Parking control method, parking control device, electric vehicle, and storage medium

Abstract

This application discloses a parking control method, a parking control device, an electric vehicle, and a storage medium. The parking control method includes: determining whether the electric vehicle is in a parking start state, where the parking start state indicates that the drive motor of the electric vehicle is in a torque zero-crossing state; when it is determined that the electric vehicle is in a parking start state, acquiring a target acceleration of the electric vehicle, where the target acceleration is less than a preset zero-crossing acceleration, where the preset zero-crossing acceleration indicates an acceleration threshold that causes jerking in the drive motor during the parking start state; and controlling the electric vehicle to park based on the target acceleration. This method enables the electric vehicle to park based on the target acceleration when it is in a parking start state, avoiding jerking caused by rapid torque changes in the torque zero-crossing range, and increasing the parking stability of the electric vehicle during the APA process.

Description

Technical Field

[0001] This application belongs to the field of automatic parking technology, and particularly relates to a parking control method, a parking control device, an electric vehicle, and a storage medium. Background Technology

[0002] With the development of the electric vehicle industry, electric vehicles are increasingly involved in our daily lives and work, facing a wide variety of scenarios and needs. Intelligent services for electric vehicles are becoming an increasingly important highlight and selling point. Among them, Auto Parking Assistant (APA) is an intelligent function service designed to serve users.

[0003] The APA process refers to the process by which the electric vehicle's control system automatically controls the electric vehicle's steering, braking, power, gear shifting, and parking based on the parking space location information sensed by onboard sensors, so as to automatically park the electric vehicle in the parking space.

[0004] During APA (Automatic Parking Assist) operation, the drive motor propels the electric vehicle forward to the furthest trajectory position from the parking location (i.e., the parking trajectory replanning position), then drives the electric vehicle to reverse to the parking position. At the parking trajectory replanning position, the drive motor switches from positive torque to negative torque, resulting in a torque zero-crossing condition. However, if the torque change from positive to negative torque is too rapid, the torque zero-crossing can easily cause jerking, leading to poor parking stability of the electric vehicle during APA. Summary of the Invention

[0005] In view of the above, embodiments of this application provide a parking control method, a parking control device, an electric vehicle, and a storage medium to overcome or at least partially solve the problems of the prior art.

[0006] In a first aspect, embodiments of this application provide a parking control method, comprising: determining whether an electric vehicle is in a parking start state, wherein the parking start state is used to characterize that the drive motor of the electric vehicle is in a torque zero-crossing state; when it is determined that the electric vehicle is in a parking start state, acquiring a target acceleration of the electric vehicle, wherein the target acceleration is less than a preset zero-crossing acceleration, wherein the preset zero-crossing acceleration is used to characterize an acceleration threshold at which the drive motor produces a jerking motion in the parking start state; and controlling the electric vehicle to park according to the target acceleration.

[0007] In some optional embodiments, determining whether an electric vehicle is in a parking start-up state includes: obtaining parking information of the electric vehicle; and determining whether the electric vehicle is in a parking start-up state based on the parking information.

[0008] In some optional embodiments, the parking information is parking acceleration. Based on the parking information, it is determined whether the electric vehicle is in a parking start-up state, including: when the parking acceleration is less than or equal to a preset start-up acceleration threshold, the electric vehicle is determined to be in a parking start-up state; when the parking acceleration is greater than the preset start-up acceleration threshold, the electric vehicle is determined not to be in a parking start-up state.

[0009] In some optional embodiments, the parking information is the parking gear status. Based on the parking information, it is determined whether the electric vehicle is in a parking start state, including: when the parking gear status is a preset gear status, the electric vehicle is determined to be in a parking start state, the preset gear status is the parking gear status, the first gear switching status from forward gear to reverse gear, or the second gear switching status from reverse gear to forward gear; when the parking gear status is not a preset gear status, the electric vehicle is determined not to be in a parking start state.

