Slope parking control method, device and equipment

Abstract

The disclosure provides a ramp parking control method, device and equipment, relates to the field of artificial intelligence technology, in particular to the field of automatic driving. A specific embodiment of the method comprises: in response to meeting a parking control entry condition, calculating a speed at which braking starts based on a road slope and a current acceleration; in response to the current vehicle speed being not greater than the speed at which braking starts, calculating a parking acceleration change rate based on the current vehicle speed and the current acceleration; calculating a first expected acceleration according to the parking acceleration change rate, and controlling the vehicle to park based on the first expected acceleration. The embodiment is compatible with parking stability and parking accuracy.

Description

Technical Field

[0001] This disclosure relates to the field of artificial intelligence technology, specifically to the field of autonomous driving technology. Background Technology

[0002] Autonomous vehicles, also known as driverless vehicles, computer-driven vehicles, or wheeled mobile robots, are intelligent vehicles that achieve driverless operation through computer systems. Autonomous vehicles rely on the collaborative efforts of artificial intelligence, computer vision, radar, monitoring devices, and global positioning systems to enable computers to automatically and safely operate motor vehicles without any active human intervention.

[0003] Existing parking control methods for autonomous vehicles typically issue a certain acceleration value based on the parking distance and actual vehicle speed, and maintain a fixed acceleration value after the vehicle stops. Summary of the Invention

[0004] This disclosure provides a method, apparatus, device, storage medium, and program product for controlling ramp parking.

[0005] In a first aspect, embodiments of this disclosure propose a ramp parking control method, comprising: in response to meeting parking control entry conditions, calculating the speed at the start of braking based on road slope and current acceleration; in response to the current vehicle speed not being greater than the speed at the start of braking, calculating the parking acceleration change rate based on the current vehicle speed and current acceleration; in response to meeting rollback conditions, calculating a first desired acceleration based on the parking acceleration change rate; and controlling the vehicle to stop based on the first desired acceleration.

[0006] Secondly, embodiments of this disclosure provide a ramp parking control device, comprising: a first calculation module configured to calculate, in response to meeting parking control entry conditions, the speed at which braking begins, based on the road slope and the current acceleration; a second calculation module configured to calculate, in response to the current vehicle speed not exceeding the speed at which braking begins, the parking acceleration change rate based on the current vehicle speed and the current acceleration; and a first control module configured to calculate a first desired acceleration based on the parking acceleration change rate, and to control the vehicle to stop based on the first desired acceleration.

[0007] Thirdly, embodiments of this disclosure provide an electronic device, including: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform a method as described in any implementation of the first aspect.

[0008] Fourthly, embodiments of this disclosure provide a non-transitory computer-readable storage medium storing computer instructions for causing a computer to perform a method as described in any implementation of the first aspect.

[0009] Fifthly, embodiments of this disclosure provide a computer program product, including a computer program that, when executed by a processor, implements the method as described in any of the implementations of the first aspect.

[0010] The ramp parking control method provided in this disclosure combines parking stability and parking accuracy. By calculating the optimal timing for entering parking control, it avoids braking too late in ramp scenarios, which could lead to insufficient braking force and vehicle rollback. Simultaneously, it also avoids braking too early in flat or gentle slope scenarios, which could result in low parking accuracy.

[0011] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of this disclosure, nor is it intended to limit the scope of this disclosure. Other features of this disclosure will become readily apparent from the following description. Attached Figure Description

[0012] Other features, objects, and advantages of this disclosure will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings. The drawings are provided for a better understanding of the invention and are not intended to limit the scope of this disclosure. Wherein:

[0013] Figure 1 This is a general framework diagram for autonomous driving systems;

[0014] Figure 2 This is a flowchart of one embodiment of the ramp parking control method according to the present disclosure;

[0015] Figure 3 This is a flowchart of yet another embodiment of the ramp parking control method according to the present disclosure;

[0016] Figure 4 This is a flowchart of another embodiment of the ramp parking control method according to the present disclosure;

[0017] Figure 5 This is a schematic diagram of a structure of an embodiment of the ramp parking control device according to the present disclosure;

[0018] Figure 6 This is a block diagram of an electronic device used to implement the ramp parking control method of the present disclosure embodiments. Detailed Implementation

[0019] The exemplary embodiments of this disclosure are described below with reference to the accompanying drawings, including various details of the embodiments to aid understanding, and should be considered merely exemplary. Therefore, those skilled in the art will recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of this disclosure. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0020] It should be noted that, unless otherwise specified, the embodiments and features described in this disclosure can be combined with each other. This disclosure will now be described in detail with reference to the accompanying drawings and embodiments.

[0021] Figure 1 A general framework diagram of an autonomous driving system is shown. The user interacts with the autonomous driving system through a human-machine interface. A high-precision map 101 provides information such as road geometry, road signs, and traffic lights. Positioning 102 provides accurate geographical location and attitude information for the autonomous vehicle. Perception 103 acquires real-time information such as the position and speed of other traffic participants (e.g., pedestrians, other vehicles) within a certain range of the autonomous vehicle 109. Global planning 105 provides an optimal global path from the starting point to the destination. Prediction 106 predicts the future trajectories and trends of other traffic participants based on the information provided by the high-precision map 101, positioning 102, and perception 103. Real-time planning 107 plans the current optimal driving trajectory in real-time based on the information provided by global planning 105 and real-time planning 106. Control 108 calculates the current optimal steering wheel angle, braking, and throttle opening control commands for the autonomous vehicle 109 based on the information provided by real-time planning 107 and information fed back from the vehicle chassis of the autonomous vehicle 109, and issues them to the autonomous vehicle 109.

