框图。如图1所示，所述用于代客泊车的控制系统可以包括场端管理设备100、车端管理设备200和客户端管理设备300。
车端管理设备200可以设置在所述当前车辆上。车端管理设备200可以包括车端服务器和车 端设备。车端设备可以接收用户在车辆的触摸屏上输入的关于代客泊车的指示，并响应于接收到该指示，可以生成关于所述当前车辆的代客泊车请求，例如代客泊车请求可以包括所述当前车辆的车牌号码等信息。车端设备可以将代客泊车请求发送至车端服务器，车端服务器可以将代客泊车请求发送至场端管理设备100。
场端管理设备100可以包括场端服务器，所述场端服务器可以包括：位置信息确定装置、车位确定装置、路径规划装置和发送装置等。
车位确定装置，用于响应于接收到代客泊车请求，确定是否具有与所述当前车辆对应的目标停车位，如果不具有所述目标停车位，则确定与当前车辆对应的目标停车位的位置信息，如果具有所述目标停车位，则获取所述目标停车位的位置信息。例如，接收到代客泊车请求之后，可以判断是否具有与所述当前车辆对应的预约停车位或固定停车位，如果具有预约停车位或固定停车位，则将该预约停车位或固定停车位作为目标停车位并获取预约停车位或固定停车位的位置信息，否则，为当前车辆确定对应的目标停车位。例如，如果所述停车场为小区停车场或工作区域停车场，则在场端服务器中可以预先存储有针对所述当前车辆的固定停车位，其可以通过线下录入，或者通过用户在客户端输入的固定停车位的信息而获得。
位置信息确定装置可以用于确定至少当前车辆的位置信息。
路径规划装置用于：根据所述目标停车位的位置信息、所述当前车辆的位置信息和所述停车场的地图信息为所述当前车辆规划到达所述目标停车位的路径；以及将规划出路径作为所述当前车辆的导航信息。
发送装置用于将所述目标停车位的位置信息和所述导航信息发送至所述车端管理设备200，或者将所述目标停车位的位置信息和所述导航信息发送至所述车端管理设备200和所述客户端管理设备300。车端管理设备200的车端服务器还用于接收目标停车位的位置信息和所述导航信息，所述车端设备还可以用于控制所述当前车辆根据所述场端管理设备发送的所述目标停车位的位置信息和所述导航信息执行自动泊车。
本发明实施例中，客户端管理设备的客户端服务器、场端服务器和所述车端服务器中的任意两者或三者可以为同一个服务器。在所述任意两者或三者为同一个服务器时，各服务器之间的通信步骤可以省略。
进一步的，车端设备在控制当前车辆行驶过程中还可以对当前车辆执行精确定位并且执行避障功能。
在可选实施例中，场端管理设备100还可以包括场端定位装置。位置信息确定装置可以根据场端定位装置采集的信息来确定所述当前车辆的位置信息，或者也可以接收由所述场端管理设备200 发送的所述当前车辆的位置信息。
场端定位装置可以包括多个场端定位单元，所述多个场端定位单元用于采集与所述当前车辆的位置相关的信息和/或与障碍物的位置相关的信息。所述场端定位单元可以为激光雷达或红外摄像头，设置在场端的激光雷达的形态可以为柱状，从而可以嵌入墙内或通过结构固定于建筑物上。场端定位单元可以设置停车场的任意地方，为了节省费用，场端定位单元可以仅设置在基本固定位置(即车载定位单元无法准确进行定位和避障的位置)，而可以不必在停车场每个地方都设置，例如只设置于转弯周围区域、角落周围区域、透明玻璃周围区域或特征点不足以供所述车载定位装置正确进行所述车辆定位的区域。
场端服务器中的位置信息确定装置可以根据所述多个场端定位单元的ID得到所述多个场端定位单元的坐标；以及根据所述多个场端定位单元的坐标以及所述与车辆的位置相关的信息和/或所述与障碍物的位置相关的信息，得到所述车辆的位置坐标和/或所述障碍物的位置坐标，以作为场端定位信息。另外，场端管理设备在接收到车端管理设备发送的场端定位信息获取请求之后，可以将与所述当前车辆对应的场端定位信息发送至所述车端管理设备。
以转弯处为例(光线过亮或过暗的区域等类似)，针对转弯处场景车端管理设备很难识别到途中的来车、行人或小动物，很可能会发生危险，通过场端安装的场端定位单元能很好的预知危险，场端安装的场端定位单元将采集到的图像信息以一定帧率传输给后台的服务器。场端定位单元坐标在安装初期进行调试及固定，坐标是一定的。后台的场端服务器根据前期标定的结果，获得车辆相对于场端定位单元之间的距离，计算出车辆与场端定位单元间的相对坐标，通过一定算法完成绝对坐标转换。场端优选由≥3台场端定位单元实现精确定位，当出现遮挡可以获取其它场端定位单元的坐标信息，通过算法实现定位。通过场端定位单元可以获取转角处障碍物(行人、车辆、小动物等)信息，传输给后台的场端服务器。后台的场端服务器的位置信息确定装置可处理输出障碍物的类型、尺寸、坐标、行驶轨迹等场端定位信息，通过无线传输方式传输给车端管理设备，由车端管理设备的主控装置做出控制决策，即进行定位和/或避障。
场端服务器中的位置信息确定装置可以使用场端定位信息中的车辆位置坐标作为当前车辆的位置信息，也可以从车端管理设备实时获取当前车辆的位置信息，也就是说，车辆可以实时向车端服务器发送其实时位置信息，车端服务器可以设置为实时向场端服务器发送车辆位置信息。
客户端管理设备300可以包括客户端和客户端服务器。在一实施方式中，用户可以下载客户端，并预先在客户端进行注册。在用户进行注册时，客户端可以提示用户填写车辆的参数信息，所述参数信息例如可以包括车牌号码、车辆类型等。用户在客户端的注册信息可以被发送至客户端服务器，客户端服务器可以将用户在客户端的注册信息发送至场端服务器，场端服务器可以为所述当 前车辆存储用户在客户端的注册信息。
