CN114282810B

CN114282810B - Vehicle scheduling method, device, electronic equipment and storage medium

Info

Publication number: CN114282810B
Application number: CN202111602356.9A
Authority: CN
Inventors: 张晓濛
Original assignee: Uisee Shanghai Automotive Technologies Ltd
Current assignee: Uisee Shanghai Automotive Technologies Ltd
Filing date: 2021-12-24
Publication date: 2024-11-19
Anticipated expiration: 2041-12-24

Abstract

The disclosure relates to a vehicle scheduling method, a vehicle scheduling device, electronic equipment and a storage medium. The method comprises the following steps: acquiring vehicle dispatching configuration information, wherein the vehicle dispatching configuration information comprises a vehicle identifier and a first working mode, and the first working mode is an automatic mode; setting the working mode of the target vehicle corresponding to the vehicle identifier as a first working mode; starting a first car control thread in a first working mode; and associating the first vehicle control thread with the vehicle identification, and controlling the target vehicle under the first vehicle control thread. In the technical scheme provided by the embodiment of the disclosure, the first working mode is an automatic mode, and the scheduling server can control the vehicle based on the scheduling instruction issued by the first vehicle control thread to the vehicle in the first working mode, so that the vehicle can complete the operation task of receiving and delivering the passengers, the vehicle use requirement of the passengers is met, and the gap of the lack of a method for scheduling the intelligent driving vehicle or the unmanned vehicle at the present stage is overcome.

Description

Vehicle scheduling method, device, electronic equipment and storage medium

Technical Field

The disclosure relates to the technical field of intelligent driving, in particular to a vehicle dispatching method, a device, electronic equipment and a storage medium.

Background

Intelligent driving technologies (e.g., enhanced driving, autopilot technologies, etc.) rely on the cooperative cooperation of artificial intelligence, sensors, global positioning systems, etc. to enable autopilot of a vehicle without driver intervention. In the driving process, a driver does not need to manually operate, and the computer system is used for implementing vehicle driving control based on the identification and detection of the current driving environment by using a sensor, a radar and the like, so that convenience is brought to the driver of the modern vehicle to a certain extent.

At present, there are a plurality of methods for dispatching taxis, express buses and the like, and the methods can effectively communicate with passengers through drivers, pick up the passengers and meet the vehicle demands of the passengers. However, there is no scheduling method suitable for intelligent driving vehicles, so how to schedule intelligent driving vehicles to pick up passengers to meet the vehicle requirements of passengers is a problem to be solved.

Disclosure of Invention

In order to solve the technical problems described above, or at least partially solve the technical problems described above, the present disclosure provides a vehicle scheduling method, apparatus, electronic device, and storage medium.

In a first aspect, the present disclosure provides a vehicle dispatching method, wherein at least one vehicle is dispatched, and for each dispatched vehicle, a corresponding vehicle control thread is started; the method comprises the following steps:

Acquiring vehicle dispatching configuration information, wherein the vehicle dispatching configuration information comprises a vehicle identifier and a first working mode, and the first working mode is an automatic mode;

Setting the working mode of the target vehicle corresponding to the vehicle identifier as the first working mode;

starting a first car control thread in the first working mode;

And associating the first vehicle control thread with the vehicle identifier, and controlling the target vehicle under the first vehicle control thread.

In a second aspect, the present disclosure also provides a vehicle dispatching device, which dispatches at least one vehicle, and for each dispatched vehicle, opens a corresponding vehicle control thread; the device comprises:

the vehicle dispatching system comprises an acquisition module, a dispatching module and a dispatching module, wherein the acquisition module is used for acquiring vehicle dispatching configuration information, the vehicle dispatching configuration information comprises a vehicle identifier and a first working mode, and the first working mode is an automatic mode;

The setting module is used for setting the working mode of the target vehicle corresponding to the vehicle identifier as the first working mode;

the starting module is used for starting a first car control thread in the first working mode;

and the control module is used for associating the first vehicle control thread with the vehicle identifier and controlling the target vehicle under the first vehicle control thread.

In a third aspect, the present disclosure also provides an electronic device, including: a processor and a memory;

The processor is operable to perform the steps of any of the methods described above by invoking a program or instruction stored in the memory.

In a fourth aspect, the present disclosure also provides a non-transitory computer-readable storage medium storing a program or instructions that cause a computer to perform the steps of any of the methods described above.

Compared with the prior art, the technical scheme provided by the embodiment of the disclosure has the following advantages:

In the technical scheme provided by the embodiment of the disclosure, the first working mode is an automatic mode, the scheduling server can issue a scheduling instruction to the vehicle in the first working mode under the first vehicle control thread, and the vehicle is controlled so as to complete the operation task of receiving and sending the passengers, meet the vehicle use requirements of the passengers, and make up for the blank of the method for scheduling the intelligent driving vehicle or the unmanned vehicle in the current stage.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the disclosure and together with the description, serve to explain the principles of the disclosure.

In order to more clearly illustrate the embodiments of the present disclosure or the solutions in the prior art, the drawings that are required for the description of the embodiments or the prior art will be briefly described below, and it will be obvious to those skilled in the art that other drawings can be obtained from these drawings without inventive effort.

Fig. 1 is a flowchart of a vehicle scheduling method provided in an embodiment of the present disclosure;

FIG. 2 is a flow chart of a method for implementing S120 provided by an embodiment of the present disclosure;

FIG. 3 is a flow chart of another vehicle scheduling method provided by an embodiment of the present disclosure;

FIG. 4 is a flow chart of another vehicle scheduling method provided by an embodiment of the present disclosure;

FIG. 5 is a flow chart of another vehicle scheduling method provided by an embodiment of the present disclosure;

FIG. 6 is a flow chart of another vehicle scheduling method provided by an embodiment of the present disclosure;

FIG. 7 is a flow chart of another vehicle scheduling method provided by an embodiment of the present disclosure;

FIG. 8 is a flow chart of another vehicle scheduling method provided by an embodiment of the present disclosure;

FIG. 9 is a schematic illustration of a vehicle cruising route provided by an embodiment of the present disclosure;

FIG. 10 is a flow chart of another vehicle scheduling method provided by an embodiment of the present disclosure;

Fig. 11 is a block diagram of a vehicle dispatching device according to an embodiment of the present disclosure;

Fig. 12 is a schematic hardware structure of an electronic device according to an embodiment of the disclosure.

Detailed Description

In order that the above objects, features and advantages of the present disclosure may be more clearly understood, a further description of aspects of the present disclosure will be provided below. It should be noted that, without conflict, the embodiments of the present disclosure and features in the embodiments may be combined with each other.

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present disclosure, but the present disclosure may be practiced otherwise than as described herein; it will be apparent that the embodiments in the specification are only some, but not all, embodiments of the disclosure.

Fig. 1 is a flowchart of a vehicle scheduling method according to an embodiment of the present disclosure. The method is applicable to the situation that the dispatching server dispatches the intelligent driving vehicle or the unmanned vehicle, the method can be executed by the dispatching server which is in communication connection with the intelligent driving vehicle or the unmanned vehicle, the execution subject of the method is an operating system of the dispatching server, the vehicle dispatching method can dispatch at least one vehicle, and a corresponding vehicle control thread is started for each dispatched vehicle. Specifically, the method comprises the following steps:

S110, acquiring vehicle dispatching configuration information, wherein the vehicle dispatching configuration information comprises a vehicle identifier and a first working mode, and the first working mode is an automatic mode.

The vehicle identification is used to distinguish from other vehicles, and may specifically be a number of the vehicle, a name of the vehicle, a vehicle identification number (Vehicle Identification Number, VIN), or the like.

The vehicle identification in the vehicle scheduling configuration information refers to the vehicle identification of the target vehicle. The target vehicle refers to a vehicle that needs to be dispatched.

In practice, the operation modes of the vehicle may be divided into an automatic mode and a non-automatic mode, the non-automatic mode being a mode in which the vehicle is operated with the participation of a driver. The automatic mode refers to a mode that does not require the participation of the driver. In the automatic mode, the vehicle interacts with the dispatching server, receives the control instruction sent by the dispatching server, controls the vehicle to start, stop, advance and the like, and achieves the purpose of receiving and sending passengers.

Further, the automatic mode may be set to include a first bus mode, a bus-tie mode, and a second bus mode. The first bus mode is a stop-on-stop mode, specifically, a cruising route is set in advance according to map feature information of an area needing to be cruised, the cruising route comprises a plurality of fixed stops, in the mode, a vehicle is controlled to run along the cruising route, the stops are sequentially travelled, and no matter whether passengers get on or off the stops, a target vehicle stops and waits at each stop, so that the passengers can be received and sent. The vehicle-restraining mode is to set a cruising route according to map feature information of an area needing to cruise and set a fixed stop station, and in the mode, the stop station of a vehicle is temporarily determined according to the getting-on and getting-off requirements of passengers so as to get on or get off the passengers to finish the receiving and delivering of the passengers. The second bus mode is an on-demand dispatch mode, specifically, a cruising route is set in advance according to map feature information of an area needing to be cruised, the cruising route comprises a plurality of fixed stops, in the mode, a vehicle is controlled to run along the cruising route, each stop is sequentially travelled, and the vehicle is stopped and waited only at the stop with the requirement of getting on or off the passenger, so that the receiving and sending of the passenger are completed.

The first operation mode in the vehicle scheduling configuration information further includes configuration parameters in the first operation mode, such as one or more of an automatic mode number, a cruising route, a location of a stop, a time of operation, and a power threshold required for operation.

The first mode of operation is the mode in which the vehicle that needs to be scheduled is expected to operate. Here, the first operation mode refers to an automatic mode. In practice, the first working mode specifically refers to one of the first bus mode, the about bus mode and the second bus mode, which is not limited in the application, and can be determined according to actual needs (such as the requirement of the passenger vehicle or the operation cost of the vehicle).

S120, setting the working mode of the target vehicle corresponding to the vehicle identification as a first working mode.

The essence of this step is to adjust the operation mode of the vehicle to be scheduled to match it to the mode of the desired operation.

S130, starting a first car control thread in the first working mode.

And S140, associating the first vehicle control thread with the vehicle identification, and controlling the target vehicle under the first vehicle control thread.

The specific implementation method of the step is various, and the first vehicle control thread controls the target vehicle, which includes: the first vehicle control thread acquires second state information of the target vehicle, generates a scheduling instruction based on the second state information of the target vehicle, and issues the scheduling instruction to the target vehicle.

Here, the second state information of the target vehicle refers to the condition that the vehicle is operating in the first operation mode, and is used as a basis for judging whether the current vehicle completes the previous scheduling instruction or not, and determining which scheduling instruction or types should be used as the next scheduling instruction at the current moment. Illustratively, the second status information of the target vehicle includes at least one of: whether the vehicle is at a default berth currently, whether the electric quantity of the current target vehicle meets the operation basic requirement, whether the current target vehicle is within the operation period of the target vehicle currently, the opening and closing condition of the door of the current target vehicle, the requirement of the current passenger vehicle, whether the current vehicle runs and the like.

For example, if the state information of the target vehicle is that the current target vehicle is at a non-default berth, a return dispatch instruction is issued to the target vehicle.

Optionally, in practice, a plurality of scheduling instructions, such as a return instruction, an open instruction, a close instruction, a select next station instruction, a start instruction, a stop instruction, etc., are set in advance for the first operation mode. And different trigger conditions are set for different scheduling instructions, for example, the trigger condition of a door closing instruction is set to be that the current vehicle is not closed and the vehicle is idle. In practice, multiple trigger conditions may be set for the same scheduling instruction. When executing the scheduling instruction generated based on the second state information of the target vehicle, judging whether the target vehicle meets a certain triggering condition of a certain scheduling instruction or not according to the second state information of the target vehicle, and if so, generating the scheduling instruction for the target vehicle.