[0022] Control 108 is generally divided into lateral control and longitudinal control. Lateral control refers to controlling the steering wheel to keep the lateral position and heading of the autonomous vehicle 109 consistent with the trajectory planned in real-time 107. Longitudinal control involves calculating reasonable braking and throttle openings or acceleration to control the longitudinal position and speed of the autonomous vehicle 109, tracking the longitudinal position and speed planned in real-time 107.

[0023] Continue to refer to Figure 2 The diagram illustrates a flow 200 of an embodiment of a ramp parking control method according to the present disclosure. The ramp parking control method includes the following steps:

[0024] Step 201: In response to the satisfaction of the parking control entry conditions, calculate the speed at which braking begins based on the road slope and the current acceleration.

[0025] In this embodiment, the executing entity of the ramp parking control method can determine whether the stop control entry conditions are currently met. If the stop control entry conditions are met, the speed at which braking begins is calculated based on the road slope and the current acceleration; if the stop control entry conditions are not met, the vehicle continues to move. The vehicle can be a vehicle providing autonomous driving capabilities, such as an autonomous driving vehicle.

[0026] Here, the parking control entry condition can be a pre-set condition for entering parking control. For example, the parking control entry condition may include: a first condition. The first condition may include: the remaining trajectory distance is less than a first preset distance threshold len. in_stop The current vehicle speed is less than the third preset vehicle speed threshold v cur,in The planned final speed is less than the first preset speed threshold v. end,in The remaining trajectory distance represents the distance from the vehicle's current position to the desired parking position. The planned endpoint speed refers to the speed at the last point of the planned trajectory. When all three conditions are met, it indicates that the autonomous vehicle is traveling at a low speed near the planned endpoint and can enter the parking control strategy. To avoid repeated entry and exit from parking control, a counting process can be added in the engineering implementation. For example, the parking control entry conditions may also include: counting the number of times the first condition is met. in_stop The first preset threshold number of times has been reached. Specifically, if the previous state was not parking control, the count will be reset if the first condition is met. in_stop Increment by 1; if the first condition is not met in the middle, then set count. in_stop The value equals 0; after the number of times the first condition is met consecutively reaches the first preset threshold, the parking control state is entered, and the count is simultaneously set to 0. in_stop It equals 0.

[0027] Here, the initial braking speed can be considered the speed at which you prepare to stop. That is, when the vehicle speed equals the initial braking speed, the braking opportunity has arrived, and you begin applying the brakes to prepare to stop. Typically, the initial braking speed is calculated based on the road gradient and the current acceleration. The greater the road gradient, the greater the initial braking speed to avoid braking too late and causing the vehicle to roll backward; the smaller the road gradient, the lower the initial braking speed to avoid braking too early and stopping prematurely.

[0028] Step 202: In response to the current vehicle speed not being greater than the speed at which braking began, calculate the rate of change of stopping acceleration based on the current vehicle speed and the current acceleration.

[0029] In this embodiment, the aforementioned execution entity can determine whether the current vehicle speed is greater than the speed at which braking begins. If the current vehicle speed is not greater than the speed at which braking begins, the rate of change of stopping acceleration is calculated based on the current vehicle speed and the current acceleration; if the current vehicle speed is greater than the speed at which braking begins, the vehicle continues to be controlled.

[0030] Here, the vehicle's current speed and current acceleration are obtained based on positioning and vehicle chassis feedback, and the parking acceleration change rate is calculated based on the assumption that the rate of change of acceleration remains constant.

[0031] Step 203: Calculate the first desired acceleration based on the rate of change of parking acceleration, and control the vehicle to stop based on the first desired acceleration.

[0032] In this embodiment, the aforementioned execution entity can calculate a first desired acceleration based on the rate of change of parking acceleration, and control the vehicle to stop based on the first desired acceleration.

[0033] The ramp parking control method provided in this disclosure combines parking stability and parking accuracy. By calculating the optimal timing for entering parking control, it avoids braking too late in ramp scenarios, which could lead to insufficient braking force and vehicle rollback. Simultaneously, it also avoids braking too early in flat or gentle slope scenarios, which could result in low parking accuracy.

[0034] Further reference Figure 3 This illustrates a flow 300 of another embodiment of the ramp parking control method according to the present disclosure. The ramp parking control method includes the following steps:

[0035] Step 301: Determine whether the conditions for entering the parking control system are met.

[0036] In this embodiment, the entity executing the ramp parking control method can determine whether the stop control entry conditions are currently met. If the parking control entry conditions are met, step 302 is executed; if the parking control entry conditions are not met, step 308 is executed.

[0037] Step 302: Calculate the speed at which braking begins, based on the road gradient and the current acceleration.

[0038] In this embodiment, if the conditions for entering parking control are met, the aforementioned execution entity can calculate the speed at which braking begins based on the road slope and the current acceleration.