[0010] In some optional embodiments, the parking information is the parking location. Based on the parking information, it is determined whether the electric vehicle is in a parking start-up state, including: when the parking location is a parking trajectory replanning location, it is determined that the electric vehicle is in a parking start-up state, and the parking trajectory replanning location is used to represent the intersection of multiple parking trajectories; when the parking location is not a parking trajectory replanning location, it is determined that the electric vehicle is not in a parking start-up state.

[0011] In some optional embodiments, after controlling the electric vehicle to park based on the target acceleration, the parking control method further includes: obtaining the current speed of the electric vehicle; when the current speed is greater than or equal to a preset speed threshold, determining a first target speed of the electric vehicle; and controlling the electric vehicle to park based on the first target speed.

[0012] In some optional embodiments, the parking control method further includes: when it is determined that the electric vehicle is not in a parking start state, determining a second target speed for the electric vehicle; and controlling the electric vehicle to park according to the second target speed.

[0013] Secondly, embodiments of this application provide a parking control device, including a state determination module, an acceleration acquisition module, and an acceleration parking control module. The state determination module is used to determine whether the electric vehicle is in a parking start-up state, whereby the parking start-up state indicates that the electric vehicle's drive motor is in a torque zero-crossing state. The acceleration acquisition module is used to acquire a target acceleration of the electric vehicle when it is determined that the electric vehicle is in a parking start-up state. The target acceleration is less than a preset zero-crossing acceleration, whereby the preset zero-crossing acceleration indicates an acceleration threshold that causes the drive motor to jerk in the parking start-up state. The acceleration parking control module is used to control the electric vehicle to park according to the target acceleration.

[0014] Thirdly, embodiments of this application provide an electric vehicle, including a memory; one or more processors coupled to the memory; and one or more application programs, wherein the one or more application programs are stored in the memory and configured to be executed by the one or more processors, and the one or more application programs are configured to perform the parking control method as provided in the first aspect above.

[0015] Fourthly, embodiments of this application provide a computer-readable storage medium storing program code, which can be called by a processor to execute the parking control method provided in the first aspect above.

[0016] Fifthly, embodiments of this application provide a computer program product that, when run on a computer device, causes an electric vehicle to perform the parking control method provided in the first aspect above.

[0017] The solution provided in this application determines whether the electric vehicle is in a parking start-up state. The parking start-up state is used to characterize that the electric vehicle's drive motor is in a torque zero-crossing state. When it is determined that the electric vehicle is in a parking start-up state, the target acceleration of the electric vehicle is obtained. The target acceleration is less than a preset zero-crossing acceleration, which is used to characterize the acceleration threshold that causes the drive motor to jerk in the parking start-up state. The solution then controls the electric vehicle to park based on the target acceleration. This achieves the goal of controlling the electric vehicle to park based on the target acceleration when it is in a parking start-up state. This avoids jerking caused by too rapid torque changes when the drive motor is in a torque zero-crossing state, and increases the parking stability of the electric vehicle during the APA process. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This illustration shows a scenario diagram of a parking control system provided in an embodiment of this application.

[0020] Figure 2 It shows Figure 1 The diagram shown is a functional block diagram of an electric vehicle in a parking control system.

[0021] Figure 3 A schematic flowchart of a parking control method provided in an embodiment of this application is shown.

[0022] Figure 4 This paper illustrates another flowchart of the parking control method provided in an embodiment of this application.

[0023] Figure 5 A structural block diagram of a parking control device provided in an embodiment of this application is shown.

[0024] Figure 6 A functional block diagram of an electric vehicle provided in an embodiment of this application is shown.

[0025] Figure 7 This application illustrates a computer-readable storage medium for storing or carrying program code that implements a parking control method according to an embodiment of the present application.

[0026] Figure 8 This application illustrates a computer program product for storing or carrying program code that implements the parking control method provided in the embodiments of this application. Detailed Implementation

[0027] To make the inventive objectives, features, and advantages of this application more apparent and understandable, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0028] It should be understood that, when used in this specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0029] It should also be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the scope of the application. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0030] It should also be further understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0031] As used in this specification and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrases "if determined" or "if [described condition or event] is detected" may be interpreted, depending on the context, as "once determined," "in response to determination," "once [described condition or event] is detected," or "in response to detection of [described condition or event]."