The essence of the technical scheme is that the first working mode is an automatic mode, the scheduling server can issue a scheduling instruction to the vehicle in the first working mode based on the first vehicle control thread, and the vehicle is controlled so as to complete an operation task of automatically receiving and sending passengers, meet the vehicle use requirements of the passengers, and make up for the blank of the method for scheduling intelligent driving vehicles or unmanned vehicles in the current stage.

On the basis of the above technical solution, there are various specific implementation methods of S120, and for example, the specific implementation method of S120 may include directly modifying the parameters of the vehicle representing the current working mode to the parameters corresponding to the first working mode.

Illustratively, fig. 2 is a flowchart of a method for implementing S120 provided by an embodiment of the present disclosure. Referring to fig. 2, the method for implementing S120 includes:

S121, detecting a current working mode of the target vehicle, a switchable state of the current working mode and first state information of the target vehicle.

For example, if the operation modes of the vehicle include a non-automatic mode, a first bus mode, a vehicle-restraining mode, and a second bus mode (wherein the first bus mode, the vehicle-restraining mode, and the second bus mode are all automatic modes), the current operation mode of the target vehicle may be any one of the non-automatic mode, the first bus mode, the vehicle-restraining mode, and the second bus mode.

The switchable state of the current operation mode refers to a state of whether or not switching of the current operation mode is permitted.

Optionally, the switchable state of the current operating mode is set only for the non-automatic mode. This is because in the non-automatic mode, the operation of the vehicle requires the participation of the driver. The driver receives passengers by controlling the vehicle to stop at the stop. In this mode, the dispatch server cannot know the number of passengers and the destination of the passengers on the current target vehicle. If the operation mode of the vehicle is suddenly switched to the automatic mode, it may cause a failure of an existing passenger in the vehicle to reach the destination or a time delay for the passenger to reach the destination.

By setting the parameter of the switchable state for the non-automatic mode, the operation mode of the target vehicle can be switched from the non-automatic mode to the automatic mode only if the switching is allowed. If the current working mode is a non-automatic mode, when no passenger exists in the vehicle, setting the switchable state of the current working mode as a switching permission state; if the current working mode is a non-automatic mode, when passengers exist in the vehicle, the switchable state of the current working mode is set to be a non-switching permission state. In this way, the adverse phenomena that passengers exist in the vehicle, the operation mode of the vehicle is suddenly switched, so that the passengers cannot reach the destination, or the time delay of the passengers reaching the destination occurs can be avoided.

The first state information of the target vehicle is information for evaluating whether the vehicle can normally and safely operate if the vehicle is switched to the first operation mode. Illustratively, the first status information of the target vehicle includes at least one of: whether the current vehicle can correctly report the door information, whether the current vehicle is in a static state or not and whether the current vehicle is on a road network or not.

Further, an evaluation criterion, that is, a preset operation mode switching condition, may be set for the first state information of the target vehicle. And only when the first state information of the target vehicle meets the preset working mode switching condition, the target vehicle is considered to be capable of operating normally and safely after the working mode is switched, otherwise, the target vehicle is considered to be incapable of operating normally and safely after the working mode is switched.

The preset working mode switching conditions can be various, and the application is not limited. Illustratively, the preset operating mode switching conditions may include one or more of the following: the vehicle can report the door information; the vehicle maintains a stationary state; the vehicle is on the road network.

S122, setting the working mode of the target vehicle corresponding to the vehicle identifier as a first working mode based on the current working mode, the state that the switchable state is the switchable automatic mode and the first state information of the target vehicle meets the preset working mode switching condition.

As before, the first operating mode is one of a first bus mode, a bus-tie mode and a second bus mode. If the current operating mode is the same as the first operating mode, no adjustment may be made to parameters that characterize the vehicle operating mode. If the current operation mode is different from the first operation mode, parameters representing the operation mode of the vehicle need to be adjusted.

Further, on the basis of the above technical solution, if the current working mode is the second working mode, and the second working mode is the automatic mode, the second working mode is switched to the first working mode, and the second vehicle control thread is closed, and the second vehicle control thread is a vehicle control thread associated with the vehicle identification, which is opened in the second working mode. The purpose of this arrangement is to reduce the dispatch server load and to recycle memory in time.

On the basis of the above technical solution, the vehicle scheduling configuration information in S110 further includes a first map identifier; prior to S130, the method further comprises: acquiring a second map identifier of the target vehicle; judging whether the first map identifier is matched with the second map identifier; if the first control thread is matched with the second control thread, a first control thread in the first working mode is started.

The first map identification refers to an identification of a map corresponding to an area where the target vehicle is expected to cruise in the first operation mode. The second map identifier refers to an identifier of a map corresponding to an area where the target vehicle is currently located. Whether the first map identifier is matched with the second map identifier is judged, and whether the current target vehicle is in the area where the user desires to cruise is basically judged. Obviously, if the current target vehicle is not in the area where cruising is desired, even if the operation mode of the target vehicle is switched to the first operation mode, the target vehicle cannot be made to immediately operate in the first operation mode.

Optionally, the vehicle scheduling method further includes: a monitoring thread is started in advance; the monitoring thread monitors whether the working mode of each scheduled vehicle is a non-automatic mode or not, and deletes the vehicle identifier corresponding to the working mode being the non-automatic mode. This arrangement can reduce the dispatch server load.

Fig. 3 is a flowchart of another vehicle scheduling method provided in an embodiment of the present disclosure. Referring to fig. 3, the vehicle dispatching method is used for dispatching a specific certain target vehicle. The method comprises the following steps: first, vehicle scheduling configuration information including a target vehicle identification number, map information of an area where the target vehicle is desired to cruise in a first operation mode, a head station address, a last station address, a default berth address, operation time period information, and the like of a cruising route in the first operation mode is acquired. And secondly, judging whether the target vehicle meets the preset working mode switching condition (such as the vehicle can report the door information, the vehicle is kept in a static state, and the vehicle is on the road network). If not, returning the false alarm information of the vehicle; if yes, the working mode of the target vehicle is switched to a first working mode. And judging whether the working mode is successfully switched. If not, returning alarm information of failure of switching the modes of the vehicle; if yes, whether the map information of the area where the target vehicle is expected to cruise in the first working mode is matched with the map information of the vehicle end is further judged. If the map is not matched, returning alarm information of map mismatch; if the target vehicle is matched with the first working mode, loading a map of an area where the target vehicle is expected to cruise in the first working mode in the dispatching server, starting a first vehicle control thread in the first working mode, and controlling the target vehicle under the first vehicle control thread.

Fig. 4 is a flowchart of another vehicle scheduling method provided in an embodiment of the present disclosure. Fig. 4 is a specific illustration of S140 in fig. 1. In the embodiment represented in fig. 4, the first operation mode is a first bus mode. The first bus mode is to set a cruising route in advance according to map feature information of an area to be cruised, wherein the cruising route comprises a plurality of fixed stops, in the mode, a vehicle is controlled to run along the cruising route, each stop is sequentially travelled, and no matter whether passengers get on or off each stop, a target vehicle stops and waits at each stop to finish receiving and sending passengers. The vehicle scheduling configuration information also includes a route head station, a route tail station, and a default berth. The first stop of the route is the first stop of the cruising route and the last stop of the cruising route. The default berth is a preset berth associated with the first operating mode cruise route. It should be noted that, in the first operation mode, a plurality of berths may be set, and only one or several of the berths may be set as a default berth.

Referring to fig. 4, controlling the target vehicle under the first control thread includes:

S210, acquiring an initial position of a target vehicle.

The initial position is a position when the vehicle is in a stationary state and the vehicle is in an empty state after the first operation mode is switched.

S220, judging whether the initial position is a default berth.

When judging whether the initial position is the default berth, the coordinate information of the initial position in the map can be compared with the coordinate information of the default berth to judge whether the initial position is the default berth.

S230, generating an instruction for selecting the next station, and if the initial position is a default berth, designating the next station as a route head station in the instruction; otherwise, the next station is designated as the station closest to the initial position in the route in the instruction.

S240, issuing a command to the target vehicle.

The essence of the technical scheme is that the first stop station after the first bus mode is switched is determined according to the initial position of the vehicle, and then the vehicle is instructed to reach the first stop station so as to enter an operation state, and further the operation task in the first bus mode is completed. The method has simple calculation logic and is easy to realize.

Optionally, controlling the target vehicle under the first vehicle control thread further includes: acquiring a vehicle door state of a target vehicle at an initial position; and sending a door closing instruction to the target vehicle based on the opened door state, so that the target vehicle closes the door after receiving the door closing instruction, and starts after waiting for a preset time period. This ensures a high running safety of the vehicle.

Further, after the target vehicle arrives at the first route station or a station closest to the initial position in the route, the following steps are repeatedly executed until the vehicle finishes operating in the first bus mode: updating the instruction for selecting the next station, and issuing the updated instruction to the target vehicle so as to enable the target vehicle to reach the next station. In the updated instruction, the selected next station is determined according to the arrangement sequence of the stations on the vehicle navigation route and the current station of the vehicle.

Optionally, controlling the target vehicle under the first vehicle control thread further includes: when the vehicle cruises in the first bus mode, after the vehicle arrives at each stop, the vehicle is controlled to stop, and the door is automatically opened to wait for passengers to get on or off. When the door opening time length reaches the first preset time length, a door closing instruction is sent to the target vehicle, so that the target vehicle can close the vehicle door after receiving the door closing instruction, and the vehicle is started after waiting for the second preset time length, and goes to the next stop station on the operation route. The first preset duration and the second preset duration may be equal or unequal, and the specific value of the present application is not limited thereto. This ensures a high running safety of the vehicle.

Or setting a timing starting point, and controlling the vehicle to detect the time when the passenger passes through the door after the vehicle arrives at each stop when cruising in the first bus mode, and updating the timing starting point each time when the passenger is detected to get on or off the vehicle at the door, so that the timing starting point is the time when the last detected passenger gets on or off the vehicle at the door at the stop. If the timing reaches the set threshold, all passengers needing to get on or off the vehicle are considered to finish getting on or off the vehicle at the stop, a door closing instruction is sent to the target vehicle, the target vehicle is enabled to close the vehicle door after receiving the door closing instruction, and the vehicle is started after waiting for a second preset time period, and the vehicle is led to the next stop on the operation route.

On the basis of the technical scheme, optionally, under the first bus mode, constraint conditions can be set to further ensure the driving safety of the vehicle and the operation task to complete or reduce the operation cost of the vehicle. Optionally, the constraints may include power constraints and/or operating time constraints.

If the setting of the electric quantity constraint condition is considered, for example, based on the above technical solution, before S230, the controlling the target vehicle under the first vehicle control thread may further include: acquiring electric quantity information of a target vehicle at an initial position; judging whether the electric quantity information is lower than a first electric quantity threshold value or not; if the power consumption is lower than the first power consumption threshold and the initial position is the default berth, sending an ending notification to the target vehicle; if the power is lower than the first power threshold and the initial position is not the default berth, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle. The first electric quantity threshold value is the electric quantity capable of ensuring that the vehicle completes the operation task. The present operation task is planned to be cruised twice along the preset cruising route, and the first electric quantity threshold is an electric quantity required for ensuring that the vehicle cruises twice along the preset cruising route. The "end notification" is used to indicate the end of the present operation. The essence of the arrangement is that after the first bus mode is switched, the electric quantity information is preferentially detected, whether the electric quantity information can meet the basic conditions of safe operation and completion of operation tasks is judged, and the driving safety is ensured.

Optionally, if the power information of the target vehicle at the initial position is lower than the first power threshold, a low power notification is sent to the target vehicle first, and then whether the initial position of the target vehicle is a default berth is determined. If the initial position is the default berth, sending an ending notification to the target vehicle; and if the initial position is the non-default berth, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle. This arrangement facilitates operators to query for reasons for the end of the operation.