[0039] Step 303: Determine whether the current vehicle speed is greater than the speed at which braking began.

[0040] In this embodiment, the executing entity can determine whether the current vehicle speed is greater than the speed at which braking begins. If the current vehicle speed is not greater than the speed at which braking begins, step 304 is executed; if the current vehicle speed is greater than the speed at which braking begins, step 308 is executed.

[0041] Step 304: Calculate the rate of change of stopping acceleration based on the current vehicle speed and current acceleration.

[0042] In this embodiment, when the current vehicle speed is not greater than the speed at which braking begins, the aforementioned execution entity can calculate the rate of change of stopping acceleration based on the current vehicle speed and the current acceleration.

[0043] Step 305: Determine whether the conditions for vehicle rollover are met.

[0044] In this embodiment, the aforementioned execution entity can determine whether the conditions for vehicle slippage are met. If the conditions for vehicle slippage are met, step 306 is executed; if the conditions for vehicle slippage are not met, step 307 is executed.

[0045] Here, the presence or absence of slippage can be determined based on the gear, road gradient, speed, and remaining track distance. Furthermore, slippage can be categorized as forward slippage or backward slippage. Therefore, slippage conditions can include either forward slippage conditions or backward slippage conditions.

[0046] Conditions for forward rollback can include: a road gradient less than a first preset gradient threshold, a current vehicle speed less than a second preset speed threshold and the vehicle being braked, a rollback amplitude greater than a preset rollback amplitude threshold, and a first preset gradient threshold less than 0. For example, first, the road gradient pitch fed back by the onboard IMU (Inertial Measurement Unit) is used to determine if it's a downhill slope. Here, pitch < ε indicates a downhill slope, and ε is the first preset gradient threshold, a very small gradient value, empirically -0.01 rad. If it's a downhill slope, further determination is made regarding whether forward rollback will occur. When the current vehicle speed v0 is less than α and the vehicle is constantly braked, the change in the remaining trajectory distance dis... slip If the speed exceeds β, it is considered to be rolling backward; otherwise, there is no rolling backward. Here, α is the second preset speed threshold, which is a very small speed value, with an empirical value of 0.1 m / s, and β is the preset rolling backward amplitude threshold, with an empirical value of 0.1 m.

[0047] The conditions for backward rolling can include: if the current gear is drive, the current vehicle speed is less than the negative of a preset rolling speed threshold; if the current gear is reverse, the current vehicle speed is greater than the preset rolling speed threshold. For example, determining if the current gear is drive: If it is drive, determine if the current vehicle speed v0 is less than -γ. If v0 < -γ, the vehicle is considered to be rolling backward; otherwise, it is not rolling backward. If it is reverse, determine if the current vehicle speed v0 is greater than γ. If v0 > γ, the vehicle is considered to be rolling backward; otherwise, it is not rolling backward. Here, γ is the preset rolling speed threshold, with an empirical value of 0.1 m / s.

[0048] Step 306: Based on the current vehicle speed and the degree of vehicle rollback, recalculate the rate of change of stopping acceleration.

[0049] In this embodiment, when the rolling condition is met, the aforementioned execution entity can recalculate the rate of change of parking acceleration based on the current vehicle speed and the rolling amplitude. Here, since the rolling condition is met, it means that the vehicle has begun to roll, and the current speed is the rolling speed. By interpolating the rolling speed and the rolling amplitude, the rate of change of parking acceleration can be obtained.

[0050] Step 307: Calculate the first desired acceleration based on the latest rate of change of parking acceleration, and control the vehicle to stop based on the first desired acceleration.

[0051] In this embodiment, the aforementioned execution entity can calculate the first desired acceleration based on the latest rate of change of parking acceleration, and control the vehicle to stop based on the first desired acceleration.

[0052] Here, if the rolling condition is met, the parking acceleration calculated in step 306 is the latest parking acceleration; if the rolling condition is not met, the parking acceleration calculated in step 304 is the latest parking acceleration.

[0053] Step 308: Output the second desired acceleration calculated by the upper-level controller, and control the vehicle's movement based on the second desired acceleration.

[0054] In this embodiment, if the parking control entry conditions are not met or the current vehicle speed is greater than the speed at which braking begins, the aforementioned execution entity can output a second desired acceleration calculated by the upper-level controller, and control the vehicle's movement based on this second desired acceleration. The second desired acceleration can be the desired acceleration calculated by the upper-level controller based on the speed error, longitudinal displacement error, and acceleration error between the vehicle's trajectory and the planned trajectory. The control algorithm used by the upper-level controller can include, but is not limited to, MPC (Model Predictive Control), LQR (linear quadratic regulator), and cascaded PID (Proportional Integral Differential) algorithms.

[0055] Furthermore, after parking, if the parking control exit conditions are met, the aforementioned execution entity can also output the second desired acceleration calculated by the upper-level controller, and control the vehicle's movement based on the second desired acceleration.