在用户需要在停车场进行停车时，可以预先在客户端进行选择，例如用户可以预先选择距离目的地最近的停车场进行停车。响应于接收到用户输入的针对所述停车场的预约停放指示，如果所述停车场允许用户预约特定停车位，则向用户询问是否预约特定停车位。如果停车场的停车位是被划分好的且固定的，则该停车场可以允许用户预约特定停车位，如果停车场中没有划线，则该停车场可以不允许用户预约特定停车位。
如果用户选择预约特定停车位，则可以执行以下步骤：展示所述停车场的车辆停放信息，并接收用户选择的特定停车位的信息，生成包括所述停车场和所述目标停车位的车辆预约停放请求，其中以所述特定停车位作为所述目标停车位；以及将所述车辆预约停放请求发送至所述客户端服务器。如果用户选择不预约特定停车位或者如果所述停车场不允许用户预约特定停车位，则执行以下步骤：生成包括所述停车场的车辆预约停放请求；以及将所述车辆预约停放请求发送至所述客户端服务器。客户端服务器可以将车辆预约请求发送至场端服务器。
场端服务器还可以包括预约停放管理装置，在车辆预约停放请求包括目标停车位的情况下，为所述当前车辆存储所述目标停车位。在车辆预约请求不包括目标停车位的情况下，则为所述当前车辆确定对应的目标停车位，并为所述当前车辆存储确定的目标停车位。
车位确定装置为当前车辆确定对应的目标停车位的工作原理与预约停放管理装置为当前车辆确定对应的目标停车位的工作原理相似。
例如，如果所述停车场具有划线车位，则可以直接为所述当前车辆分配一未被预约且未被停放的空的停车位，该分配例如可以是随机的。
如果所述停车场不具有划线车位，则车位确定装置或预约停放管理装置为当前车辆确定对应的目标停车位的工作流程示意图如图2所示，其可以包括步骤S210至步骤S220。
在步骤S210，获取当前车辆的尺寸信息。
当前车辆的尺寸信息可以至少包括所述当前车辆的宽度信息和长度信息，所述宽度信息可以是车辆的最大宽度，所述长度信息例如可以是车辆的最大长度。
车位确定装置或预约停放管理装置在为当前车辆确定对应的目标停车位时，可以在存储库中搜索与当前车辆相对应的车辆类型、车牌号码等。场端服务器的存储库中还可以预先存储有将各车辆类型对应的车辆的尺寸信息作，因此车位确定装置或预约停放管理装置在确定出与当前车辆相对应的车辆类型之后，就可以从存储库确定出与车辆类型相对应的尺寸信息。也就是说，车位确定装置或预约停放管理装置可以从存储库中获取出与当前车辆相对应的至少尺寸信息。
在步骤S220，基于停车场当前未被分配车位的区域信息确定与所述当前车辆的尺寸信息相对 应的目标停车位的位置信息。
可以理解，所确定的与当前车辆的尺寸信息相对应的车位的大小应能够停放所述当前车辆。车位的位置信息可以例如包括车位的四个角点的位置坐标。如图3所示，四个角的位置坐标例如可以分别是(x1，y1)、(x2，y2)、(x3，y3)、(x4，y4)。
所述当前未被分配车位的区域信息是指当前未被停放车辆且未被预订的区域的信息。
在步骤S220中所确定出的车位的长和宽可以满足以下条件：W0＝W1+d1；L0＝L1+d2，
也就是说，车位的四个角点的位置坐标(参考图2的坐标)需要满足：x2-x1＝x4-x3＝W1+d1；y3-y1＝y4-y2＝L1+d2，其中，W0为确定的所述车位的宽度，W1为所述当前车辆的宽度，L0为确定的所述车位的长度，L1为所述当前车辆的长度。d1和d2取决于系统本身的定位误差的最大值，传统环视泊车视觉方案中横向误差约20cm，则d1和d2约为40cm。而本发明实施例中，由于车辆预先知道停车位的四个角点的位置坐标，因此，可以将d1和d2降低至不大于20cm。另外，由于车辆能够实现全自动泊车功能，不需要驾驶员上下车，使得后视镜可以采用折叠方式，其可以进一步节省停车空间。
在执行步骤S220时，可以从停车场当前未被分配车位的区域中选择长度和宽度均满足上述条件的区域。例如可以遍历停车场中所有未被分配车位的区域，判断区域的宽度和长度是否满足以下两个条件：(1)宽度大于或等于W1+d1；(2)长度大于或等于L1+d2。如果两个条件均满足，则可以从满足所述两个条件的未被分配车位的区域中选择宽度等于W1+d1且长度等于L1+d2的子区域，并将该子区域的位置信息作为目标停车位的位置信息。
可以理解，在步骤S220中可能会确定出与所述当前车辆的尺寸信息相对应的多个停车位。
预约停放管理装置可以从所确定多个停车位中随机选取一个停车位作为目标停车位。
在一可选实施方式中，车位确定装置可以将多个车位中与车辆距离最近的车位的位置信息发送至当前车辆。具体的，在执行自动泊车功能时，位置信息确定装置可以实时获取当前车辆的位置信息。车位确定装置可以将确定出的多个车位中与当前车辆的位置最近的车位的位置信息发送至当前车辆，如此，可以节约当前车辆的泊车时间。
在一可选实施方式中，车位确定装置在需要执行车位确定时，可以通过客户端提醒用户是否将当前位置作为取车位置，如果用户选择是，则车位确定装置可以将与车辆的当前位置距离最近的空停车位作为目标停车位。或者，车位确定装置或预约停放管理装置在需要执行车位确定时，可以通过客户端提醒用户从列出的出口中选择一个出口作为取车位置，在用户选择完成后，客户端可以将用户选择的取车位置的信息发送至服务器。车位确定装置可以将确定出的多个车位中与用户选择的取车位置最近的车位作为目标停车位，如此，可以节约取车时间。