[0032] Furthermore, in the description of this application, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0033] Environmental and energy shortages have spurred the rapid development of electric vehicles. Facing diverse scenarios and demands, intelligent services are becoming an increasingly important highlight and selling point for electric vehicles. Among these, Auto Parking Assistant (APA) is an intelligent service designed to serve users.

[0034] The APA process refers to the process by which the electric vehicle's control system automatically controls the electric vehicle's steering, braking, power, gear shifting, and parking based on the parking space location information sensed by onboard sensors, so as to automatically park the electric vehicle in the parking space.

[0035] During APA (Automatic Parking Assist) operation, the drive motor propels the electric vehicle forward to the furthest trajectory position from the parking location (i.e., the parking trajectory replanning position), then drives the electric vehicle to reverse to the parking position. At the parking trajectory replanning position, the drive motor switches from positive torque to negative torque, resulting in a torque zero-crossing condition. However, if the torque change from positive to negative torque is too rapid, the torque zero-crossing can easily cause jerking, leading to poor parking stability of the electric vehicle during APA.

[0036] To address the aforementioned problems, the inventors, after extensive research, have proposed a parking control method, a parking control device, an electric vehicle, and a storage medium as provided in this application. The parking control method includes determining whether the electric vehicle is in a parking start state, where the parking start state indicates that the electric vehicle's drive motor is in a torque zero-crossing state. When it is determined that the electric vehicle is in a parking start state, a target acceleration of the electric vehicle is obtained. The target acceleration is less than a preset zero-crossing acceleration, which is used to characterize the acceleration threshold at which the drive motor will experience jerking during the parking start state. The method also controls the electric vehicle to park based on the target acceleration. This achieves parking control of the electric vehicle based on the target acceleration when it is in a parking start state, avoiding jerking caused by rapid torque changes when the drive motor is in a torque zero-crossing state, and increasing the parking stability of the electric vehicle during the APA process.

[0037] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0038] Please see Figure 1 This illustration shows an application scenario diagram of the parking control system provided in the embodiments of this application, which may include an electric vehicle 100. The electric vehicle 100 may include a frame 110, a parking controller 120, a brake controller 130, a power controller 140, and a drive motor 150. The parking controller 120, brake controller 130, power controller 140, and drive motor 150 may be mounted on the frame 110, and the frame 110 may provide mounting support for the parking controller 120, brake controller 130, power controller 140, and drive motor 150.

[0039] Electric vehicle 100 can be a pure electric vehicle (BEV), a hybrid electric vehicle (HEV), or a fuel cell electric vehicle (FCEV), etc. The type of electric vehicle 100 is not limited here and can be set according to actual needs.

[0040] The brake controller 130 is communicatively connected to the parking controller 120 and the power controller 140, and exchanges data with them. The power controller 140 is also communicatively connected to the drive motor 150, and exchanges data with it.

[0041] The parking controller 120 is used to send vehicle control commands to the brake controller 130; the brake controller 130 is used to receive the vehicle control commands sent by the parking controller 120, and send the corresponding torque request to the power controller 140 according to the received vehicle control commands; the power controller 140 is used to receive the torque request sent by the brake controller 130, and control the drive motor 150 to output the target torque according to the received torque request.

[0042] Among them, the vehicle control command can be a vehicle acceleration command or a vehicle deceleration command, etc.; the torque request can be a positive torque request corresponding to the vehicle acceleration command or a negative torque request corresponding to the vehicle deceleration command; the target torque can be the positive torque corresponding to the positive torque request or the negative torque corresponding to the negative torque request.

[0043] The drive motor 150 can be a DC motor, an AC asynchronous motor, a permanent magnet motor, or a switched reluctance motor, etc. The type of drive motor 150 is not limited here, and can be set according to actual needs.