[0056] Here, the parking control exit condition can be a pre-set condition for exiting parking control. For example, the parking control exit condition may include a second condition. The second condition may include at least one of the following: the remaining trajectory distance is greater than a second preset distance threshold len. out_stop The current vehicle speed is greater than the fourth preset vehicle speed threshold v cur,out The planned final speed is greater than the second preset speed threshold v. end,out Among them, the first preset distance threshold len in_stop (e.g. len) in_stop =1m) is less than the second preset distance threshold len out_stop (e.g. len) out_stop =2m), the third preset vehicle speed threshold v cur,in (e.g. v) cur,in =1m / s) is greater than the fourth preset vehicle speed threshold v cur,out (e.g. v) cur,out =0.5m / s), first preset velocity threshold v end,in (e.g. v) end,in =0.1m / s) is less than the second preset velocity threshold v end,out (e.g. v) end,out =0.2m / s).

[0057] If any of the above three conditions are met, it indicates that the autonomous vehicle has resumed driving after entering parking control and can exit the parking control strategy. To avoid repeated entry and exit from parking control, a counting process can be added to the engineering implementation. For example, the parking control exit condition can also include: counting the number of times the second condition is met. out_stopThe second preset threshold number of times has been reached. Specifically, if the previous state was parking control, and the second condition is met, the count will be incremented. out_stop Increment by 1; if the second condition is not met in the middle, then set count. out_stop The value equals 0; after the second condition is met consecutively to reach the second preset threshold number of times, the parking control state is exited, and the count is set to 0. out_stop It equals 0.

[0058] The ramp parking control method provided in this disclosure offers parking control solutions for various situations, making its application scenarios more extensive.

[0059] Further reference Figure 4 The diagram illustrates a flow 400 of another embodiment of the ramp parking control method according to the present disclosure. This ramp parking control method includes the following steps:

[0060] Step 401: In response to meeting the parking control entry conditions, calculate the parking acceleration based on the road slope and gravitational acceleration.

[0061] In this embodiment, the executing entity of the ramp parking control method can determine whether the current stop control entry conditions are met. If the stop control entry conditions are met, the parking acceleration is calculated based on the road slope and gravitational acceleration; if the stop control entry conditions are not met, the vehicle continues to move. The vehicle can be a vehicle providing autonomous driving capabilities, such as an autonomous driving vehicle.

[0062] Here, to prevent the vehicle from rolling backward when parked, it's necessary to counteract the slope acceleration. Furthermore, in uphill scenarios, the effect of gravity shifts between service braking and parking braking, which can lead to delayed engagement of parking control and potential vehicle rollback. To address this issue, parking acceleration needs to be differentiated between uphill and downhill slopes. The calculation formula is as follows:

[0063]

[0064] Among them, a t is the parking acceleration, pitch is the road slope (greater than 0 when going uphill, less than 0 when going downhill), g is the gravitational acceleration, and abs() represents the absolute value function.

[0065] It should be understood that the effect of uphill gravity on braking and stopping involves a conversion: when a vehicle is decelerating uphill, uphill gravity assists in providing braking force; however, when stopping, the uphill gravity must be overcome. For example, assuming an uphill slope of 8 degrees, the desired braking speed is -0.3 m / s². 2 The acceleration provides deceleration to a stop, and the acceleration provided by the slope is approximately -G*sin(8)=-1.36m / s². 2Therefore, in order to ensure a speed of -0.3m / s 2 The acceleration and deceleration require a further acceleration of -1.06 m / s². 2 The throttle opening. Then, when the vehicle stops, to prevent it from rolling backwards, the throttle opening needs to be at least -1.36 m / s. 2 The braking opening is crucial. Therefore, in uphill scenarios, there is a switching between service braking and parking braking before and after the vehicle comes to a stop. At this time, if braking and deceleration are not initiated in advance, the vehicle may roll backward due to insufficient braking force when it comes to a stop.

[0066] Step 402: Calculate the preset rate of change of acceleration based on the road slope interpolation.

[0067] In this embodiment, the aforementioned execution entity can calculate the preset rate of change of acceleration based on road slope interpolation. The calculation formula is as follows:

[0068] jerk0=intrepolation_1d(pitch);

[0069] Where jerk0 is the preset rate of change of acceleration, pitch is the road slope, and intrepolation_1d() represents a one-dimensional interpolation function.

[0070] Step 403: Calculate the speed at the start of braking based on the parking acceleration, the preset rate of change of acceleration, and the current acceleration.

[0071] In this embodiment, the aforementioned execution entity can calculate the speed at the start of braking based on the parking acceleration, the preset rate of change of acceleration, and the current acceleration.

[0072] Here, based on the assumption that the rate of change of acceleration remains constant, the acceleration required for preparing to stop is calculated. The calculation formula is as follows:

[0073]

[0074] Among them, v k a is the speed at which braking begins. t For the acceleration during parking, a k Let v be the current acceleration, jerk0 be the preset rate of change of acceleration, sign() be the sign function, and abs() be the absolute value function. In practical applications, to avoid division by zero, v is required to be... k ≥0.1m / s.

[0075] To make it easier to understand, two examples are provided below:

[0076] First, assuming pitch = 0.1 rad (an uphill slope of approximately 6 degrees), the preset rate of change of acceleration jerk0 = -1.5 m / s².3 Current acceleration a k = -1.0m / s 2 Then the initial braking speed v k =-(1.96) 2 -1.0 2 ) / (2*(-1.5))+0.1=1.0m / s, which means that the vehicle needs to enter the parking control when the speed is equal to 1.0m / s.