通过车位确定装置或预约停放管理装置为车辆动态确定停车位，可以有效节约停车场的停放空间，并且由于无需识别车位线，能够减轻车辆的自动驾驶控制器识别部分的处理能力，并且使得全无人驾驶停车场不需要划分车位线，减少了停车场的施工及后期维护成本。另外，能够应用于不划线或车位线不清晰的老旧停车场和特殊类型的停车位(例如，鱼骨型停车位或者彩虹停车位)，解决这类停车场停车难的技术问题。
下面将介绍路径规划装置的工作原理。路径规划装置的工作流程示意图如图4所示，其可以包括步骤S410和步骤S420。
步骤S410，根据所述目标停车位的位置信息、所述当前车辆的位置信息和所述停车场的地图信息为所述当前车辆规划到达所述目标停车位的一条或多条路径。
步骤S420，确定规划出的所述一条或多条路径中处于非拥堵状态中的长度最短的路径以作为导航信息。
具体的，可以假定停车场的车道为单行道，设定车辆行驶轨迹为车道中心。之后，路径规划装置可以根据当前车辆所在车道与目标停车位所邻近的车道之间的可行路径而规划出一条或多条路径。
然后，可以计算各路径的长度，例如路径规划装置可以根据存储的停车场平面图沿车道中心规划出一系列坐标点，其中相邻坐标点之间的间隔可以根据实际情况进行设定，其范围例如可以是20cm至50cm。然后，可以根据规划的一系列坐标点计算出行驶每条路径所经过的距离。
路径规划装置也可以进一步判断规划出的路径是否处于拥堵状态，如果路径满足以下中的至少一者：路径上的车辆多于第一预定数量、路径处于施工状态、路径上存在静止障碍物，则可以确定该路径处于拥堵状态，否则可以确定该路径处于非拥堵状态，所述第一预定数量的范围为3至5，例如可以是3。路径规划装置可以通过位置信息确定装置获得处于停车场内车道上的任意车辆的位置，基于此，服务器可以确定出所规划的每条路径上的车辆的数量。服务器可以预先知晓路径施工与否，例如，工作人员可以在路径将进行施工之前，将施工信息存储至服务器。所述静止障碍物可以是路径上静止的或故障的车辆，例如如果路径上某一车辆的位置信息在超过预定时间未产生变化，所述预定时间的范围例如可以是5min至15min，则可以将该车辆确定为静止障碍物。
可选的，路径规划装置可以从规划出的多条路径中最短的路径开始判断是否处于拥堵状态。如果该最短的路径不处于拥堵状态，则可以将该最短的路径发送至当前车辆。如果该最短的路径处于拥堵状态，则判断路径长度排名第二短的路径是否处于拥堵状态。如果该第二短的路径不处于拥堵状态，则可以将该第二短的路径发送至当前车辆。如果该第二短的路径处于拥堵状态，则判断路径长度排名第三短的路径是否处于拥堵状态。依次类推，直到确定出规划的多条路径中处于非拥堵 状态中的长度最短的路径为止。然后将多条路径中处于非拥堵状态中的长度最短的路径的信息作为导航信息。
可选的，如果规划出的多条路径均处于拥堵状态，则可以将路径长度最短的路径信息作为导航信息。
可以理解，如果根据停车场的地图信息确定出从当前车辆的位置到达目标停车位的位置仅具有一条路径，则将该一条路径的信息作为导航信息。
图5示出了根据本发明一实施例的路径规划示意图。如图5所示，当前车辆位于入口处，目标停车位为停车位P，假设该停车场不涉及跨层停车。根据停车场的地图信息规划出从当前车辆的当前位置到达目标停车位P具有三条路径，分别为图5中的路径①、路径②和路径③。服务器根据存储的停车场平面图沿车道中心规划出一系列坐标点，例如，坐标点(Xm，Ym)、(Xn，Yn)等。然后根据所规划出的坐标点分别计算三条路径的长度。路径①长度L＝△Y1+△X1+△Y2，其中△Y1由当前车辆所在路径中的最远点的Y坐标与车辆当前位置的Y坐标之间的差值，△X1为到目标停车位的最远X坐标值与车辆当前位置X坐标值之间的差值，△Y2为由当前车辆所在路径中的最远Y坐标与目标Y坐标之间的差值。路径②的长度比比路径①多2*△X2，路径③比路径②多△X2。
如果停车场管理系统的场端服务器检测到路径①上没有车辆或车辆数量不多于所述第一预定数量，且没有静止障碍物，则确定路径①处于非拥堵状态，将路径①作为最终到达目标停车位P的路径作为导航信息而推送给车辆，同时可以将一系列坐标点发送给车辆端用于车辆自动控制。如果检测到路径①正在施工，或有静止障碍物(如，静止车辆或故障车辆等)，或路径①上车辆的数量多于所述第一预定数量，则判定路径①处于拥堵状态。需进一步判断路径②是否处于拥堵状态，若没有，则将路径②作为最终到达目标停车位P的路径作为导航信息而推送给车辆。如果路径②也正在施工或有比较大障碍物(如，静止车辆或故障车辆等)，或车辆多于所述第一预定数量，则判定路径②处于拥堵状态。需进一步判断路径③是否处于拥堵状态，依此类推。可选的，如果规划出的三条路径均处于拥堵状态，则可以将路径长度最短的路径①作为导航信息发送至当前车辆。
图5中示出的停车场为非跨层停车场，针对跨层的停车场，在计算路径长度时，除了计算上述的平面距离，还需要加入跨层距离的计算。
通过结合路径长度和路径拥堵状态来确定出最终发送给当前车辆的路径，使得所述当前车辆能够以最短的时间、且油耗或耗电量也最少的方案行驶至目标停车位。
进一步的，基于上述任意实施例，本发明实施例中的路径规划装置还可以执行路径的局部规划。
具体的，在当前车辆按照接收到的路径信息进行行驶的过程中，路径规划装置还可以检测车 辆行驶的路径的前方路径是否处于拥堵状态。例如，可以在当前车辆到达交叉路口前预定距离的情况下，检测车辆行驶的路径的前方路径是否处于拥堵状态，所述预定距离可以是一预设的固定值，例如预定距离的范围可以是3m至7m，例如可以是5m等，或者可以根据当前车辆的速度调整所述预定距离的长度，当前车辆的速度越大，所述预定距离越长。可选的，也可以在所述当前车辆到达交叉路口前，周期性检测车辆行驶的路径的前方路径是否处于拥堵状态，检测周期可以根据具体情况设置为任意合适的值，例如根据不同的车辆可以设置不同的检测周期。