Further, controlling the target vehicle under the first vehicle control thread further includes: receiving electric quantity information sent before a target vehicle selects a next station; judging whether the electric quantity information is lower than a second electric quantity threshold value or not, wherein the second electric quantity threshold value is smaller than or equal to the first electric quantity threshold value; and if the power consumption is lower than the second power consumption threshold, sending a return notification to the target vehicle, and sending an end notification to the target vehicle after the target vehicle returns to the default berth. The second electric quantity threshold may be an electric quantity capable of ensuring that the vehicle completes the current cruising. Or the second power threshold may be a power capable of ensuring that the vehicle arrives at the next stop. The essence of the arrangement is that before the next station is selected, the electric quantity information is preferentially detected, whether the electric quantity information can meet the basic conditions of safe operation or not is judged, and the driving safety is ensured.

Optionally, if the power information before the target vehicle selects the next station is lower than the second power threshold, a low power notification and a return notification are sent to the target vehicle, and after the target vehicle returns to the default berth, an end notification is sent to the target vehicle. This arrangement facilitates operators to query for reasons for the end of the operation.

If considering setting the operation time constraint condition, for example, on the basis of the above technical solution, before S230, the controlling the target vehicle under the first vehicle control thread may further include: judging whether the moment of the initial position of the target vehicle is in the working time period of the first working mode or not; if the vehicle is not in the working time period and the initial position is the default berth, sending an ending notification to the target vehicle; if the vehicle is not in the working time period and the initial position is the non-default berth, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle. The operation time period of the first operation mode is the operation time period of the first public transportation mode. In practice, the passenger needs of different time periods on the same route. Therefore, the time of day can be divided into a plurality of stages according to the vehicle demand of passengers in different time periods, and the different stages correspond to different working modes. After switching to the first bus mode, whether the vehicle is in the working time period of the first bus mode at the moment of the initial position is preferentially judged. The vehicle operation is allowed to be scheduled in the first bus mode if it is within the operating period. Therefore, the operation cost of the vehicle can be fully reduced on the premise of meeting the vehicle use requirement of a user.

Optionally, if the target vehicle is not in the working time period of the first working mode at the moment of the initial position, firstly, sending a superoperation notification to the target vehicle, and then judging whether the target vehicle is in the default berth at the initial position. If the initial position is the default berth, sending an ending notification to the target vehicle; and if the initial position is the non-default berth, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle. This arrangement facilitates operators to query for reasons for the end of the operation.

Further, the controlling the target vehicle under the first vehicle control thread may further include: judging whether the moment when the target vehicle arrives at the end of the route is within the working time period of the first working mode or not; and if the vehicle is not in the working time period, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle. Since it is not in the operation period, if the operation is still performed in the first operation mode, an increase in operation cost is caused. This is advantageous in controlling the operating costs.

Optionally, if the time when the target vehicle arrives at the end of the route is not in the working time period of the first working mode, sending a superoperation notification and a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle. This arrangement facilitates operators to query for reasons for the end of the operation.

Further, when the electric quantity constraint condition and the operation time constraint condition are set simultaneously for the first bus mode, setting the electric quantity constraint priority higher than the operation time constraint. For example, if the initial position of the target vehicle is the default berth, the electric quantity information of the target vehicle at the initial position is lower than the first electric quantity threshold value, and even if the target vehicle is in the operation time period of the first operation mode at the moment of the initial position, the end notification needs to be sent to the target vehicle.

Fig. 5 is a flowchart of another vehicle scheduling method provided in an embodiment of the present disclosure. Fig. 5 is a specific example of fig. 4. In fig. 5, the vehicle is switched to the first bus mode at the default berth, i.e. the initial position of the vehicle is the default berth.

Referring to fig. 5, it is determined whether the electric quantity information of the target vehicle at the initial position is higher than the first electric quantity threshold value. If not, keeping the vehicle parked at the initial position; if so, further judging whether the moment of the initial position of the target vehicle is in the working time period of the first bus mode. If the vehicle is not in the working period of the first public transportation mode, the vehicle is kept to be parked at the initial position. And if the bus stop is in the working time period of the first bus mode, generating an instruction for selecting the next stop. The next station is the 1 st stop (i.e., the head-of-route) on the vehicle's operating route, relative to the default berth. Whether the door state of the target vehicle is a door closing is continuously detected. And if the door state of the target vehicle is door opening, sending a door closing command to the target vehicle so that the target vehicle can close the door after receiving the door closing command. And if the door state of the target vehicle is door closing, after waiting for a preset time, controlling the vehicle to start. It is detected whether the target vehicle arrives at the next station. If the target vehicle arrives at the next station (namely the first station of the route), stopping the target vehicle, automatically opening the door, waiting for passengers to get on or off the vehicle, and judging whether the electric quantity information of the target vehicle is larger than a second electric quantity threshold value. And if the electric quantity information of the target vehicle is smaller than or equal to the second electric quantity threshold value, sending a return notification to the target vehicle, and returning the target vehicle to the default berth. If the electric quantity information of the target vehicle is larger than the second electric quantity threshold value, judging whether the stop station where the target vehicle is currently stopped is the last station of the operation route. Since it is currently the first station, and not the last station, the instruction to select the next station is updated. The next station is the 2 nd stop on the vehicle operation route with respect to the first station. And continuously detecting whether the door state of the target vehicle is closed, and if the door state of the target vehicle is closed, waiting for a preset time period, and controlling the vehicle to start. It is detected whether the target vehicle arrives at the 2 nd stop. And repeating the steps until the vehicle reaches the end of the route.

And at the last station, judging whether the current moment is in the working time period in the first bus mode. And if the bus stop is in the working time period in the first bus mode, updating the instruction of selecting the next stop. The next station, relative to the last station, is the 1 st stop on the vehicle's operating route, i.e. resumes a new round of operation along the cruising route. And if the vehicle is not in the working time period in the first bus mode, sending a return notification to the target vehicle so as to enable the target vehicle to return to the default berth.

The technical scheme provides the overall dispatching method of the vehicle in the first bus mode, the method can complete the operation task of receiving and delivering passengers, meet the vehicle demands of the passengers, and can make up the blank of the method for dispatching the intelligent driving vehicle or the unmanned vehicle in the current stage.

Fig. 6 is a flowchart of another vehicle scheduling method provided in an embodiment of the present disclosure. Fig. 6 is a specific illustration of S140 in fig. 1. In the embodiment represented in fig. 6, the first mode of operation is a vehicle-about mode. The vehicle-restraining mode is to set a cruising route according to map feature information of an area needing to cruise and set a fixed stop station, and in the mode, the stop station of a vehicle is temporarily determined according to the getting-on and getting-off requirements of passengers so as to get on or get off the passengers to finish the receiving and delivering of the passengers. The vehicle schedule configuration information also includes a default berth. The default berth is a preset berth associated with the first mode of operation. It should be noted that, in the first operation mode, a plurality of berths may be set, and only one or several of the berths may be set as a default berth. Alternatively, the default berth may be located where the stream of people is more dense.

Referring to fig. 6, controlling the target vehicle under the first control thread includes:

s310, acquiring an initial position of a target vehicle;

S320, waiting for a vehicle order based on the initial position as a default berth;

s330, waiting for a preset time period at the initial position based on the initial position being the non-default berth, and sending a return notification to the target vehicle if the vehicle order is not received within the preset time period.

The order is generated based on the passenger's demand for the ride, and includes passenger's boarding point information and alighting point information. For example, an application for collecting the user's riding demands may be developed in advance. The user sends his riding demand to the dispatch server by operating the application. The dispatch server converts the ride demands into a ride order.

The initial position is a position when the vehicle is in a stationary state and the vehicle has no order for a vehicle to be executed or being executed after switching the first operation mode. Optionally, the initial position includes a time at which the action of switching the first operation mode occurs, and a position where the target vehicle is located.

It should be noted that, before executing S320 or S330, it is necessary to determine whether the initial position is a default berth, and specifically, the coordinate information of the initial position in the map may be compared with the coordinate information of the default berth to determine whether the initial position is the default berth.

In practice, there may be a non-default berth although the initial position of the vehicle is a closer distance from the point of boarding the passenger than the default berth. And if the initial position is the non-default berth, waiting for a preset time period at the initial position, and if the vehicle order is not received within the preset time period, sending a return notification to the target vehicle. Therefore, the idle running time of the vehicle can be reduced to a certain extent, and the operation cost is reduced.

In the order mode, the dispatch server may assign an order to the vehicle while the vehicle is waiting for the order. Alternatively, when the order allocation is performed, the order is allocated to the vehicle only when the vehicle is in an idle state (i.e., the vehicle does not have an order to be or is being executed). In other words, the vehicle accepts only one order at a time, and does not accept a share. This may reduce the computational complexity.

Alternatively, when the order allocation is performed, the order allocation may be performed according to the current vehicle position and the position of the passenger boarding point in the order.

The essence of the technical scheme is that the vehicle is controlled to select waiting order or returning according to the initial position of the vehicle, so that the operation efficiency of the vehicle is improved.

Optionally, controlling the target vehicle under the first vehicle control thread further includes: after the target vehicle receives the vehicle order and opens the vehicle door at the vehicle-taking point, carrying out door opening timing under a first vehicle control thread; after the time length of opening the door reaches a first preset time length, sending a door closing instruction to the target vehicle; after the time length of opening the door reaches the second preset time length, confirming that the vehicle order is completed; the second preset time length is greater than or equal to the first preset time length. Where "about order complete" refers to the passenger initiating the about order having been delivered to the destination. The confirmation of the order completion indicates that the vehicle is again switched to the idle state and can again wait for the order allocation.

Further, after confirming that the order is completed, controlling the target vehicle under the first vehicle control thread further includes: waiting for a preset time at the get-off point, and if the vehicle order is not received within the preset time, sending a return notice to the target vehicle. Since in practice there are fewer vehicles available for deployment in remote areas. If the getting-off point of the previous passenger is far away, the waiting time of the passenger at the getting-on point is shortened by setting the waiting time of the vehicle at the getting-off point to be longer than the preset waiting time, which is essentially to temporarily increase the vehicles which can be called in the far away area. In addition, the time length of the no-load running of the vehicle can be reduced, and the running efficiency of the vehicle is improved. If the order is not received within the preset time, the requirement of passengers on the departure point is few, the target vehicle is controlled to return in time, and the vehicle operation efficiency can be improved.

On the basis of the above technical solution, optionally, controlling the target vehicle under the first vehicle control thread further includes: acquiring a vehicle door state of a target vehicle at an initial position; and sending a door closing command to the target vehicle based on the door state being open and the target vehicle being empty. This arrangement ensures a high running safety of the vehicle.

On the basis of the technical scheme, optionally, under the vehicle-restraining mode, whether the order can be allocated or not can be judged based on the constraint condition by setting the constraint condition, so that the driving safety of the vehicle is further ensured, the operation task can be completed or the operation cost of the vehicle is reduced. Optionally, the constraints may include power constraints and/or operating time constraints.

If the electric quantity constraint condition is considered to be set, on the basis of the above technical solution, the controlling the target vehicle under the first vehicle control thread may further include: acquiring electric quantity information of a target vehicle at an initial position; judging whether the electric quantity information is lower than a first electric quantity threshold value or not; if the power consumption is lower than the first power consumption threshold and the initial position is the default berth, sending an ending notification to the target vehicle; if the power is lower than the first power threshold and the initial position is the non-default berth, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle. The first electric quantity threshold value is the electric quantity capable of ensuring that the vehicle completes the operation task. For example, the current operation task is planned to complete 5 vehicle orders, and the first power threshold is an average or maximum power required for enabling the vehicle to complete 5 vehicle orders. The "end notification" is used to indicate the end of the present operation. The essence of the arrangement is that after the vehicle is switched to the vehicle-restraining mode, the electric quantity information is preferentially detected, whether the electric quantity information can meet the basic conditions of safe operation and completion of operation tasks is judged, and the driving safety is ensured.