[0077] Secondly, assuming pitch = 0.0 rad (flat ground with a slope of approximately 0 degrees), the preset rate of change of acceleration jerk0 = -1.0 m / s². 3 Current acceleration a k = -0.5m / s 2 Then the initial braking speed v k =(0-0.5) 2 ) / (2*(-1.0))+0.1=-0.025m / s. Since v is required... k ≥0.1m / s, therefore v k =0.1m / s means that parking control only needs to be initiated when the vehicle speed is 0.1m / s.

[0078] As can be seen from the two examples above, when the slope is steep, it is necessary to initiate parking control earlier to avoid the vehicle rolling backward due to insufficient braking; when the slope is gentle, it is necessary to delay initiating parking control to avoid premature braking. This solves the problem of the conversion between driving braking and parking braking caused by gravity on an uphill slope.

[0079] Step 404: In response to the current vehicle speed not being greater than the speed at which braking begins, determine whether the current vehicle speed is greater than a first preset vehicle speed threshold.

[0080] In this embodiment, the executing entity can determine whether the current vehicle speed is greater than the speed at which braking begins. If the current vehicle speed is greater than the speed at which braking begins, the vehicle continues to be controlled; if the current vehicle speed is not greater than the speed at which braking begins, it determines whether the current vehicle speed is greater than a first preset vehicle speed threshold (e.g., 0.1 m / s). If the current vehicle speed is greater than the first preset vehicle speed threshold, step 405a is executed; if the current vehicle speed is not greater than the first preset vehicle speed threshold, step 405b is executed.

[0081] Step 405a: Calculate the rate of change of parking acceleration based on parking acceleration, current acceleration, and current vehicle speed.

[0082] In this embodiment, if the current vehicle speed is greater than a first preset vehicle speed threshold, the aforementioned execution entity can calculate the rate of change of stopping acceleration based on the stopping acceleration, current acceleration, and current vehicle speed. The calculation formula is as follows:

[0083]

[0084] Among them, jerk stop Let a be the rate of change of acceleration during parking. t For the acceleration during parking, a k v0 represents the current acceleration, and v0 represents the current vehicle speed.

[0085] Step 405b: Use the preset value as the rate of change of parking acceleration.

[0086] In this embodiment, if the current vehicle speed is not greater than the first preset vehicle speed threshold, the aforementioned execution entity can use the preset value as the rate of change of parking acceleration.

[0087] Typically, when the current vehicle speed v0 is not greater than a first preset vehicle speed threshold, the rate of change of stopping acceleration is set to... in, Generally, a relatively small value is chosen; an empirical value could be -1.0 m / s. 3 Continue to press the brake pedal down another 30%. This helps prevent the brakes from weakening and causing the car to roll back during parking, as factors such as unstable cylinder pressure can reduce braking force. It's important to note that this 30% increase is relative to the stopping acceleration 'a'. t In other words, it means continuously braking downwards until 1.3*a t 30% is based on experience.

[0088] Here, to ensure that there is no action of releasing the brake pedal, jerk is required to... stop ≤0m / s 3 This ensures the monotonicity of acceleration and solves the problem of jerking sensation caused by repeatedly pressing and releasing the brake pedal during parking.

[0089] Step 406: In response to the condition of vehicle rollover being met, recalculate the rate of change of stopping acceleration based on the current vehicle speed and the magnitude of rollover.

[0090] In this embodiment, the aforementioned execution entity can determine whether the rolling back condition is met. If the rolling back condition is met, the rate of change of stopping acceleration is recalculated based on the current vehicle speed and the rolling back magnitude; if the rolling back condition is not met, step 407 is executed.

[0091] Here, the rate of change of stopping acceleration can be obtained by interpolating the rollover speed and rollover amplitude. The calculation formula is as follows:

[0092] When the car is rolling backward: jerk antislip =-intrepolation_1d(abs(v0));

[0093] When the car was rolling backward, jerk antislip=-intrepolation_1d(abs(dis slip )).

[0094] Among them, jerk antislip Here, v0 is the rate of change of acceleration during parking, v0 is the current vehicle speed, also known as the coasting speed, and dis is the rate of change of acceleration during parking. slip This refers to the degree of slippage.

[0095] Here, the interpolation relationship must satisfy the condition that the larger the absolute values ​​of the coasting speed and coasting amplitude, the greater the jerk... antislip The larger the absolute value, the greater the value.

[0096] Step 407: Calculate the first desired acceleration based on the latest rate of change of parking acceleration, and control the vehicle to stop based on the first desired acceleration.

[0097] In this embodiment, the aforementioned execution entity can calculate the first desired acceleration based on the latest rate of change of parking acceleration, and control the vehicle to stop based on the first desired acceleration.

[0098] Here, if the rollback condition is met, the stopping acceleration calculated in step 406 is the latest stopping acceleration; if the rollback condition is not met, the stopping acceleration calculated in steps 405a and 405b is the latest stopping acceleration. The calculation formula is as follows:

[0099] a stop =jerk*T s +a previous ;

[0100] Among them, a stop For the first expected acceleration, T s To control the cycle, a previous Let be the expected acceleration from the previous cycle. jerk is the rate of change of stopping acceleration, equal to jerk. antislip Or jerk stop .