当前车辆行驶的前方路径是否处于拥堵状态可以根据所述当前车辆上设置的传感器检测到的前方的路况信息来确定，或者可以根据停车场内设置的激光雷达、摄像头等传感器来检测前方路径是否处于拥堵状态。所述当前车辆或停车场内的设置的传感器可以确定出前方路径是否具有多于第二预定数量的障碍物、前方路径是否处于施工状态，其中所述第二预定数量和前文所述的第一预定数量可以相同，该施工状态可以是突发的施工状态。车辆或停车场内的设置的传感器检测到前方的路况信息后，可以将路况信息发送给服务器。路径规划装置可以确定前方路径是否处于拥堵状态。如果前方路径具有多于第二预定数量的障碍物和/或前方路径处于施工状态，则确定所述前方路径处于拥堵状态，否则，确定所述前方路径处于非拥堵状态。
在前方路径处于非拥堵状态的情况下，可以不执行路径的局部规划，车辆仍然沿着先前的接收到的路径进行驾驶。在前方路径处于拥堵状态的情况下，路径规划装置可以根据目标停车位的位置信息、当前车辆的当前位置信息和停车场的地图信息，重新为所述当前车辆规划从当前位置到达所述目标停车位的路径。路径的重新规划与上文所述的路径规划方法类似，首先根据目标停车位的位置信息、当前车辆的当前位置信息和停车场的地图信息规划出到达所述目标停车位的一条或多条路径，然后将规划出的所述一条或多条路径中处于非拥堵状态中的长度最短的路径发送至所述当前车辆。当前车辆接收到服务器新发送的路径之后，可以按照该新的路径行驶。
通过执行路径的动态局部规划，可以使得车辆在行驶过程中避开突发的拥堵路径，而快速到达目标停车位。
进一步的，基于上述任意实施例，本发明实施例中的路径规划装置还可以用于：将与发送至所述当前车辆的路径交叉的其它路径上的车辆的位置信息和车速信息发送至所述当前车辆，其中，其它车辆的位置信息和车速信息可以是由其它车辆实时发送给服务器，也可以通过停车场内设置场端定位装置(如，激光雷达、摄像头等传感器)检测确定的。该步骤可以在车辆行驶过程中，实时执行。当前车辆在接收到其它路径上的其它车辆的位置信息之后，可以计算出其它车辆的禁止区域、协同区域及预警区域，使得当前车辆可以提前躲避障碍物，从而保证当前车辆的行驶安全。
图6示出了根据本发明一实施例的车辆行驶示意图。如图6所示，当前车辆6沿路径②进行 行驶，行驶过程中，服务器可以预先将与路径②交叉的路径①上的第一其它车辆3和第二其它车辆4的位置信息和车速信息发送给当前车辆6。当前车辆6接收到第一其它车辆3和第二其它车辆4的位置信息和车速信息之后，可以计算第一其它车辆3和第二其它车辆4的禁止区域、协同区域及预警区域，进行提前避障，从而保证当前车辆6的行驶安全。
发送装置可以将车位确定装置确定的目标停车位的位置信息和路径规划装置规划的导航信息发送给车端管理系统，车端管理系统可以根据目标停车位的位置信息和所述导航信息执行自动泊车。发送装置也可以将路径规划装置使用动态局部规划功能而新规划的导航信息发送给车端管理设备，使得车辆在行驶过程中避开突发的拥堵路径，而快速到达目标停车位。
下面将介绍车端设备的工作原理。车端设备可以包括车辆定位装置、车载定位装置和主控装置。
车辆定位装置可以包括：至少两个通信单元，设置于所述车辆上，用于接收所述多个信号发射单元的信号，其中所述至少两个通信单元之间具有间距；处理单元，用于：根据所述至少两个通信单元中的每个通信单元接收到所述多个信号发射单元中的每个信号发射单元的信号的时间以及所述每个信号发射单元的坐标确定所述每个通信单元的坐标，根据所述至少两个通信单元中任一通信单元的坐标和在所述车辆上的安装位置计算所述当前车辆的位置信息。一般车辆的坐标以车辆后轴中点的坐标为准，因此根据任一通信单元在车辆上的安装位置，可以得到该通信单元与车辆后轴中点的距离，从而根据该通信单元的坐标计算出车辆后轴中点的坐标，可以得到车辆的坐标。
可选的，本发明实施例中的车辆定位装置的处理单元也可以根据所述每个通信单元的坐标确定所述车辆的航向角。例如，多个信号发射单元(未绘示)可以是基站。为了最精确确定车辆的位置和/或航向角，信号发射单元优选设置4个，该4个信号发射单元可以组成方形区域。至少两个通信单元接收多个信号发射单元发出的信号，处理单元可以根据每个通信单元接收到每个信号发射单元发出的信号的时间，确定二者的距离，从而根据多个信号发射单元的坐标，确定每个通信单元的坐标。由于每个通信单元之间具有间距，而间距是已知的，并且每个通信单元的安装位置也是已知的，因此很容易得到车辆的朝向，从而得到车辆的航向角。
图7示出了本发明一实施例的车辆定位装置的布置示意图。本发明实施例中，以UWB技术为例以便于进行说明，事实上也可以使用蓝牙或Wifi或其它无线技术代替UWB技术。UWB是一种无载波通信技术，利用纳秒至微微秒级的非正弦波窄脉冲传输数据。通过在较宽的频谱上传送极低功率的信号，UWB能在10米左右的范围内实现数百Mbit/s至数Gbit/s的数据传输速率，应用此技术可以实现高达10cm的定位精度。UWB室内定位特点：1、频带为3.1-10.6GHz，带宽大于500MHz；2、时域上表现为时间极短(＜2nS)的脉冲；3、与其它无线设备共存性好；4、功耗低，发射占空比 低5、对瑞利衰落不敏感；6、穿透性强，定位精度高。