Optionally, if the power information of the target vehicle at the initial position is lower than the first power threshold, a low power notification is sent to the target vehicle first, and then whether the target vehicle is at the default berth at the initial position is judged. If the initial position is the default berth, sending an ending notification to the target vehicle; and if the initial position is the non-default berth, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle. This arrangement facilitates operators to query for reasons for the end of the operation.

Further, controlling the target vehicle under the first vehicle control thread further includes: acquiring electric quantity information of a target vehicle before each allocation of a vehicle order; judging whether the electric quantity information is lower than a second electric quantity threshold value or not, wherein the second electric quantity threshold value is smaller than or equal to the first electric quantity threshold value; and if the power consumption is lower than the second power consumption threshold, sending a return notification to the target vehicle, and sending an end notification to the target vehicle after the target vehicle returns to the default berth. The second power threshold may be an average or maximum value of the power required to ensure that the vehicle completes 1 about the vehicle order. The essence of the arrangement is that before the vehicle order is distributed, the electric quantity information is preferentially detected, whether the electric quantity information can meet the basic conditions of safe operation and completion of the next vehicle order is judged, and the driving safety is ensured.

Optionally, if the electric quantity information of the target vehicle is lower than the second electric quantity threshold before the vehicle order is allocated each time, sending a low electric quantity notification and a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle. This arrangement facilitates operators to query for reasons for the end of the operation.

If considering setting the operation time constraint condition, the method may optionally be set under the first vehicle control thread to control the target vehicle based on the above technical solution, further includes: judging whether the moment of the initial position of the target vehicle is in the working time period of the first working mode or not; if the vehicle is not in the working time period and the initial position is the default berth, sending an ending notification to the target vehicle; if the vehicle is not in the working time period and the initial position is the non-default berth, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle. The operation period in the vehicle restraint mode is the operation period of the vehicle restraint mode. In practice, the passenger needs of different time periods on the same route. Therefore, the time of day can be divided into a plurality of stages according to the vehicle demand of passengers in different time periods, and the different stages correspond to different working modes. After switching to the vehicle-restraining mode, whether the vehicle is in the working time period of the vehicle-restraining mode at the moment of the initial position is judged preferentially. If during the operating period, the vehicle operation is allowed to be scheduled in the about mode. Therefore, the operation cost of the vehicle can be fully reduced on the premise of meeting the vehicle use requirement of a user.

Further, the controlling the target vehicle under the first vehicle control thread may further include: judging whether the current moment is in the working time period of the first working mode or not when the vehicle order is distributed each time; and if the vehicle is not in the working time period, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle. Since the current time is not within the operation time period, if the operation is still performed in the first operation mode, the operation cost is increased. This is advantageous in controlling the operating costs.

Optionally, if the current time is not in the working time period, sending an overoperating notification and a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an ending notification to the target vehicle. This arrangement facilitates operators to query for reasons for the end of the operation.

Further, when the electric quantity constraint condition and the operation time constraint condition are set simultaneously for the vehicle-restraining mode, the electric quantity constraint priority is set higher than the operation time constraint. For example, if the initial position of the target vehicle is the default berth, the electric quantity information of the target vehicle at the initial position is lower than the first electric quantity threshold value, and even if the target vehicle is in the operation time period of the vehicle-restraining mode at the moment of the initial position, the end notification needs to be sent to the target vehicle.

Fig. 7 is a flowchart of another vehicle scheduling method provided in an embodiment of the present disclosure. Fig. 7 is a specific example of fig. 6. In fig. 7, the initial position of the target vehicle is the default berth. Referring to fig. 7, after the target vehicle is switched to the vehicle-restraining mode, it is in the initial position. And judging whether the electric quantity information of the target vehicle is higher than a first electric quantity threshold value. If the power consumption is higher than the first power consumption threshold, further judging whether the power consumption is in the working time period of the vehicle-restraining mode currently; if so, judging whether the electric quantity information of the target vehicle is higher than a second electric quantity threshold value. And if the power is higher than the second power threshold, assigning a vehicle order to the target vehicle.

It is detected whether the target vehicle is assigned an order. If no order is allocated, the vehicle is kept parked in the initial position. If the order is allocated, taking the on-board point in the order as a first stop of the target vehicle according to the order information, and continuously detecting whether the door state of the target vehicle is closed. And if the door state of the target vehicle is door opening, sending a door closing command to the target vehicle so that the target vehicle can close the door after receiving the door closing command. And if the door state of the target vehicle is door closing, controlling the vehicle to start after waiting for a preset time. It is detected whether the target vehicle arrives at the first stop (i.e., the pick-up point in the order). If the target vehicle arrives at the first stop (namely, the get-on point in the order), taking the get-off point in the order as the second stop of the target vehicle according to the order information. Meanwhile, the target vehicle is controlled to stop, and the door is automatically opened to wait for passengers to get on. After passengers get on the vehicle, controlling the doors of the target vehicle to be closed, and after waiting for a preset time, controlling the vehicle to start. It is detected whether the target vehicle arrives at the second stop (i.e., the point of departure in the order). If the target vehicle arrives at the second stop (namely the get-off point in the vehicle order), the target vehicle is controlled to stop, the door is automatically opened, and passengers are waited for getting off. After detecting that the passenger gets off the vehicle, continuously detecting whether the door state of the target vehicle is a door closing state. And if the door is not closed, sending a door closing command to the target vehicle so that the target vehicle can close the door after receiving the door closing command. If the vehicle door is closed, keeping the target vehicle parked at the vehicle-down point (namely the second parking station), and judging whether the electric quantity information of the target vehicle is higher than a second electric quantity threshold value or not again. If the power is higher than the second power threshold, further judging whether the power is currently in the working time period of the vehicle-restraining mode; and if the vehicle is in the operation time period of the vehicle-restraining mode currently, allowing the vehicle-restraining order to be distributed to the target vehicle. And time from the arrival of the vehicle at the drop-off point. If the parking time of the vehicle at the get-off point does not reach the waiting preset time, the vehicle is allocated with an order, and the first stop of the target vehicle is redetermined according to the allocated new order information. And if the parking time of the vehicle at the get-off point reaches the waiting preset time and the vehicle is not allocated with the order, sending a return notice to the target vehicle.

Further, if the target vehicle receives the order during the return journey, the target vehicle is controlled to stop the return journey, and the received new order is executed.

Further, in the above technical scheme, the vehicle can be further arranged at a get-on point and a get-off point to control the door opening or the door closing of the vehicle through interaction with passengers. For example, if the vehicle arrives at the boarding point, the passenger opens the door by scanning the two-dimensional code on the vehicle body, and then closes the door manually after boarding the vehicle or clicks a virtual key in the display screen of the vehicle to close the door.

Alternatively, in practice, the passenger opens an application program for vehicle reservation through the intelligent terminal held by the passenger, and inputs related information capable of reflecting the riding requirement of the passenger, such as a boarding point, a alighting point, a vehicle reservation time and the like.

And the intelligent terminal sends the related information of the passenger riding requirements to the scheduling server. The dispatch server converts the ride demands into a ride order. And adding the newly generated vehicle order into a server vehicle order queue for queuing. And the scheduling server distributes the order to each available vehicle according to the sequence of generation of the order in the order queue. The available vehicle is in an idle state, the electric quantity is larger than an electric quantity threshold value capable of being checked, and the current time is within the operation time. The vehicle being in an idle state refers to a vehicle that is at a default berth or an initial non-default berth and has no order allocation.

When available vehicles exist, the dispatching server distributes the vehicle-restraining orders to the available vehicles and reports the distributed information of the available vehicles to a vehicle-restraining application program of a terminal held by a user so that passengers can know the distributed information of the vehicles. When no vehicles are available, the user always displays on the vehicle-restraining application of the terminal held by the user that the vehicle is being queued.

Further, consider that in practice, it may happen that the dispatch server has already assigned a vehicle order to an available vehicle, but the dispatch server has not sent information about the assigned available vehicle to the vehicle-restraining application of the terminal held by the user. For this case, it may be configured that if the vehicle-restraining application program transmits the related information of the passenger riding requirement to the dispatching server and does not receive the related information of the allocated available vehicles within a preset time period, request information is transmitted to the dispatching server at preset time intervals to request the dispatching server to transmit the related information of the allocated available vehicles to the vehicle-restraining application program.

Alternatively, the application for the appointment may display the current map before the user enters relevant information reflecting his riding needs, and the user expects a waiting time if he chooses appointment.

Further, the passenger may also be provided with the authority to cancel the order, and in particular, the user may be allowed to cancel the order before getting on the vehicle through the order application. Where "before get on" includes the process of queuing before the allocation of the order for the vehicle, and the case where the passenger is not getting on after the allocation of the order for the vehicle (corresponding to each link in the dashed box in fig. 7).

Alternatively, it may be set that the order cannot be canceled after the passenger gets on the vehicle, but the order may be ended in advance while getting off halfway. In this case, the user may click on a virtual button for getting off in the vehicle-restraining application or click on a virtual button for getting off in a display screen in the vehicle, to trigger generation of an instruction indicating that the customer needs to get off in advance, based on which the scheduling server controls the vehicle to stop, open the door, and wait for the passenger to get off.

The technical scheme provides the overall dispatching method of the vehicle in the vehicle-restraining mode, the method does not stop at a fixed stop, the temporary stop is selected individually according to the requirements of passengers, the operation task of receiving and delivering the passengers is completed, the vehicle requirements of the passengers are met, and the gap of the existing method for dispatching the intelligent driving vehicle or the unmanned vehicle can be overcome.

Fig. 8 is a flowchart of another vehicle scheduling method provided in an embodiment of the present disclosure. Fig. 8 is a specific illustration of S140 in fig. 1. In the embodiment represented in fig. 8, the first operation mode is the second bus mode. The second bus mode is to set a cruising route in advance according to map feature information of an area needing to cruise, wherein the cruising route comprises a plurality of fixed stops, and in the mode, the vehicle is controlled to run along the cruising route, and each stop is sequentially travelled, and only the vehicle stops at the stop with the requirement of getting on or off the passenger to wait, so that the receiving and the sending of the passenger are completed. The vehicle scheduling configuration information also includes a route head station, a route tail station, and a default berth. The first stop of the route is the first stop of the cruising route and the last stop of the cruising route. The default berth is a preset berth associated with the first operating mode cruise route. It should be noted that, in the first operation mode, a plurality of berths may be set, and only one or several of the berths may be set as a default berth.

Referring to fig. 8, controlling the target vehicle under the first control thread includes:

S410, acquiring an initial position of the target vehicle.

S420, waiting for a passenger request based on the initial position as a default berth.

S430, waiting for a preset time period at the initial position based on the initial position being the non-default berth, and sending a return notification to the target vehicle if the passenger request is not received within the preset time period.

In this embodiment, the initial position is a position at which the vehicle is in a stationary state, the vehicle is in an empty state, the vehicle does not start cruising, or the vehicle has just completed cruising once after switching the first operation mode.

The essence of the above technical solution is to determine whether the vehicle starts to cruise or not, depending on whether a passenger request is received or not. Here, it is possible to control the vehicle to stop cruising when there is no passenger request, and it is possible to reduce the running cost.

For example, a two-dimensional code of each stop may be posted at that stop, and the passenger scans the code through his/her terminal to call the vehicle, indicating that he/she is on the stop. After the passenger calls the vehicle, the dispatch server distributes the passenger request to the vehicle that first arrives at the pick-up point according to the current position of each vehicle that it manages.

Virtual keys are displayed in the vehicle display screen that can characterize each docking station that can be docked. After the passenger gets on the bus, the passenger getting-off request is generated by clicking a virtual key of a stop station where the passenger needs to get off the bus. After the vehicle arrives at a stop where the passenger needs to get off, the vehicle stops, automatically opens the door and waits for the passenger to get off.