[0101] It should be noted that for vehicles with an acceleration interface, the output 'a' is directly applied. stop This allows for vehicle parking control; for other interface models (such as pedal opening), a calibration table is required to adjust the settings for a. stop Convert the input to the corresponding interface (such as pedal opening).

[0102] The ramp parking control method provided in this disclosure distinguishes between uphill and downhill parking acceleration, effectively solving the parking accuracy and rollback problems caused by the timing of parking control switching during parking deceleration. Furthermore, parking control is based on the assumption of a constant rate of acceleration change, while constraining the rate of acceleration change to no greater than 0, ensuring the monotonicity of acceleration during parking deceleration. This avoids situations where the brake pedal is released during parking deceleration, resolving issues such as sudden braking and jerking caused by non-monotonic acceleration.

[0103] Further reference Figure 5 As an implementation of the methods shown in the above figures, this disclosure provides an embodiment of a ramp parking control device, which is similar to... Figure 2 Corresponding to the method embodiments shown, this device can be specifically applied to various electronic devices.

[0104] like Figure 5 As shown, the ramp parking control device 500 of this embodiment may include: a first calculation module 501, a second calculation module 502, a third calculation module 503, and a first control module 504. The first calculation module 501 is configured to calculate the initial braking speed based on the road slope and current acceleration in response to meeting the parking control entry conditions; the second calculation module 502 is configured to calculate the parking acceleration change rate based on the current vehicle speed and current acceleration in response to the current vehicle speed not exceeding the initial braking speed; and the first control module 503 is configured to calculate a first desired acceleration based on the latest parking acceleration change rate, and control the vehicle to stop based on the first desired acceleration.

[0105] In this embodiment, the specific processing of the first calculation module 501, the second calculation module 502, and the first control module 503 in the ramp parking control device 500, and the resulting technical effects, can be found in the following references: Figure 2 The relevant descriptions of steps 201-203 in the corresponding embodiments will not be repeated here.

[0106] In some optional implementations of this embodiment, the first calculation module 501 is further configured to: calculate the parking acceleration based on the road slope and gravitational acceleration, wherein the road slope is greater than 0 when going uphill and not greater than 0 when going downhill; calculate the preset acceleration change rate based on the road slope interpolation; and calculate the speed at the start of braking based on the parking acceleration, the preset acceleration change rate and the current acceleration.

[0107] In some optional implementations of this embodiment, the second calculation module 502 is further configured to: if the current vehicle speed is greater than the first preset vehicle speed threshold, calculate the rate of change of parking acceleration based on parking acceleration, current acceleration and current vehicle speed; if the current vehicle speed is not greater than the first preset vehicle speed threshold, use the preset value as the rate of change of parking acceleration.

[0108] In some optional implementations of this embodiment, the ramp parking control device 500 further includes a third calculation module configured to recalculate the rate of change of parking acceleration based on the current vehicle speed and the magnitude of the rollover in response to the satisfaction of the rollover condition.

[0109] In some optional implementations of this embodiment, the rollaway conditions include forward rollaway conditions or backward rollaway conditions. Forward rollaway conditions include: the road gradient is less than a first preset gradient threshold, the current vehicle speed is less than a second preset vehicle speed threshold and the vehicle is in a braking state, the rollaway amplitude is greater than a preset rollaway amplitude threshold, and the first preset gradient threshold is less than 0. Reverse rollaway conditions include: if the current gear is forward, the current vehicle speed is less than the negative of a preset rollaway speed threshold; if the current gear is reverse, the current vehicle speed is greater than a preset rollaway speed threshold.

[0110] In some optional implementations of this embodiment, the parking control entry conditions include: a first condition, which includes: the remaining trajectory distance is less than a first preset distance threshold, the current vehicle speed is less than a third preset vehicle speed threshold, and the planned end point speed is less than a first preset speed threshold.

[0111] In some optional implementations of this embodiment, the parking control entry condition further includes: satisfying a first condition count reaching a first preset number of thresholds.

[0112] In some optional implementations of this embodiment, the ramp parking control device 500 further includes: a second control module configured to, in response to the satisfaction of the parking control exit condition or the current vehicle speed being greater than the speed at which braking begins, output a second desired acceleration calculated by the upper-level controller, and control the vehicle's movement based on the second desired acceleration, wherein the second desired acceleration is calculated based on the speed error, longitudinal displacement error, and acceleration error between the vehicle trajectory and the planned trajectory.

[0113] In some optional implementations of this embodiment, the parking control exit condition includes a second condition, which includes at least one of the following: the remaining trajectory distance is greater than a second preset distance threshold, the current vehicle speed is greater than a fourth preset vehicle speed threshold, the planned end point speed is greater than a second preset speed threshold, the first preset distance threshold is less than the second preset distance threshold, the third preset vehicle speed threshold is greater than the fourth preset vehicle speed threshold, and the first preset speed threshold is less than the second preset speed threshold.

[0114] In some optional implementations of this embodiment, the parking control exit condition further includes: satisfying the second condition count to reach a second preset number of times threshold.

[0115] It should be noted that since the technical solution disclosed herein is parking control, the acceleration in the above embodiments is usually negative.