如图7所示，每个通信单元可以包括通信标签和天线。车辆定位装置可以采用标签端解算方式，在天线接收多个信号发射单元的信号后，传输到标签进行同步算法得出时间信息，时间信息通过串口或CAN传到解算单元(未绘示)解算出坐标值，并通过CAN或串口或其它有线或无线传输方式将坐标值发送给处理单元，或者解算单元也可以与处理单元集成，在处理单元中进行解算。天线和标签可以集成在一起也可以分开布置，天线1和天线2可以安装在一个结构中也可以分开安装，但两个天线需要有一定间距，根据天线相对坐标位置计算出车辆的坐标(其可以作为车辆的位置信息)和航向角，航向角，从而进一步控制车辆的线控系统，如转向角度等。
图8A本发明一实施例的车载定位装置的结构示意图。如图8A所示，所述车载定位装置主要可以包括以下中的至少一者：摄像头31、激光雷达32、毫米波雷达33、超声波雷达34、车速传感器35、轮转角速度传感器36和惯性传感器37。毫米波雷达33主要用于避障，超声波雷达34主要用泊车与视觉定位方案配合实现。车速传感器35、轮转角速度传感器36和惯性传感器37可以得到车辆的各种状态，例如车速、轮速、加速度、倾斜、冲击、振动、旋转和多自由度运动等。
图8B是本发明一实施例的车载摄像头的安装位置示意图。如图8B所示，车载摄像头31主要可以包括环视摄像头311和前视摄像头312等，以全面拍摄车辆周边的图像，主控单元2应用高精度地图和/或由车辆传感器采集语义地图、环视摄像头311、前视摄像头312，视觉定位方案采用基于视觉的同步定位与地图构建(VSLAM)生成语义地图与高精度地图结合，通过车载摄像头31识别采集的VSLAM特征点进行匹配，结合惯性传感器37(IMU)的信息，实现车辆的定位，得到车端定位信息。其中，SLAM(simultaneous localization and mapping,SLAM)是指根据传感器的信息，一边计算自身位置，一边构建环境地图的过程，解决在未知环境下运动时的定位与地图构建问题。VSLAM即视觉SLAM(Vision SLAM)，是基于视觉的定位与建图，更加精准和迅速。
在车辆执行自动泊车的过程中，主控装置可以实时确定当前车辆距设定区域的距离。具体的，在车辆定位装置的所述至少两个通信单元接收到所述多个信号发射装置的信号情况下，使用所述车辆定位装置计算的所述当前车辆的位置信息来确定所述当前车辆距设定区域的距离；以及在所述至少两个通信单元中任一者未接收到所述多个信号发射装置中任一者的信号的情况下，说明车辆定位装置将不能准确获得当前车辆的位置信息，则使用所述车载定位装置输出的所述当前车辆的位置信息来确定所述当前车辆距设定区域的距离。
主控装置可以进一步用于如果所述当前车辆距所述设定区域的距离不大于设定距离，则：向所述场端管理设备发送场端定位信息获取请求；接收所述场端定位信息，其中，所述场端定位信息包括车辆的位置坐标和/或障碍物的位置坐标；以及使用所述场端定位信息进行定位和/或避障。如果 所述当前车辆距所述设定区域的距离大于所述设定距离，则使用车端定位信息进行定位和/或避障。
上述的设定区域可用于多种场景(例如，光线过亮或过暗、转弯以及特征点不足)，根据车辆是否进入设定区域来进行车载定位和场端定位的切换。光线过亮或过暗、转弯以及特征点不足这些场景还可以通过以下控制方式来进行车载定位和场端定位的切换。
图9A示出了本发明一实施例的连续转弯场景的示意图。如图9A所示，所述车载定位装置用于采集当前场景图像；所述主控装置用于：根据所述当前的场景图像确定可行驶区域；在车辆行驶过程中，所述可行驶区域进行大小交替变化时，发送场端定位信息获取请求，其中，所述场端定位信息包括车辆的位置坐标和/或障碍物的位置坐标；接收所述场端定位信息；以及使用所述场端定位信息进行定位和/或避障。
图9B示出了本发明一实施例的连续转弯场景的控制流程图。如图9B所示，在本发明实施例中，首先采集当前场景图像，接着根据所述当前的场景图像确定可行驶区域；在车辆行驶过程中，判断所述可行驶区域是否进行大小交替变化；在所述可行驶区域进行大小交替变化时，发送场端定位信息，然后接收所述场端定位信息，使用所述场端定位信息进行定位和/或避障；在所述可行驶区域未进行大小交替变化时，使用通过所示车载定位单元1得到的车端定位信息进行定位和/或避障。
另外，连续转弯场景也可能是旋转楼梯。
在所述可行驶区域进行大小交替变化的一个周期内，当所述可行驶区域的地面起伏变化大于等于预设值的次数大于等于预设次数时，判断车辆正在旋转楼梯行驶，其中，预设值可以是30cm，预设次数例如为1，但是本发明对此不做限定。此时，根据所述场端定位信息，判断所述前后方车辆是否发生溜车，如果前后方车辆向自身车辆靠近时，则前后方车辆发生溜车。在所述前后方车辆发生溜车时，使用所述场端定位信息进行避障以避开发生溜车的车辆。例如，判断左侧(如果车辆靠右行驶)没有对向来车或对向来车距离较远，则可以向左行驶执行避障操控，避免危险。具体避障方法将在下文详述。
针对光线太亮或太暗场景。在本实施例中，所述车载定位装置用于采集当前场景图像；所述主控装置用于：在所述当前场景图像的像素灰度值不在预设范围时，发送场端定位信息获取请求，其中，所述场端定位信息包括车辆的位置坐标和/或障碍物的位置坐标；接收所述场端定位信息；以及使用所述场端定位信息进行定位和/或避障。
车辆上安装的摄像头因为过度曝光对特征识别会受影响，如果设置有置信度判断，车载定位装置进行定位的置信度会降低(即定位不准)，针对此种场景，根据采集场景的ROI像素灰度值进行判定，如ROI像素灰度值不在预设范围(预设范围的端点a或b由实际标定获取，优选地a介于180-255，b介于0-70之间)可认定此处车载定位装置定位结果的置信度低，这时可以请求获取场端 定位信息，并使用场端定位信息进行定位和/或避障。