Further, after sending the return notification to the target vehicle, controlling the target vehicle under the first vehicle control thread further includes: if the passenger request is received when the target vehicle does not return to the default berth, the passenger request is sent to the target vehicle after waiting for the target vehicle to return to the default berth. The essence of this arrangement is that no passenger requests are allocated to the vehicle on the way back. Since in normal cases a return trip means that the vehicle is under-powered, exceeds the operating time or just cruises a turn along the preset cruising route. If the vehicle is in a return voyage caused by insufficient electric quantity and/or exceeding operation time, the vehicle needs to be put in rest at a default berth, and the vehicle can be started after rest. If the vehicle is required to start cruising from the default berth to the first berth when a new round of cruising is started due to the return journey caused by the fact that the vehicle just cruises along the preset cruising route, the passenger request is sent to the target vehicle after the waiting target vehicle returns to the default berth, execution of the passenger request is not delayed, and complexity of an algorithm is reduced.

Further, controlling the target vehicle under the first vehicle control thread further includes: after receiving a passenger request, generating an instruction for selecting the next station, and if the target vehicle is positioned at an initial position and the initial position is a default berth, designating the next station in the instruction as a route head station; if the target vehicle is located at the initial position and the initial position is not the default berth, designating the next station in the instruction as the station closest to the initial position in the route; and issuing the instruction to the target vehicle. The term "passenger request" is understood here to mean a passenger request with a stop on the route of the vehicle as a boarding or alighting point. The boarding point (or alighting point) in the passenger request may be any stop on the vehicle routing path.

When the target vehicle is in the initial position, after receiving the passenger request, the vehicle is triggered to start cruising along the cruising route. The "generation of the instruction to select the next station" at this time means determining the first station at which the present cruising starts.

Fig. 9 is a schematic diagram of a vehicle cruising route provided in an embodiment of the present disclosure. Referring to fig. 9, illustratively, the stops, respectively, a, b, c, … …, are disposed sequentially along the cruising route. After receiving the passenger request, the vehicle cruises along the cruising route, if the vehicle starts from the default berth, the stop a (i.e. the first stop of the route) determines the first stop of the cruising start, namely, generates an instruction for selecting the next stop, and designates the next stop as the first stop of the route (i.e. the stop a) in the instruction. After receiving the passenger request, the vehicle cruises along the cruising route, if the vehicle starts from a non-default berth, the first station from which the vehicle starts cruising is determined by the first passing stop station c, namely, an instruction for selecting the next station is generated, and the next station is designated as the stop station c in the instruction.

Further, controlling the target vehicle under the first vehicle control thread further includes: before the target vehicle reaches the appointed stop, if a passenger request for the appointed stop is not received, generating an instruction for selecting the next stop, wherein the next stop is appointed as the next stop of the appointed stop; and issuing the instruction to the target vehicle.

For example, a reference time node is provided for each of the stops, at which the vehicle does not reach its corresponding stop, but will reach its corresponding stop. For example, the reference time node may be set to a distance of 30 meters from the vehicle to its corresponding docking station. Or the reference time node is the first 1 minute for the vehicle to reach its corresponding docking station.

With continued reference to fig. 9, illustratively, the reference time node of docking station b is b0. The vehicle a cruises along a cruising route, passing each stop on the cruising route in turn. If the scheduling server does not receive a passenger request taking the stop b as a boarding point or a alighting point before the vehicle A reaches the reference time node b0 of the stop b, a command for reaching the stop c is directly generated, and the vehicle A is controlled not to stop at the stop b and directly goes to the stop c.

Further, controlling the target vehicle under the first vehicle control thread further includes: after modifying a specified stop of a target vehicle to be the next stop of the specified stop, if a passenger request for the specified stop is received, transmitting the passenger request to a vehicle which is traveling on the same route and does not reach the specified stop; or, after waiting for the target vehicle to return to the default berth, the passenger request is sent to the target vehicle.

Illustratively, the dispatch server does not receive a passenger request to get on or off the stop b before the vehicle a reaches the reference time node b0 of the stop b, then directly generates an instruction to get on the stop c, after which, if the vehicle a receives a passenger request to get on or off the stop b at a certain time between the reference time node of the stop b and the arrival at the stop b, the cruise vehicle a ignores the passenger request, does not stop at the stop b, and directly goes to the stop c. The passenger request is sent to the next vehicle following vehicle a on the same cruising route. Or the passenger request is sent to the vehicle a when the vehicle a makes the next round of cruising.

Further, controlling the target vehicle under the first vehicle control thread further includes: after the target vehicle arrives at the appointed stop, generating an instruction for selecting the next station, wherein the next station is appointed as the next station of the appointed stop in the instruction; and issuing the instruction to the target vehicle. Illustratively, with continued reference to FIG. 9, the reference time node for docking station b is b0. The vehicle a cruises along a cruising route, passing each stop on the cruising route in turn. If the dispatch server receives a passenger request taking the stop b as a boarding point or a alighting point before the vehicle A reaches the reference time node b0 of the stop b, stopping after the vehicle reaches the stop b, and generating an instruction for selecting the next station, wherein the instruction designates the next station as the stop c.

If the appointed docking station is the docking station a, after the target vehicle arrives at the appointed docking station a, updating the instruction for selecting the next station, and the updated appointed docking station is the appointed docking station b. In this case, the update instruction to select the next station is not at the reference time node associated with the docking station, but at the moment of arrival at the docking station.

Further, controlling the target vehicle under the first vehicle control thread further includes: and after the target vehicle arrives at the appointed stop, if none of the continuously preset stops send a passenger request to the target vehicle, sending a return notice to the target vehicle after the target vehicle arrives at the end of the route.

Illustratively, with continued reference to FIG. 9, assume that the cruise route includes only 5 stops. The vehicle receives a passenger request for stop b at which the vehicle is stopped, after which the vehicle will continue through 2 stops, no stop at any of these 2 stops, since no passenger request is received for the 2 stops after b (i.e. stop c and stop d). In this case, it is considered that the passenger needs less for the vehicle on the cruising route, and therefore, the destination vehicle arrives at the end of the route and then sends a return notification to the destination vehicle. This can reduce the operating costs.

Further, the passenger request may be set to include a get-on request, and the cruise route may include a q-th stop. The vehicle cruises along the same fixed cruising route for a plurality of times. And if the target vehicle arrives at the appointed stop station, if none of the continuous pre-q-1 stops transmits a passenger request to the target vehicle, transmitting a return notification to the target vehicle. For example, referring to fig. 9, the cruise route includes only 5 stops. And the vehicle cruises along the cruising route for a plurality of times, and after the last cruising of the vehicle is finished, the vehicle returns to the first station of the route from the last station of the route to start the cruising of a new round. I.e. the vehicle passes through a, b, c, d, e, a, b, c, d, e, … … in sequence. Since the drop-off point requested by any passenger is one of the 5 stops. Assuming that a specified stop is determined as a stop b according to a certain passenger boarding request, the vehicle thereafter passes through c, d, e in sequence to a. In this process, all passengers getting on from the stop b have been taken off. If the vehicle does not receive the passenger get-on request at c, d, e, a in the process, the vehicle is idle when arriving at the stop a, the current passenger is rarely transported by the cruising route, a return notification is sent to the target vehicle, and the operation of the vehicle is stopped, so that the operation cost can be reduced.

On the basis of the technical scheme, optionally, in the second bus mode, whether the passenger request can be allocated or not can be judged based on the constraint condition by setting the constraint condition, so that the driving safety of the vehicle is further ensured, the operation task can be completed or the operation cost of the vehicle is reduced. Optionally, the constraints may include power constraints and/or operating time constraints.

If the electric quantity constraint condition is considered to be set, on the basis of the above technical solution, the controlling the target vehicle under the first vehicle control thread may further include: acquiring electric quantity information of a target vehicle at an initial position; judging whether the electric quantity information is lower than a first electric quantity threshold value or not; if the power consumption is lower than the first power consumption threshold and the initial position is the default berth, sending an ending notification to the target vehicle; if the power is lower than the first power threshold and the initial position is not the default berth, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle. The first electric quantity threshold value is the electric quantity capable of ensuring that the vehicle completes the operation task. The present operation task is planned to be cruised twice along the preset cruising route, and the first electric quantity threshold is an electric quantity required for ensuring that the vehicle cruises twice along the preset cruising route. The "end notification" is used to indicate the end of the present operation. The essence of the arrangement is that after the bus is switched to the second bus mode, the electric quantity information is preferentially detected, whether the electric quantity information can meet the basic conditions of safe operation and completion of operation tasks is judged, and the driving safety is ensured.

Further, controlling the target vehicle under the first vehicle control thread further includes: receiving electric quantity information sent after a target vehicle returns to a default berth each time; judging whether the electric quantity information is lower than a second electric quantity threshold value or not, wherein the second electric quantity threshold value is smaller than or equal to the first electric quantity threshold value; and if the power is lower than the second power threshold, sending an end notification to the target vehicle. At this time, the second electric quantity threshold may be an electric quantity capable of ensuring that the vehicle completes the current cruising. The essence of the arrangement is that before each round of cruising is started, the electric quantity information is preferentially detected, whether the electric quantity information can meet the basic conditions of safe operation or not is judged, and the driving safety is ensured.

Optionally, if the power information of the target vehicle after returning to the default berth is lower than the second power threshold, a low power notification and an end notification are sent to the target vehicle. This arrangement facilitates operators to query for reasons for the end of the operation.

Further, controlling the target vehicle under the first vehicle control thread further includes: before sending an instruction for selecting the next station to the target vehicle each time, acquiring electric quantity information of the target vehicle; judging whether the electric quantity information is lower than a second electric quantity threshold value or not, wherein the second electric quantity threshold value is smaller than or equal to the first electric quantity threshold value; and if the power is lower than the second power threshold, sending a return notification to the target vehicle after the target vehicle is stopped, and sending an end notification to the target vehicle after the target vehicle returns to the default berth. At this time, the second power threshold may be a power capable of ensuring that the vehicle reaches the next stop. The essence of the arrangement is that before the vehicle is controlled to go to the next stop, the electric quantity information is preferentially detected, whether the electric quantity information can meet the basic conditions of safe operation or not is judged, and the driving safety is ensured.

Optionally, controlling the target vehicle under the first vehicle control thread further includes: before sending an instruction for selecting the next station to the target vehicle each time, acquiring electric quantity information of the target vehicle; judging whether the electric quantity information is lower than a second electric quantity threshold value or not, wherein the second electric quantity threshold value is smaller than or equal to the first electric quantity threshold value; if the power is lower than the second power threshold, the control vehicle does not receive new passenger get-on requests and passenger get-off requests.

Specifically, before sending an instruction for selecting the next station to the target vehicle, acquiring electric quantity information of the target vehicle; and judging whether the electric quantity information is lower than a second electric quantity threshold value, wherein the second electric quantity threshold value is smaller than or equal to the first electric quantity threshold value. If the vehicle is running below the second electricity threshold, the vehicle is controlled to stop at the current destination, a low-electricity notification is sent to the target vehicle after the vehicle stops, a passenger is waited to get off, a return notification is sent to the target vehicle after the passenger gets off the vehicle completely, and an end notification is sent to the target vehicle after the target vehicle returns to a default berth. If the vehicle is in a stop state and the vehicle is in a stop state, sending a low-power notification to the target vehicle, waiting for the passengers to get off, sending a return notification to the target vehicle after the passengers get off the vehicle completely, and sending an end notification to the target vehicle after the target vehicle returns to a default berth. This arrangement facilitates operators to query for reasons for the end of the operation.