[0116] The collection, storage, use, processing, transmission, provision, and disclosure of user personal information involved in the technical solution disclosed herein comply with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0117] According to embodiments of this disclosure, this disclosure also provides an electronic device, a readable storage medium, and a computer program product.

[0118] Figure 6 A schematic block diagram of an example electronic device 600 that can be used to implement embodiments of the present disclosure is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the present disclosure described and / or claimed herein.

[0119] like Figure 6 As shown, device 600 includes a computing unit 601, which can perform various appropriate actions and processes based on a computer program stored in read-only memory (ROM) 602 or a computer program loaded from storage unit 608 into random access memory (RAM) 603. RAM 603 may also store various programs and data required for the operation of device 600. The computing unit 601, ROM 602, and RAM 603 are interconnected via bus 604. Input / output (I / O) interface 605 is also connected to bus 604.

[0120] Multiple components in device 600 are connected to I / O interface 605, including: input unit 606, such as keyboard, mouse, etc.; output unit 607, such as various types of monitors, speakers, etc.; storage unit 608, such as disk, optical disk, etc.; and communication unit 609, such as network card, modem, wireless transceiver, etc. Communication unit 609 allows device 600 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0121] The computing unit 601 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the computing unit 601 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. The computing unit 601 performs the various methods and processes described above, such as the ramp parking control method. For example, in some embodiments, the ramp parking control method may be implemented as a computer software program tangibly contained in a machine-readable medium, such as storage unit 608. In some embodiments, part or all of the computer program may be loaded and / or installed on device 600 via ROM 602 and / or communication unit 609. When the computer program is loaded into RAM 603 and executed by the computing unit 601, one or more steps of the ramp parking control method described above may be performed. Alternatively, in other embodiments, the computing unit 601 may be configured to perform the ramp parking control method by any other suitable means (e.g., by means of firmware).

[0122] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0123] The program code used to implement the methods of this disclosure may be written in any combination of one or more programming languages. This program code may be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing apparatus, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code may be executed entirely on a machine, partially on a machine, as a standalone software package partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0124] In the context of this disclosure, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0125] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device for displaying information to the user (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor); and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the computer. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0126] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as a data server), or computing systems that include middleware components (e.g., an application server), or computing systems that include frontend components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with embodiments of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., a communication network). Examples of communication networks include local area networks (LANs), wide area networks (WANs), and the Internet.

[0127] Computer systems can include clients and servers. Clients and servers are generally located far apart and typically interact via communication networks. Client-server relationships are created by computer programs running on the respective computers and having a client-server relationship with each other. Servers can be cloud servers, distributed system servers, or servers incorporating blockchain technology.

[0128] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this disclosure can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution provided in this disclosure can be achieved, and this is not limited herein.

[0129] The specific embodiments described above do not constitute a limitation on the scope of protection of this disclosure. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A method for controlling parking on a ramp, comprising: In response to meeting the parking control entry conditions, the speed at which braking begins is calculated based on the road gradient and the current acceleration; In response to the condition that the current vehicle speed is not greater than the speed at which braking began, the rate of change of stopping acceleration is calculated based on the current vehicle speed and the current acceleration; The first desired acceleration is calculated based on the rate of change of parking acceleration, and the vehicle is controlled to stop based on the first desired acceleration.

2. The method according to claim 1, wherein, The calculation of the initial braking speed based on road gradient and current acceleration includes: Based on the road slope and gravitational acceleration, the parking acceleration is calculated, wherein the road slope is greater than 0 when going uphill and not greater than 0 when going downhill. Calculate the preset rate of change of acceleration based on the road slope interpolation; The speed at the start of braking is calculated based on the parking acceleration, the preset rate of change of acceleration, and the current acceleration.

3. The method according to claim 2, wherein, The calculation of the rate of change of stopping acceleration based on the current vehicle speed and current acceleration includes: If the current vehicle speed is greater than a first preset vehicle speed threshold, the rate of change of the parking acceleration is calculated based on the parking acceleration, the current acceleration, and the current vehicle speed; If the current vehicle speed is not greater than the first preset vehicle speed threshold, the preset value is used as the rate of change of parking acceleration.

4. The method according to claim 1, wherein, Before calculating the first desired acceleration based on the rate of change of parking acceleration, the method further includes: In response to the condition of vehicle rollover being met, the rate of change of parking acceleration is recalculated based on the current vehicle speed and the rollover magnitude.

5. The method according to claim 4, wherein, The slippage conditions include forward slippage conditions or backward slippage conditions. The forward slippage conditions simultaneously satisfy: the road gradient is less than a first preset gradient threshold, the current vehicle speed is less than a second preset vehicle speed threshold and the vehicle is in a braking state, the slippage amplitude is greater than a preset slippage amplitude threshold and the first preset gradient threshold is less than 0. The conditions for the vehicle to roll backward include: if the current gear is forward, the current vehicle speed is less than the negative of a preset rolling speed threshold; if the current gear is reverse, the current vehicle speed is greater than a preset rolling speed threshold.

6. The method according to any one of claims 1-5, wherein, The parking control entry conditions include: a first condition, which simultaneously satisfies: the remaining trajectory distance is less than a first preset distance threshold, the current vehicle speed is less than a third preset vehicle speed threshold, and the planned end point speed is less than a first preset speed threshold.