图9C示出了本发明一实施例的光线过暗或过亮场景的控制流程图。如图9C所示，首先采集当前场景图像，接着判断当前场景图像的像素灰度值是否在预设范围，在所述当前场景图像的像素灰度值处于所述预设范围时，使用通过所述车载定位装置得到的车端定位信息进行定位和/或避障；在所述当前场景图像的像素灰度值不在预设范围时，发送场端定位信息获取请求；在接收所述场端定位信息之后，使用所述场端定位信息进行定位和/或避障。
图9D示出了本发明一实施例的特征点不足的场景的示意图。如图9D所示，针对特征点不足的场景。
在本实施例中，所述车载定位装置用于生成并输出车端定位信息；所述主控装置用于：执行以下步骤中的一者：1)根据车辆的方向、车速以及初始定位信息得到预期定位信息；在所述车辆行驶过程中，所述车端定位信息与所述预期定位信息的偏差大于等于预设值时，发送场端定位信息获取请求；2)在所述车辆行驶过程中，预定时间内所述车端定位信息的更新频率小于等于预设频率时，发送场端定位信息获取请求；然后，接收所述场端定位信息；以及使用所述场端定位信息进行定位和/或避障。其中，所述场端定位信息包括所述车辆的位置坐标和/或障碍物的位置坐标。
图9E示出了本发明一实施例的特征点不足的场景的控制流程图。如图9E所示，首先车载定位装置生成并输出车端定位信息，接着，所述主控装置可以进行两种判断：
第一种为：在车辆行驶过程中，判断预定时间内所述车端定位信息的更新频率是否小于等于预设频率；在预定时间内所述车端定位信息的更新频率小于等于预设频率时，发送场端定位信息获取请求，接收所述场端定位信息，使用所述场端定位信息进行定位和/或避障；在预定时间内所述车辆定位信息的更新频率大于预设值时，使用所述车端定位信息进行定位和/或避障。其中，车载定位装置进行定位一般依靠环境中的特征点，如果特征点不足，车载定位装置可能会在预定时间(例如1秒，但不限于此)内不输出车端定位信息，到时无法更新车端定位信息。因此，由预定时间是否输出车端定位信息这个条件可以判断车辆是否驶入特征点不足的场景。
第二种为：先根据车辆的方向、车速以及初始定位信息得到预期定位信息；再接着，在所述车辆行驶过程中，判断所述车端定位信息与所述预期定位信息的偏差是否大于等于预设值，在所述车端定位信息与所述预期定位信息的偏差大于等于预设值时，发送场端定位信息获取请求，接收所述场端定位信息，使用所述场端定位信息进行定位和/或避障；在所述车辆定位信息与所述预期定位信息的偏差小于预设值时，使用所述车端定位信息进行定位和/或避障。其中，根据初始位置，结合车速、方向以及行驶时间等信息，可以得到车辆的预期位置，此较为常用在此不进行赘述。造成车端定位信息与预期定位信息的偏差大于等于预设值的原因可能会有几种可能，例如根据内置算法不 同，车载定位装置输出的车端定位信息可能非常不准，或者输出的车端定位信息是一组随机的坐标。另外，如果车辆设置有置信度判断，车载定位装置输出的车端定位信息的置信度也可能较低(例如小于80％)，本质上也是因为车端定位信息与预期定位信息的偏差较大。因此，在端定位信息与预期定位信息的偏差大于等于预设值时，可以判断车辆是否驶入特征点不足的场景。
另外，在车辆自动行驶过程中，有可能会有遇到障碍物的情况。图10A-10B是本发明一实施例提供的避障情景示意图。如图10A所示，例如在转弯处，可能会碰到另一方向行驶过来的车辆，此时需要进行避障。由于另一方向行驶过来的车辆被遮挡，因此车载的摄像头并不能及时发现。于是需要使用场端定位装置(图10A中以圆圈示出)提供的场端定位信息进行避障，避障过程为：根据所述障碍物(在此为另一方向行驶过来的车辆)的位置坐标，确定所述障碍物的位置坐标周围预设距离形成区域为危险区域；控制所述车辆避开所述危险区域。
如图10B所示，首先可以先划定障碍物形成的危险区域和预警区域，例如，障碍物的位置坐标周围预设距离(可以根据实际情况进行设定)形成区域为危险区域，距离危险区域一定距离(同样可以根据实际情况进行设定，例如0-50m)形成的区域为预警区域。假设车辆B为本车辆，结合高精度地图及定位结果信息，当车辆处于预警区域之外时，车辆通过车载定位单元1实现障碍物的识别及定位，当车辆行驶进入预警区域时，则会通过车联网系统接收到预警区域内的所有障碍物(车辆A和行人/动物C)的信息，为了保证安全，车辆B避开障碍物形成的危险区域(即远离障碍物)。在预警区域内，在场端定位装置没有故障前提下，以场端定位装置为主，预警区域坐标与高精度地图坐标匹配，同时区域大小根据实际测试结果最终确定，行驶出预警区域时，可以切换为以车载定位装置为主。
车端管理设备通过精确定位当前车辆的位置信息，并执行有效的避障策略，使得自动驾驶车辆可以快速且安全地到达目标停车位。
本发明实施例中车端管理设备与服务器之间的通信、客户端与服务器之间的通信、和/或场端定位装置与服务器之间的通信可以采用5G、4G、3G、Wifi、UWB、NB-IOT、Lora或其他无线通信技术。
本发明实施例应用低成本车端结合低成本场端方案，通过在转弯周围区域、角落周围区域、透明玻璃周围区域以及特征点不足以供所述车载定位装置正确进行所述车辆定位的区域增加场端设备，预知即将发生的事情(人或车)反馈给车端，相当于增强了车辆的感知能力，实现车对外信息交换(V2X)的效果，提升系统安全性。本方案可以只在必要的路口或场景增加场端设备，降低了系统成本，系统更易于落地。