[0044] As an example, drive motor 150 is a permanent magnet synchronous motor, which has a rotor and a stator. The rotor contains permanent magnets that generate a stable magnetic field, which rotates as the rotor rotates. The stator has windings that generate an excitation magnetic field when current flows through them. For example, when alternating current flows through the windings, they generate a rotating excitation magnetic field.

[0045] When a permanent magnet synchronous motor (PMSM) is operating, the stator rotates, driving the rotor to rotate (stator in front, rotor behind). The PMSM outputs positive torque, and the motor is in drive mode, causing the electric vehicle 100 to accelerate. When the stator stops rotating, the rotor, due to inertia, continues to rotate, driving the stator to rotate. The rotor's rotation gradually slows down due to the stator's drag, eventually stopping. In this case, the PMSM outputs negative torque, and energy is recovered, putting the electric vehicle 100 in energy recovery mode. The torque of the PMSM, calculated by multiplying the force exerted by the stator on the rotor by the radius of the PMSM, represents the energy recovery intensity of the PMSM.

[0046] In some embodiments, the electric vehicle 100 may further include a hydraulic brake, which may be mounted on a frame 110, and the frame 110 may provide mounting support for the hydraulic brake. The hydraulic brake is communicatively connected to and interacts with a brake controller 130.

[0047] The vehicle control command is a vehicle deceleration command. The brake controller 130 can also be used to send a corresponding hydraulic request to the hydraulic controller based on the received vehicle deceleration command. The hydraulic controller can be used to receive the hydraulic request sent by the brake controller 130 and output the corresponding hydraulic braking force based on the received hydraulic request.

[0048] In some embodiments, the electric vehicle 100 may further include a sensing sensor, which can be mounted on a frame 110, providing mounting support for the sensing sensor. The sensing sensor is communicatively connected to the parking controller 120 and interacts with the parking controller for data exchange.

[0049] The sensing sensor is used to sense environmental information about the environment in which the electric vehicle 100 is located, and sends the sensed environmental information to the parking controller 120. The parking controller 120 can also receive the environmental information sent by the sensing sensor and send corresponding vehicle control commands to the brake controller 130 according to the environmental information.

[0050] The environmental information can be at least one of obstacle information, vehicle position, or parking distance; the sensing sensor can be at least one of ultrasonic sensor and / or visual sensor; the type of environmental information and the type of sensing sensor are not limited here, and can be set according to actual needs.

[0051] Ultrasonic sensors can be used to detect obstacles around electric vehicles based on received reflected ultrasonic signals. The reflected ultrasonic signals are formed when the emitted ultrasonic signals sent by the ultrasonic sensor are reflected by the obstacles. Ultrasonic sensors can include piezoelectric ultrasonic sensors and magnetostrictive ultrasonic sensors, etc. The type of ultrasonic sensor is not limited here, and can be set according to actual needs.

[0052] Visual sensors can be used to capture images of obstacles. Visual sensors can be front-facing cameras mounted at the front of the vehicle or rear-facing cameras mounted at the rear of the vehicle. The type of visual sensor is not limited here, and the specific settings can be configured according to actual needs.

[0053] Obstacles can be at least one of the following: vehicles, limit switches, bollards, traffic cones, ground locks, pedestrians, bicycles, or guardrails, without limitation here.

[0054] In one application scenario, such as Figure 2 As shown, a functional block diagram of an electric vehicle 100 is illustrated. The electric vehicle 100 may include a sensing sensor, a parking controller 120, a braking controller 130, a power controller 140, a drive motor 150, and a hydraulic controller.

[0055] During the APA process of an electric vehicle, the sensing sensor senses the environmental information of the environment in which the electric vehicle 100 is located and sends the sensed environmental information to the parking controller 120. The parking controller 120 receives and responds to the environmental information and sends the corresponding vehicle control command to the brake controller 130 and the hydraulic request to the hydraulic controller. The brake controller 130 receives and responds to the vehicle control command and sends the corresponding torque request to the power controller 140. The power controller 140 receives and responds to the torque request and controls the drive motor 150 to output the target torque. The hydraulic controller receives and responds to the hydraulic request and outputs the corresponding hydraulic braking force.