If considering setting the operation time constraint condition, the method may optionally be set under the first vehicle control thread to control the target vehicle based on the above technical solution, further includes: judging whether the moment of the initial position of the target vehicle is in the working time period of the first working mode or not; if the vehicle is not in the working time period and the initial position is the default berth, sending an ending notification to the target vehicle; if the vehicle is not in the working time period and the initial position is the non-default berth, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle. The working time period in the second public transportation mode is the operation time period of the second public transportation mode. The "transmission end notification" means that the vehicle ends operating in the first operation mode and no new passenger get-on/off requests are received.

In practice, the passenger needs of different time periods on the same route. Therefore, the time of day can be divided into a plurality of stages according to the vehicle demand of passengers in different time periods, and the different stages correspond to different working modes. After switching to the second bus mode, whether the vehicle is in the working time period of the second bus mode at the moment of the initial position is preferentially judged. If during the operating period, the vehicle is allowed to be scheduled in the second bus mode. Therefore, the operation cost of the vehicle can be fully reduced on the premise of meeting the vehicle use requirement of a user.

Further, the controlling the target vehicle under the first vehicle control thread may further include: judging whether the moment of returning the target vehicle to the default berth is in the working time period of the first working mode or not; if the vehicle is not in the working period, an end notification is sent to the target vehicle. Therefore, the operation cost of the vehicle can be fully reduced on the premise of meeting the vehicle use requirement of a user.

Optionally, judging whether the moment that the target vehicle returns to the default berth every time is in the working time period of the first working mode or not; and if the vehicle is not in the working period, sending a superoperation notification and an ending notification to the target vehicle. This arrangement facilitates operators to query for reasons for the end of the operation.

Further, the controlling the target vehicle under the first vehicle control thread may further include: before each generation of an instruction for selecting the next station, judging whether the current moment is in the working time period of the first working mode or not; if the vehicle is not in the working time period, after the target vehicle runs at a preset station, sending a return notification to the target vehicle, and after the target vehicle returns to a default berth, sending an end notification to the target vehicle. The preset site may be a route end, for example. Therefore, the operation cost of the vehicle can be fully reduced on the premise of meeting the vehicle use requirement of a user.

Before generating an instruction for selecting the next station, judging whether the current moment is in the working time period of the first working mode or not; if not in the working time period, the vehicle can be allowed to accept the get-off request, and the get-on request is not allowed to be received, so that the existing passengers on the vehicle can reach the respective destinations.

Further, before each generation of the instruction for selecting the next station, it is determined whether the current time is within the operation time period of the first operation mode. If the vehicle is not in the working time period and is in a static state, starting from the current stop, after all stops on the cruising route pass once, sending a return notification to the target vehicle, and after the target vehicle returns to a default berth, sending an ending notification to the target vehicle. If the vehicle is not in the working time period and is in a running state, after all the stops on the cruising route pass once from the last past stop, a return notification is sent to the target vehicle, and after the target vehicle returns to the default berth, an end notification is sent to the target vehicle. This arrangement ensures that existing passengers on the vehicle can reach their respective destinations.

For example, with continued reference to fig. 9, if the current time is time f, the vehicle is stationary at the stop b, and it is determined whether the current time is within the operation period of the first operation mode. If the vehicle is not in the working period, starting from the stop c, allowing the vehicle to accept the get-off request, and not allowing the vehicle to accept the get-on request. After the vehicle starts from the stop b, the vehicle sequentially cruises along the cruising route, and after the vehicle reaches the stop a through c, d and e, a return notification is sent to the target vehicle, and after the target vehicle returns to the default berth, an end notification is sent to the target vehicle.

If the current time is the time b0, the vehicle is running to the stop b, and at a time node associated with the stop b, whether the current time is in the working time period of the first working mode is judged. If the vehicle is not in the working period, starting from the stop b, allowing the vehicle to accept the get-off request, and not allowing the vehicle to accept the get-on request. After the vehicle starts from the stop b, the vehicle sequentially cruises along the cruising route, after c and d reach the stop e, a return notification is sent to the target vehicle, and after the target vehicle returns to the default berth, an end notification is sent to the target vehicle.

Further, when the electric quantity constraint condition and the operation time constraint condition are set simultaneously for the second bus mode, setting the electric quantity constraint priority higher than the operation time constraint. For example, if the initial position of the target vehicle is the default berth, the electric quantity information of the target vehicle at the initial position is lower than the first electric quantity threshold value, and even if the target vehicle is in the operation time period of the first operation mode at the moment of the initial position, the end notification needs to be sent to the target vehicle.

On the basis of the above technical solutions, optionally, controlling the target vehicle under the first vehicle control thread further includes: acquiring a vehicle door state of a target vehicle at an initial position; judging whether the time length based on the opening of the vehicle door is less than or equal to the preset time length or not based on the opening state of the vehicle door and the receiving of the passenger request; if the time length is less than or equal to the preset time length, the passenger request is sent to the target vehicle; otherwise, a door closing command is sent to the target vehicle. The essence of this is that, for the case where the vehicle is in an initial position, which is also a stop in the cruising route, the point of boarding in the passenger request is also in this initial position, the time when the door is in the open state is monitored, and it is determined whether to accept the passenger request, wait for the passenger to board, based on the duration of the time the door is in the open state. Since in practice there are often multiple vehicles cruising in the same cruising route. The arrangement can ensure that a single vehicle can not stay at a certain stop for a long time due to the request of passengers, is beneficial to enabling the time intervals of two adjacent vehicles reaching the same stop of the whole cruising route to be consistent, is beneficial to realizing virtuous circle of scheduling of each vehicle, and improves the satisfaction degree of passengers riding.

Further, controlling the target vehicle under the first vehicle control thread further includes: if a passenger request for a specified stop is not received before the target vehicle arrives at the specified stop and it is detected that the target vehicle is changing lanes, the doors of the target vehicle are set to be manually opened. If in practice the target vehicle is changing lanes, the length of the entire journey it has completed the lane change is variable. This may result in a certain stop being passed during a track change. In other words, in practice, there may be a possibility that the vehicle has missed a certain stop due to the lane change. Under the condition, because the vehicle can not stop at the stop, if the vehicle is arranged and can automatically open the door, when the system detects that the vehicle is near the stop, the system can control the vehicle to automatically open the door, and potential safety hazards are easily caused. The door of the target vehicle is set to be manually opened, so that the automatic door opening program is invalid, and the driving safety is guaranteed.

Fig. 10 is a flowchart of another vehicle scheduling method provided in an embodiment of the present disclosure. Fig. 10 is a specific example of fig. 8. In fig. 10, the initial position of the target vehicle may be a default berth or a non-default berth. Referring to fig. 10, at the initial position, it is determined whether the target vehicle charge amount information is higher than the first charge amount threshold. If the electric quantity is lower than the first electric quantity threshold value, the vehicle is kept stationary at the initial position. If the current electric quantity is higher than the first electric quantity threshold value, further judging whether the current electric quantity is in the working time period of the second bus mode; if so, judging whether the electric quantity information of the target vehicle is higher than a second electric quantity threshold value. If the electric quantity is lower than the second electric quantity threshold value, the vehicle is kept stationary at the initial position. If the electric quantity is higher than the second electric quantity threshold value, judging whether the target vehicle receives a passenger request or not. If no passenger request is received, the vehicle is kept stationary in the initial position.

If a passenger request is received, an instruction to select the next stop is generated. If the initial position is the default berth, the next station is the 1 st stop (i.e. the head station) on the vehicle operation route, where n=1. If the initial position is a non-default berth, the next station is the closest station to the initial position in the vehicle operation route. For example, referring to fig. 9, if the initial position is a non-default berth, the next station is the third station in the vehicle operating route, i.e., n=3.

Whether the door state of the target vehicle is a door closing is continuously detected. And if the door state of the target vehicle is door opening, sending a door closing command to the target vehicle so that the target vehicle can close the door after receiving the door closing command. And if the door state of the target vehicle is door closing, controlling the vehicle to start after waiting for a preset time. At a time node associated with an nth stop, a determination is made as to whether there is a passenger request for the nth stop.

If there is a passenger request for the nth stop, it is detected whether the target vehicle arrives at the nth stop. If the target vehicle arrives at the nth stop, the instruction for selecting the next stop is regenerated, and the regenerated "next stop" in the instruction for selecting the next stop "refers to the (n+1) th stop. Meanwhile, the target vehicle is controlled to stop, the door is automatically opened, and passengers are waited to get on or off the vehicle. After passengers get on or off the vehicle, the doors of the target vehicle are controlled to be closed, and whether the door state of the target vehicle is closed or not is continuously detected.

If no passenger request is directed at the nth stop, judging whether the passenger request is not received by all m continuous stops at the current moment, wherein m is smaller than or equal to the total number of the stops arranged on the operation route. Here, "consecutive m stops" means m stops counted from the nth stop in the reverse direction of the cruising route. Alternatively, the "passenger request" includes only a passenger boarding request. If the passenger request is not received by the m continuous stations until the current moment, the operation route is indicated that the current passenger vehicle needs less. Further judging whether the nth stop is a route end station or not; if so, controlling the vehicle to return to the default berth, otherwise, modifying the instruction for selecting the next berth, wherein the "next berth" in the modified instruction for selecting the next berth refers to the n+1th berth. If at least one of m continuous stops receives a passenger request from the current moment, modifying an instruction for selecting the next stop, and referring to the n+1th stop in the modified instruction for selecting the next stop again.

According to the technical scheme, the overall dispatching method of the vehicle in the second bus mode is provided, the method does not stop at each stop, stops at the stop according to the requirements of passengers, the operation task of receiving and delivering the passengers is completed, the vehicle requirements of the passengers are met, and the gap of the existing method for dispatching the intelligent driving vehicle or the unmanned vehicle can be overcome.

It should be noted that, for simplicity of description, the foregoing method embodiments are all described as a series of acts, but it should be understood by those skilled in the art that the present invention is not limited by the order of acts described, as some steps may be performed in other orders or concurrently in accordance with the present invention. Further, those skilled in the art will also appreciate that the embodiments described in the specification are all preferred embodiments, and that the acts and modules referred to are not necessarily required for the present invention.

Fig. 11 is a block diagram of a vehicle dispatching device according to an embodiment of the present disclosure. The vehicle dispatching device can dispatch at least one vehicle, and for each dispatched vehicle, a corresponding vehicle control thread is started. As shown in fig. 11, the apparatus includes:

An obtaining module 510, configured to obtain vehicle scheduling configuration information, where the vehicle scheduling configuration information includes a vehicle identifier and a first working mode, and the first working mode is an automatic mode;

A setting module 520, configured to set a working mode of the target vehicle corresponding to the vehicle identifier to the first working mode;

an opening module 530, configured to open a first car control thread in the first operation mode;

the control module 540 is configured to associate the first vehicle control thread with the vehicle identifier, and control the target vehicle under the first vehicle control thread.

The essence of the technical scheme is that the first working mode is an automatic mode, the vehicle dispatching device can send dispatching instructions to the vehicles in the first working mode under the first vehicle control thread, and the vehicles are controlled so as to complete operation tasks for receiving and sending passengers, meet the vehicle requirements of the passengers, and make up for the blank of the method for dispatching intelligent driving vehicles or unmanned vehicles in the current stage.

Further, the automatic mode is one of a first bus mode, a vehicle-restraining mode and a second bus mode.

Further, the setting module is configured to:

detecting a current working mode of the target vehicle, a switchable state of the current working mode and first state information of the target vehicle;

and setting the working mode of the target vehicle corresponding to the vehicle identifier as the first working mode based on the current working mode, the state that the switchable state is the switchable automatic mode and the first state information of the target vehicle meets a preset working mode switching condition.

Further, the setting module is configured to:

If the current operation mode is a non-automatic mode and the switchable state is configured to be a state of the switchable automatic mode, the setting module is further configured to set the operation mode of the target vehicle to the first operation mode, where the setting module is further configured to:

acquiring state information of the target vehicle before switching the second working mode to the first working mode;

judging whether the state information meets a preset working mode switching condition or not;

And if so, switching the second working mode into the first working mode.