以上结合附图详细描述了本发明实施例的可选实施方式，但是，本发明实施例并不限于上述 实施方式中的具体细节，在本发明实施例的技术构思范围内，可以对本发明实施例的技术方案进行多种简单变型，这些简单变型均属于本发明实施例的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合。为了避免不必要的重复，本发明实施例对各种可能的组合方式不再另行说明。
本领域技术人员可以理解实现上述实施例方法中的全部或部分步骤是可以通过程序来指令相关的硬件来完成，该程序存储在一个存储介质中，包括若干指令用以使得单片机、芯片或处理器(processor)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(ROM，Read-Only Memory)、随机存取存储器(RAM，Random Access Memory)、磁碟或者光盘等各种可以存储程序代码的介质。
此外，本发明实施例的各种不同的实施方式之间也可以进行任意组合，只要其不违背本发明实施例的思想，其同样应当视为本发明实施例所公开的内容。

Claims (14)

  1. 一种用于代客泊车的控制系统，其特征在于，所述用于代客泊车的控制系统包括场端管理设备，所述场端管理设备包括场端服务器，所述场端服务器包括：车位确定装置，用于响应于接收到代客泊车请求，确定是否具有与当前车辆对应的目标停车位，如果不具有所述目标停车位，则为所述当前车辆确定对应的目标停车位；
    位置信息确定装置，用于确定至少所述当前车辆的位置信息；
    路径规划装置，用于：根据所述目标停车位的位置信息、所述当前车辆的位置信息和所述停车场的地图信息为所述当前车辆规划到达所述目标停车位的路径；以及将规划出路径作为所述当前车辆的导航信息；以及
    发送装置，用于发送所述目标停车位的位置信息和所述导航信息。
  2. 根据权利要求1所述的用于代客泊车的控制系统，其特征在于，所述用于代客泊车的控制系统还包括客户端管理设备，所述客户端管理设备包括客户端和客户端服务器，
    所述客户端用于：
    响应于接收到用户输入的针对所述停车场的预约停放指示，如果所述停车场允许用户预约特定停车位，则向用户询问是否预约特定停车位，
    如果用户选择预约特定停车位，则执行以下步骤：展示所述停车场的车辆停放信息，并接收用户选择的特定停车位的信息，生成包括所述停车场和所述目标停车位的车辆预约停放请求，其中以所述特定停车位作为所述目标停车位；以及将所述车辆预约停放请求发送至所述客户端服务器；
    如果用户选择不预约特定停车位或者如果所述停车场不允许用户预约特定停车位，则执行以下步骤：生成包括所述停车场的车辆预约停放请求；以及将所述车辆预约停放请求发送至所述客户端服务器；
    所述客户端服务器用于将所述车辆预约停放请求发送至所述场端服务器，所述场端服务器还包括预约停放管理装置，用于：如果所述车辆预约停放请求不包括目标停车位，则为所述当前车辆确定对应的目标停车位。
  3. 根据权利要求2所述的用于代客泊车的控制系统，其特征在于，所述车位确定装置或所述预约停放管理装置用于根据以下步骤为所述当前车辆确定对应的目标停车位：
    获取所述当前车辆的尺寸信息；以及
    基于所述停车场当前未被分配车位的区域信息确定与所述当前车辆的尺寸信息相对应的目标停车位的位置信息。
  4. 根据权利要求2或3所述的用于代客泊车的控制系统，其特征在于，所述车位确定装置确定 所述目标停车位的长度和宽度满足以下条件：
    W0＝W1+d1；
    L0＝L1+d2，
    其中，W0为确定的所述车位的宽度，W1为所述当前车辆的宽度，L0为确定的所述车位的长度，L1为所述当前车辆的长度，其中d1不大于20cm，d2不大于20cm。
  5. 根据权利要求4所述的用于代客泊车的控制系统，其特征在于，
    所述车位确定装置用于根据以下步骤确定与所述当前车辆的尺寸信息相对应的目标停车位的位置信息：从所述停车场当前未被分配车位的区域中选取长度和宽度满足所述条件的子区域；以及将选取的满足所述条件的子区域的位置信息确定为所述车位的位置信息。
  6. 根据权利要求2至5中任一项所述的用于代客泊车的控制系统，其特征在于，
    所述客户端服务器还用于：接收所述场端服务器发送的所述目标停车位的位置信息和所述导航信息；向所述客户端发送所述目标停车位的位置信息和所述导航信息，以使所述客户端显示所述目标停车位的位置信息和所述导航信息；和/或
    所述客户端服务器还用于接收用户在所述客户端输入的所述当前车辆的参数信息，并将所述参数信息发送至所述场端服务器，其中所述参数信息至少包括所述当前车辆的车辆类型，所述车位确定装置或所述预约停放管理装置基于所述当前车辆的车辆类型来获取所述当前车辆的尺寸信息；和/或
    所述客户端服务器还用于从所述场端服务器或从所述车端服务器获取所述当前车辆的状态信息，所述状态信息包括所述当前车辆的位置信息或者包括所述当前车辆的位置信息和电量信息，以使所述客户端显示所述当前车辆的状态信息。
  7. 根据权利要求1所述的用于代客泊车的控制系统，其特征在于，
    所述场端管理设备还包括场端定位装置，所述场端定位装置包括多个场端定位单元，所述多个场端定位单元用于采集与所述当前车辆的位置相关的信息和/或与障碍物的位置相关的信息，
    所述位置信息确定装置用于：根据所述多个场端定位单元的ID得到所述多个场端定位单元的坐标；以及根据所述多个场端定位单元的坐标以及所述与车辆的位置相关的信息和/或所述与障碍物的位置相关的信息，得到所述车辆的位置坐标和/或所述障碍物的位置坐标，以作为场端定位信息。