7. The method according to claim 6, wherein, The parking control entry condition also includes: the count of satisfying the first condition reaches a first preset threshold number of times.

8. The method according to claim 6 or 7, wherein, The method further includes: In response to the satisfaction of the parking control exit condition or the current vehicle speed being greater than the speed at which braking begins, the upper-level controller outputs a second desired acceleration calculated by the upper-level controller, and controls the vehicle's movement based on the second desired acceleration, wherein the second desired acceleration is calculated based on the speed error, longitudinal displacement error, and acceleration error between the vehicle trajectory and the planned trajectory.

9. The method according to claim 8, wherein, The parking control exit condition includes a second condition, which includes at least one of the following: the remaining trajectory distance is greater than a second preset distance threshold, the current vehicle speed is greater than a fourth preset vehicle speed threshold, the planned end point speed is greater than a second preset speed threshold, the first preset distance threshold is less than the second preset distance threshold, the third preset vehicle speed threshold is greater than the fourth preset vehicle speed threshold, and the first preset speed threshold is less than the second preset speed threshold.

10. The method according to claim 9, wherein, The parking control exit condition also includes: the count of satisfying the second condition reaches a second preset threshold number of times.

11. A ramp parking control device, comprising: The first calculation module is configured to calculate the speed at which braking begins, based on the road gradient and the current acceleration, in response to the satisfaction of the parking control entry conditions. The second calculation module is configured to calculate the rate of change of stopping acceleration based on the current vehicle speed and the current acceleration, in response to the current vehicle speed not being greater than the speed at which braking begins. The first control module is configured to calculate a first desired acceleration based on the rate of change of the parking acceleration, and to control the vehicle to stop based on the first desired acceleration.

12. The apparatus according to claim 11, wherein, The first computing module is further configured to: Based on the road slope and gravitational acceleration, the parking acceleration is calculated, wherein the road slope is greater than 0 when going uphill and not greater than 0 when going downhill. Calculate the preset rate of change of acceleration based on the road slope interpolation; The speed at the start of braking is calculated based on the parking acceleration, the preset rate of change of acceleration, and the current acceleration.

13. The apparatus according to claim 12, wherein, The second computing module is further configured to: If the current vehicle speed is greater than a first preset vehicle speed threshold, the rate of change of the parking acceleration is calculated based on the parking acceleration, the current acceleration, and the current vehicle speed; If the current vehicle speed is not greater than the first preset vehicle speed threshold, the preset value is used as the rate of change of parking acceleration.

14. The apparatus according to claim 11, wherein, The device further includes: The third calculation module is configured to recalculate the rate of change of parking acceleration based on the current vehicle speed and the magnitude of the rollover, in response to the condition of the vehicle rolling over.

15. The apparatus according to claim 14, wherein, The slippage conditions include forward slippage conditions or backward slippage conditions. The forward slippage conditions simultaneously satisfy: the road gradient is less than a first preset gradient threshold, the current vehicle speed is less than a second preset vehicle speed threshold and the vehicle is in a braking state, the slippage amplitude is greater than a preset slippage amplitude threshold and the first preset gradient threshold is less than 0. The conditions for the vehicle to roll backward include: if the current gear is forward, the current vehicle speed is less than the negative of a preset rolling speed threshold; if the current gear is reverse, the current vehicle speed is greater than the preset rolling speed threshold.

16. The apparatus according to any one of claims 11-15, wherein, The parking control entry conditions include: a first condition, which simultaneously satisfies: the remaining trajectory distance is less than a first preset distance threshold, the current vehicle speed is less than a third preset vehicle speed threshold, and the planned end point speed is less than a first preset speed threshold.

17. The apparatus according to claim 16, wherein, The parking control entry condition also includes: the count of satisfying the first condition reaches a first preset threshold number of times.

18. The apparatus according to claim 16 or 17, wherein, The device further includes: The second control module is configured to, in response to the satisfaction of the parking control exit condition or the current vehicle speed being greater than the speed at which braking begins, output a second desired acceleration calculated by the upper-level controller, and control the vehicle's movement based on the second desired acceleration, wherein the second desired acceleration is calculated based on the speed error, longitudinal displacement error, and acceleration error between the vehicle trajectory and the planned trajectory.

19. The apparatus according to claim 18, wherein, The parking control exit condition includes a second condition, which includes at least one of the following: the remaining trajectory distance is greater than a second preset distance threshold, the current vehicle speed is greater than a fourth preset vehicle speed threshold, the planned end point speed is greater than a second preset speed threshold, the first preset distance threshold is less than the second preset distance threshold, the third preset vehicle speed threshold is greater than the fourth preset vehicle speed threshold, and the first preset speed threshold is less than the second preset speed threshold.

20. The apparatus according to claim 19, wherein, The parking control exit condition also includes: the count of satisfying the second condition reaches a second preset threshold number of times.

21. An electronic device, comprising: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores instructions executable by the at least one processor, which, when executed by the at least one processor, enables the at least one processor to perform the method of any one of claims 1-10.

22. A non-transitory computer-readable storage medium storing computer instructions for causing the computer to perform the method of any one of claims 1-10.

23. A computer program product comprising a computer program that, when executed by a processor, implements the method according to any one of claims 1-10.

Images