Further, the preset working mode switching conditions include one or more of the following:

The vehicle can report the door information;

The vehicle maintains a stationary state;

The vehicle is on the road network.

Further, the vehicle scheduling configuration information further comprises a first map identifier;

an opening module for:

Before a first vehicle control thread in the first working mode is started, a second map identifier of the target vehicle is obtained;

judging whether the first map identifier is matched with the second map identifier or not;

and if so, starting a first car control thread in the first working mode.

Further, the vehicle dispatching device further comprises a monitoring module for:

A monitoring thread is started in advance;

And the monitoring thread monitors whether the working mode of each scheduled vehicle is a non-automatic mode or not, and deletes the vehicle identifier corresponding to the working mode which is the non-automatic mode.

Further, the control module is configured to:

And acquiring second state information of the target vehicle under the first vehicle control thread, generating a scheduling instruction based on the second state information of the target vehicle, and issuing the scheduling instruction to the target vehicle.

Further, the first working mode is a first public transportation mode;

the vehicle scheduling configuration information also comprises a route first station, a route last station and a default berth;

further, the control module is configured to:

acquiring an initial position of the target vehicle;

judging whether the initial position is the default berth or not;

Generating an instruction for selecting a next station, and if the initial position is the default berth, designating the next station as the route head station in the instruction; otherwise, designating the next station as the station closest to the initial position in the route in the instruction;

And issuing the instruction to the target vehicle.

Further, the control module is configured to:

Before generating an instruction for selecting the next station, acquiring electric quantity information of the target vehicle at the initial position;

judging whether the electric quantity information is lower than a first electric quantity threshold value or not;

If the initial position is lower than the first electric quantity threshold value and the initial position is the default berth, sending an ending notification to the target vehicle;

And if the initial position is not the default berth and is lower than the first electric quantity threshold value, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle.

Further, the control module is configured to: receiving electric quantity information sent before the target vehicle selects the next station; judging whether the electric quantity information is lower than a second electric quantity threshold value or not, wherein the second electric quantity threshold value is smaller than or equal to the first electric quantity threshold value; and if the power consumption is lower than a second power consumption threshold, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle.

Further, the control module is configured to: before generating an instruction for selecting the next station, judging whether the moment of the initial position of the target vehicle is in the working time period of the first working mode or not; if the vehicle is not in the working time period and the initial position is the default berth, sending an ending notification to the target vehicle; and if the vehicle is not in the working time period and the initial position is not the default berth, sending a return notification to the target vehicle, and sending an end notification to the target vehicle after the target vehicle returns to the default berth.

Further, the control module is configured to: judging whether the moment when the target vehicle reaches the route end station is in the working time period of the first working mode or not; and if the vehicle is not in the working time period, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle.

Further, the control module is configured to: acquiring a vehicle door state of a target vehicle at an initial position; and sending a door closing instruction to the target vehicle based on the opened door state, so that the target vehicle closes the door after receiving the door closing instruction, and starts after waiting for a preset time.

Further, the first working mode is a vehicle-restraining mode; the vehicle scheduling configuration information also comprises a default berth;

Further, the control module is configured to: acquiring an initial position of the target vehicle; waiting for a vehicle order based on the initial position as the default berth; and waiting for a preset duration at the initial position based on the fact that the initial position is not the default berth, and sending a return notification to the target vehicle if the vehicle order is not received within the preset duration.

Further, the control module is configured to: after the target vehicle receives an order and opens a door at a get-off point, the first vehicle control thread performs door opening timing; after the time length of opening the door reaches a first preset time length, sending a door closing instruction to the target vehicle; after the time length of opening the door reaches a second preset time length, confirming that the vehicle order is completed; the second preset time length is greater than or equal to the first preset time length.

Further, the control module is configured to: and after confirming that the order is completed, waiting for a preset time period at the departure point, and if the order is not received within the preset time period, sending a return notice to the target vehicle.

Further, the control module is configured to: acquiring electric quantity information of the target vehicle at the initial position; judging whether the electric quantity information is lower than a first electric quantity threshold value or not; if the initial position is lower than the first electric quantity threshold value and the initial position is the default berth, sending an ending notification to the target vehicle; and if the initial position is not the default berth and is lower than the first electric quantity threshold value, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle.

Further, the control module is configured to: acquiring electric quantity information of the target vehicle before each allocation of the vehicle order; judging whether the electric quantity information is lower than a second electric quantity threshold value or not, wherein the second electric quantity threshold value is smaller than or equal to the first electric quantity threshold value; and if the power consumption is lower than the second power consumption threshold, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle.

Further, the control module is configured to: judging whether the target vehicle is in the working time period of the first working mode at the moment of the initial position; if the vehicle is not in the working time period and the initial position is the default berth, sending an ending notification to the target vehicle; and if the vehicle is not in the working time period and the initial position is not the default berth, sending a return notification to the target vehicle, and sending an end notification to the target vehicle after the target vehicle returns to the default berth.

Further, the control module is configured to: judging whether the current moment is in the working time period of the first working mode or not when the vehicle order is distributed each time; and if the vehicle is not in the working time period, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle.

Further, the control module is configured to: acquiring a vehicle door state of the target vehicle at the initial position; and sending a door closing instruction to the target vehicle based on the state of the door being open and the target vehicle being empty.

Further, the first working mode is a second public transportation mode;

The control module is used for: acquiring an initial position of the target vehicle; waiting for a passenger request based on the initial position being the default berth; and waiting for a preset duration at the initial position based on the fact that the initial position is not the default berth, and sending a return notification to the target vehicle if a passenger request is not received within the preset duration.

Further, the control module is configured to: after sending a return notification to the target vehicle, if a passenger request is received when the target vehicle does not return to the default berth, waiting for the target vehicle to return to the default berth, and then sending the passenger request to the target vehicle.

Further, the control module is configured to: after receiving a passenger request, generating an instruction for selecting a next station, and if the target vehicle is located at an initial position and the initial position is the default berth, designating the next station as the route head station in the instruction; if the target vehicle is located at an initial position and the initial position is not the default berth, designating the next station in the instruction as the station closest to the initial position in the route; and issuing the instruction to the target vehicle.

Further, the control module is configured to: before the target vehicle arrives at a specified stop, if a passenger request for the specified stop is not received, generating an instruction for selecting a next station, wherein the next station is specified as the next station of the specified stop; and issuing the instruction to the target vehicle.

Further, the control module is configured to: after modifying a specified stop of the target vehicle to be the next stop of the specified stop, if a passenger request for the specified stop is received, transmitting the passenger request to a vehicle which runs on the same route and does not reach the specified stop; or after waiting for the target vehicle to return to the default berth, sending the passenger request to the target vehicle.

Further, the control module is configured to: generating an instruction for selecting a next station after the target vehicle arrives at a specified stop, wherein the instruction designates the next station as the next station of the specified stop; and issuing the instruction to the target vehicle.

Further, the control module is configured to: and after the target vehicle arrives at the appointed stop, if none of the continuously preset stops send a passenger request to the target vehicle, sending a return notification to the target vehicle after the target vehicle arrives at the end of the route.

Further, the control module is configured to: receiving electric quantity information sent after the target vehicle returns to the default berth each time; judging whether the electric quantity information is lower than a second electric quantity threshold value or not, wherein the second electric quantity threshold value is smaller than or equal to the first electric quantity threshold value; and if the power consumption is lower than the second power consumption threshold, sending an end notification to the target vehicle.

Further, the control module is configured to: acquiring electric quantity information of the target vehicle before sending an instruction for selecting a next station to the target vehicle each time; judging whether the electric quantity information is lower than a second electric quantity threshold value or not, wherein the second electric quantity threshold value is smaller than or equal to the first electric quantity threshold value; and if the power consumption is lower than the second power consumption threshold, sending a return notification to the target vehicle after the target vehicle is stopped, and sending an end notification to the target vehicle after the target vehicle returns to the default berth.

Further, the control module is configured to: judging whether the moment of returning the target vehicle to the default berth every time is in the working time period of the first working mode or not; and if the vehicle is not in the working time period, sending an end notification to the target vehicle.

Further, the control module is configured to: judging whether the current moment is in the working time period of the first working mode or not before generating an instruction for selecting the next station each time; and if the vehicle is not in the working time period, after the target vehicle runs for a preset station, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle.

Further, the control module is configured to: acquiring a vehicle door state of the target vehicle at the initial position; judging whether the time length based on the opening of the vehicle door is less than or equal to the preset time length or not based on the opening state of the vehicle door and the receiving of the passenger request; if the passenger request is smaller than or equal to the preset duration, the passenger request is sent to the target vehicle; otherwise, a door closing instruction is sent to the target vehicle.

Further, the control module is configured to: and before the target vehicle reaches a specified stop, if a passenger request for the specified stop is not received and the target vehicle is detected to be changing lanes, setting the door of the target vehicle to be manually opened.

The device disclosed in the above embodiment can implement the flow of the method disclosed in the above method embodiments, and has the same or corresponding beneficial effects. In order to avoid repetition, the description is omitted here.

Fig. 12 is a schematic hardware structure of an electronic device according to an embodiment of the disclosure, as shown in fig. 12, where the electronic device includes:

one or more processors 1001, one processor 1001 being illustrated in fig. 12;

A memory 1002;

the electronic device may further include: an input device 1003 and an output device 1004.

The processor 1001, the memory 1002, the input device 1003, and the output device 1004 in the electronic apparatus may be connected by a bus or other means, which is exemplified in fig. 12 by a bus connection.

The memory 1002 is used as a non-transitory computer readable storage medium for storing software programs, computer executable programs, and modules, such as program instructions/modules (e.g., the acquisition module 510, the setting module 520, the turn-on module 530, and the control module 540 shown in fig. 11) corresponding to the vehicle scheduling method in the embodiments of the present disclosure. The processor 1001 executes various functional applications of the server and data processing, that is, implements the vehicle scheduling method of the above-described method embodiment, by running software programs, instructions, and modules stored in the memory 1002.

Memory 1002 may include a storage program area that may store an operating system, at least one application program required for functionality, and a storage data area; the storage data area may store data created according to the use of the electronic device, etc. In addition, the memory 1002 may include high-speed random access memory, and may also include non-transitory memory, such as at least one magnetic disk storage device, flash memory device, or other non-transitory solid state storage device. In some embodiments, memory 1002 optionally includes memory remotely located relative to processor 1001, which may be connected to the terminal device via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.

The input device 1003 may be used to receive input numeric or character information and to generate key signal inputs related to user settings and function control of the electronic device. The output 1004 may include a display device such as a display screen.

The disclosed embodiments also provide a computer-readable storage medium storing a program or instructions that when executed by a computer cause the computer to perform a vehicle scheduling method, the method comprising:

Acquiring vehicle dispatching configuration information, wherein the vehicle dispatching configuration information comprises a vehicle identifier and a first working mode, and the first working mode is an automatic mode; setting the working mode of the target vehicle corresponding to the vehicle identifier as the first working mode; starting a first car control thread in the first working mode; and associating the first vehicle control thread with the vehicle identifier, and controlling the target vehicle under the first vehicle control thread.

Optionally, the computer executable instructions may also be used to perform the technical solution of the vehicle scheduling method provided by any embodiment of the disclosure when executed by a computer processor.

From the above description of embodiments, it will be apparent to those skilled in the art that the present disclosure may be implemented by means of software and necessary general purpose hardware, but may of course also be implemented by means of hardware, although in many cases the former is a preferred embodiment. Based on such understanding, the technical solutions of the present disclosure may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as a floppy disk, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), a FLASH Memory (FLASH), a hard disk, or an optical disk of a computer, etc., including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method described in the embodiments of the present disclosure.