  8. 根据权利要求1所述的用于代客泊车的控制系统，其特征在于，所述用于代客泊车的控制系统还包括车端管理设备，所述车端管理设备包括车端服务器和车端设备，所述车端设备用于响应于接收到用户输入的关于代客泊车的指示，生成关于所述当前车辆的代客泊车请求，所述车端服务器用于将所述代客泊车请求发送至所述场端管理设备；
    所述车端服务器还用于接收所述目标停车位的位置信息和所述导航信息，所述车端设备还用于控制所述当前车辆根据所述场端管理设备发送的所述目标停车位的位置信息和所述导航信息执行自动泊车。
  9. 根据权利要求8所述的用于代客泊车的控制系统，其特征在于，所述车端设备包括车载定位装置和主控装置，
    所述车载定位装置，用于生成并输出车端定位信息，所述车端定位信息包括所述当前车辆的位置信息和/或障碍物的位置信息；
    所述主控装置用于：
    确定所述当前车辆距设定区域的距离；
    如果所述当前车辆距所述设定区域的距离不大于设定距离，则：向所述场端管理设备发送场端定位信息获取请求；接收所述场端定位信息，其中，所述场端定位信息包括车辆的位置坐标和/或障碍物的位置坐标；以及使用所述场端定位信息进行定位和/或避障；
    如果所述当前车辆距所述设定区域的距离大于所述设定距离，则使用车端定位信息进行定位和/或避障。
  10. 根据权利要求9所述的用于代客泊车的控制系统，其特征在于，
    所述车端管理设备还包括车辆定位装置，所述车辆定位装置基于多个信号发射单元运行，所述车辆定位装置包括：至少两个通信单元，设置于所述当前车辆上，用于接收所述多个信号发射单元的信号，其中所述至少两个通信单元之间具有间距；处理单元，用于：根据所述至少两个通信单元中的每个通信单元接收到所述多个信号发射单元中的每个信号发射单元的信号的时间以及所述每个信号发射单元的坐标确定所述每个通信单元的坐标；根据所述至少两个通信单元中任一通信单元的坐标和在所述车辆上的安装位置计算所述当前车辆的位置信息；
    所述主控装置用于：在所述至少两个通信单元接收到所述多个信号发射装置的信号情况下，使用所述车辆定位装置计算的所述当前车辆的位置信息来确定所述当前车辆距设定区域的距离；以及在所述至少两个通信单元中任一者未接收到所述多个信号发射装置中任一者的信号的情况下，使用所述车载定位装置输出的所述当前车辆的位置信息来确定所述当前车辆距设定区域的距离。
  11. 根据权利要求9或10所述的用于代客泊车的控制系统，其特征在于，以下一者或多者：
    所述车载定位装置包括以下至少一者：摄像头、激光雷达、毫米波雷达、超声波雷达、车速传感器、轮转角速度传感器和惯性传感器；
    所述设定区域包括以下至少一者：转弯周围区域、角落周围区域、透明玻璃周围区域以及特征点不足以供所述车载定位装置正确进行所述车辆定位的区域；或者
    使用所述场端定位信息进行避障包括：根据所述障碍物的位置信息，确定所述障碍物周围预设距离形成区域为危险区域；以及控制所述车辆避开所述危险区域。
  12. 根据权利要求1所述的用于代客泊车的控制系统，其特征在于，
    所述路径规划装置用于在为所述当前车辆规划出到达所述目标停车位的多条路径的情况下，将所述多条路径中处于非拥堵状态中的长度最短的路径作为所述导航信息，其中如果路径满足以下中的至少一者：路径上的车辆多于第一预定数量、路径处于施工状态、路径上存在静止障碍物，则确定该路径处于拥堵状态，否则，确定该路径处于非拥堵状态。
  13. 根据权利要求1所述的用于代客泊车的控制系统，其特征在于，
    所述路径规划装置还用于：在所述当前车辆基于接收到的路径而行驶的过程中，在所述当前车辆到达交叉路口前预定距离的情况下，检测车辆行驶的路径的前方路径是否处于拥堵状态，或者在所述当前车辆到达交叉路口前，周期性检测车辆行驶的路径的前方路径是否处于拥堵状态；如果检测出所述前方路径处于拥堵状态，则根据所述目标停车位的位置信息、所述当前车辆的当前位置信息和停车场的地图信息重新为所述当前车辆规划到达所述目标停车位的路径；
    所述发送装置还用于将重新规划出的路径作为新的导航信息发送至所述当前车辆。
  14. 根据权利要求1所述的用于代客泊车的控制系统，其特征在于，
    所述发送装置还用于将与发送至所述当前车辆的路径交叉的其它路径上的车辆的位置信息和车速信息发送至所述车端管理设备；和/或
    所述客户端管理设备的客户端服务器、所述场端服务器和所述车端服务器中的两者或三者为同一个服务器。
PCT/CN2020/073225 2019-01-25 2020-01-20 用于代客泊车的控制系统 Ceased WO2020151659A1 (zh)

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CN115171420A (zh) * 2022-05-30 2022-10-11 东风柳州汽车有限公司 车辆停取控制方法、装置、设备及存储介质
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CN112863234A (zh) * 2021-01-05 2021-05-28 广州小鹏自动驾驶科技有限公司 一种车位显示方法、装置、电子设备及存储介质
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