It should be noted that in this document, relational terms such as "first" and "second" and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.

The foregoing is merely a specific embodiment of the disclosure to enable one skilled in the art to understand or practice the disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown and described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle dispatching method is characterized in that at least one vehicle is dispatched, and a corresponding vehicle control thread is started for each dispatched vehicle; the method comprises the following steps:

acquiring vehicle dispatching configuration information, wherein the vehicle dispatching configuration information comprises a vehicle identifier and a first working mode, and the first working mode is an automatic mode; the automatic mode is one of a first bus mode, a vehicle-restraining mode and a second bus mode; the first bus mode is a stop-on-demand mode, and the second bus mode is an on-demand scheduling mode;

starting a first car control thread in the first working mode;

Associating the first vehicle control thread with the vehicle identifier and controlling the target vehicle under the first vehicle control thread;

If the first working mode is a first public transportation mode; the vehicle scheduling configuration information also comprises a route first station, a route last station and a default berth;

Controlling the target vehicle under the first vehicle control thread comprises:

acquiring an initial position of the target vehicle;

judging whether the initial position is the default berth or not;

issuing the instruction to the target vehicle;

Or if the first working mode is a vehicle-restraining mode; the vehicle scheduling configuration information also comprises a default berth;

acquiring an initial position of the target vehicle;

waiting for a vehicle order based on the initial position as the default berth;

Waiting for a preset duration at the initial position based on the initial position being not the default berth, and sending a return notification to the target vehicle if a vehicle order is not received within the preset duration;

Or if the first working mode is a second public transportation mode; the vehicle scheduling configuration information also comprises a route first station, a route last station and a default berth;

acquiring an initial position of the target vehicle;

waiting for a passenger request based on the initial position being the default berth;

And waiting for a preset duration at the initial position based on the fact that the initial position is not the default berth, and sending a return notification to the target vehicle if a passenger request is not received within the preset duration.

2. The method of claim 1, wherein the setting the operation mode of the target vehicle corresponding to the vehicle identification to the first operation mode includes:

3. The method of claim 2, wherein the setting the operation mode of the target vehicle to the first operation mode based on the current operation mode comprises:

and if the current working mode is a non-automatic mode and the switchable state is configured to be a state of the switchable automatic mode, setting the working mode of the target vehicle to the first working mode.

4. The method of claim 2, wherein the setting the operation mode of the target vehicle to the first operation mode based on the current operation mode comprises:

If the current working mode is a second working mode, the second working mode is an automatic mode, the second working mode is switched to the first working mode, and a second car control thread is closed, wherein the second car control thread is a car control thread which is opened in the second working mode and is associated with the car identification.

5. The method of claim 2, wherein the preset operating mode switching conditions include one or more of:

The vehicle can report the door information;

The vehicle maintains a stationary state;

The vehicle is on the road network.

6. The method of claim 1, wherein the vehicle scheduling configuration information further comprises a first map identification;

Before the first car control thread in the first working mode is started, the method further comprises the following steps:

Acquiring a second map identifier of the target vehicle;

and if so, starting a first car control thread in the first working mode.

7. The method according to claim 1, wherein the method further comprises: a monitoring thread is started in advance;

and the monitoring thread monitors whether the working mode of each scheduled vehicle is a non-automatic mode and deletes the vehicle identifier corresponding to the working mode which is the non-automatic mode.

8. The method of any of claims 1, wherein controlling the target vehicle under the first control thread comprises:

9. The method of claim 1, wherein controlling the target vehicle under the first control thread before generating the instruction to select the next station further comprises:

acquiring electric quantity information of the target vehicle at the initial position;

10. The method of claim 9, wherein controlling the target vehicle under the first control thread further comprises:

receiving electric quantity information sent before the target vehicle selects the next station;

Judging whether the electric quantity information is lower than a second electric quantity threshold value or not, wherein the second electric quantity threshold value is smaller than or equal to the first electric quantity threshold value;

and if the power consumption is lower than the second power consumption threshold, sending a return notification to the target vehicle, and sending an end notification to the target vehicle after the target vehicle returns to the default berth.

11. The method of claim 1, wherein controlling the target vehicle under the first control thread before generating the instruction to select the next station further comprises:

judging whether the target vehicle is in the working time period of the first working mode at the moment of the initial position;

if the vehicle is not in the working time period and the initial position is the default berth, sending an ending notification to the target vehicle;

And if the vehicle is not in the working time period and the initial position is not the default berth, sending a return notification to the target vehicle, and sending an end notification to the target vehicle after the target vehicle returns to the default berth.

12. The method of claim 1, wherein controlling the target vehicle under the first control thread further comprises:

Judging whether the moment when the target vehicle reaches the route end station is in the working time period of the first working mode or not;

And if the vehicle is not in the working time period, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle.

13. The method of claim 1, wherein controlling the target vehicle under the first control thread further comprises:

Acquiring a vehicle door state of the target vehicle at the initial position;

And sending a door closing instruction to the target vehicle based on the opened door state, so that the target vehicle closes the door after receiving the door closing instruction, and starts after waiting for a preset time.

14. The method of claim 1, wherein controlling the target vehicle under the first control thread further comprises:

After the target vehicle receives an order and opens a door at a get-off point, carrying out door opening timing under the first vehicle control thread;

After the time length of opening the door reaches a first preset time length, sending a door closing instruction to the target vehicle; after the time length of opening the door reaches a second preset time length, confirming that the vehicle order is completed; wherein the second preset time period is longer than or equal to the first preset time period.

15. The method of claim 14, wherein controlling the target vehicle under the first vehicle control thread after the confirmation of the completion of the order further comprises:

Waiting for a preset time period at the get-off point, and if the order of the vehicle is not received within the preset time period, sending a return notice to the target vehicle.

16. The method of claim 1, wherein controlling the target vehicle under the first control thread further comprises:

17. The method of claim 16, wherein controlling the target vehicle under the first control thread further comprises:

acquiring electric quantity information of the target vehicle before each allocation of the vehicle order;

18. The method of claim 1, wherein controlling the target vehicle under the first control thread further comprises:

19. The method of claim 1, wherein controlling the target vehicle under the first control thread further comprises:

judging whether the current moment is in the working time period of the first working mode or not when the vehicle order is distributed each time;

20. The method of claim 1, wherein controlling the target vehicle under the first control thread further comprises:

Acquiring a vehicle door state of the target vehicle at the initial position;

And sending a door closing instruction to the target vehicle based on the state of the door being open and the target vehicle being empty.

21. The method of claim 1, wherein controlling the target vehicle under the first vehicle control thread after sending a return notification to the target vehicle further comprises:

and if the passenger request is received when the target vehicle does not return to the default berth, waiting for the target vehicle to return to the default berth, and then sending the passenger request to the target vehicle.

22. The method of claim 1, wherein controlling the target vehicle under the first control thread further comprises:

after receiving a passenger request, generating an instruction for selecting a next station, and if the target vehicle is located at an initial position and the initial position is the default berth, designating the next station as the route head station in the instruction; if the target vehicle is located at an initial position and the initial position is not the default berth, designating the next station in the instruction as the station closest to the initial position in the route;

And issuing the instruction to the target vehicle.

23. The method of claim 22, wherein controlling the target vehicle under the first control thread further comprises:

before the target vehicle arrives at a specified stop, if a passenger request for the specified stop is not received, generating an instruction for selecting a next station, wherein the next station is specified as the next station of the specified stop;

And issuing the instruction to the target vehicle.

24. The method of claim 22, wherein controlling the target vehicle under the first control thread further comprises:

After modifying a specified stop of the target vehicle to be the next stop of the specified stop, if a passenger request for the specified stop is received, transmitting the passenger request to a vehicle which runs on the same route and does not reach the specified stop; or after waiting for the target vehicle to return to the default berth, sending the passenger request to the target vehicle.

25. The method of claim 22, wherein controlling the target vehicle under the first control thread further comprises:

generating an instruction for selecting a next station after the target vehicle arrives at a specified stop, wherein the instruction designates the next station as the next station of the specified stop;

And issuing the instruction to the target vehicle.

26. The method of claim 22, wherein controlling the target vehicle under the first control thread further comprises:

and after the target vehicle arrives at the appointed stop, if none of the continuously preset stops send a passenger request to the target vehicle, sending a return notification to the target vehicle after the target vehicle arrives at the end of the route.

27. The method of claim 1, wherein controlling the target vehicle under the first control thread further comprises:

28. The method of claim 27, wherein controlling the target vehicle under the first control thread further comprises:

Receiving electric quantity information sent after the target vehicle returns to the default berth each time;

and if the power consumption is lower than the second power consumption threshold, sending an end notification to the target vehicle.

29. The method of claim 27, wherein controlling the target vehicle under the first control thread further comprises:

acquiring electric quantity information of the target vehicle before sending an instruction for selecting a next station to the target vehicle each time;

and if the power consumption is lower than the second power consumption threshold, sending a return notification to the target vehicle after the target vehicle is stopped, and sending an end notification to the target vehicle after the target vehicle returns to the default berth.

30. The method of claim 1, wherein controlling the target vehicle under the first control thread further comprises:

31. The method of claim 1, wherein controlling the target vehicle under the first control thread further comprises:

judging whether the moment of returning the target vehicle to the default berth every time is in the working time period of the first working mode or not;

and if the vehicle is not in the working time period, sending an end notification to the target vehicle.

32. The method of claim 22, wherein controlling the target vehicle under the first control thread further comprises:

judging whether the current moment is in the working time period of the first working mode or not before generating an instruction for selecting the next station each time;

And if the vehicle is not in the working time period, after the target vehicle runs for a preset station, sending a return notification to the target vehicle, and after the target vehicle returns to the default berth, sending an end notification to the target vehicle.

33. The method of claim 1, wherein controlling the target vehicle under the first control thread further comprises:

Acquiring a vehicle door state of the target vehicle at the initial position;

Judging whether the time length based on the opening of the vehicle door is less than or equal to the preset time length or not based on the opening state of the vehicle door and the receiving of the passenger request;

If the passenger request is smaller than or equal to the preset duration, the passenger request is sent to the target vehicle; otherwise, a door closing instruction is sent to the target vehicle.

34. The method of claim 23, wherein controlling the target vehicle under the first control thread further comprises:

And before the target vehicle reaches a specified stop, if a passenger request for the specified stop is not received and the target vehicle is detected to be changing lanes, setting the door of the target vehicle to be manually opened.

35. A vehicle dispatching device, characterized in that the vehicle dispatching device dispatches at least one vehicle, and opens a corresponding vehicle control thread for each dispatched vehicle; the device comprises:

the vehicle dispatching system comprises an acquisition module, a dispatching module and a dispatching module, wherein the acquisition module is used for acquiring vehicle dispatching configuration information, the vehicle dispatching configuration information comprises a vehicle identifier and a first working mode, and the first working mode is an automatic mode; the automatic mode is one of a first bus mode, a vehicle-restraining mode and a second bus mode; the first bus mode is a stop-on-demand mode, and the second bus mode is an on-demand scheduling mode;

The control module is used for associating the first vehicle control thread with the vehicle identifier and controlling the target vehicle under the first vehicle control thread;

The control module controlling the target vehicle under the first vehicle control thread comprises:

acquiring an initial position of the target vehicle;

judging whether the initial position is the default berth or not;

issuing the instruction to the target vehicle;

acquiring an initial position of the target vehicle;

waiting for a vehicle order based on the initial position as the default berth;

acquiring an initial position of the target vehicle;

36. An electronic device, comprising: a processor and a memory;

The processor is adapted to perform the steps of the method according to any one of claims 1 to 34 by invoking a program or instruction stored in the memory.

37. A non-transitory computer readable storage medium storing a program or instructions that cause a computer to perform the steps of the method of any one of claims 1 to 34.