[0056] Please see Figure 3 This document illustrates a flowchart of a parking control method provided in one embodiment of this application. In a specific embodiment, the parking control method can be applied to, for example... Figure 1 The parking controller 120 in the parking control system shown below will be used as an example to explain... Figure 3The process shown is described in detail. The parking control method may include the following steps S110 to S130.

[0057] Step S110: Determine whether the electric vehicle is in a parking start state.

[0058] In this embodiment, the APA process of an electric vehicle can include a parking start state and a dynamic vehicle control state. The parking start state can be used to characterize that the drive motor of the electric vehicle is in a torque zero-crossing state. The vehicle trajectory position corresponding to the parking start state is the parking trajectory replanning position. That is, when the electric vehicle is in the parking start state, the drive motor switches from a positive torque state to a negative torque state. The dynamic vehicle control state can be used to characterize that the drive motor of the electric vehicle is in a non-torque zero-crossing state. That is, the torque state of the electric vehicle does not change in this state.

[0059] The parking controller can acquire parking information from the electric vehicle and determine whether the electric vehicle is in a parking start-up state based on the parking information. The parking information can be at least one of the following: parking acceleration, parking gear status, or parking position, etc., without limitation here.

[0060] In some implementations, the electric vehicle may also include an Inertial Measurement Unit (IMU), which can be mounted on the vehicle frame, providing mounting support. The IMU is communicatively connected to and interacts with the parking controller, and can be used to detect the acceleration of the electric vehicle.

[0061] The parking information is the parking acceleration. The parking controller can send a first acquisition command to the IMU. The IMU receives and responds to the first acquisition command, detects the parking acceleration of the electric vehicle, and sends the detected parking acceleration to the parking controller. The parking controller receives the parking acceleration returned by the IMU and determines whether the electric vehicle is in a parking start state based on the parking acceleration.

[0062] When the parking acceleration is less than or equal to the preset starting acceleration threshold, the electric vehicle is determined to be in a parking start state; when the parking acceleration is greater than the preset starting acceleration threshold, the electric vehicle is determined not to be in a parking start state, that is, the electric vehicle is in a dynamic vehicle control state.

[0063] The preset starting acceleration threshold can be used to characterize the maximum acceleration value of an electric vehicle when it is in a parking start state. The preset starting acceleration threshold can be an acceleration value preset by the user, or an acceleration value automatically generated by the parking controller based on multiple parking control processes, etc., which is not limited here.

[0064] In some embodiments, the electric vehicle may further include a gear position detection unit, which can be mounted on the vehicle frame, and the vehicle frame can provide mounting support for the gear position detection unit. The gear position detection unit is communicatively connected to the parking controller and interacts with the parking controller for data exchange. The gear position detection unit can be used to detect the gear position of the electric vehicle.

[0065] The gear position can be forward gear, reverse gear, parking gear, neutral, first gear shift from forward to reverse gear, or second gear shift from reverse to forward gear, etc.

[0066] The parking information is the parking gear position status. The parking controller can send a second acquisition command to the gear position status detection unit. The gear position status detection unit receives and responds to the second acquisition command, detects the parking gear position status of the electric vehicle, and sends the detected parking gear position status to the parking controller. The parking controller receives the parking gear position status returned by the gear position status detection unit and determines whether the electric vehicle is in the parking start state based on the parking gear position status.

[0067] When the parking gear status is a preset gear status, it is determined that the electric vehicle is in the parking start state. The preset gear status is the parking gear status, the first gear switching state from forward gear to reverse gear, or the second gear switching state from reverse gear to forward gear, etc. When the parking gear status is not a preset gear status, it is determined that the electric vehicle is not in the parking start state.

[0068] In some implementations, parking information refers to the parking location. The electric vehicle may also include a sensing sensor to detect the parking location. The parking controller may send a third acquisition command to the sensing sensor. The sensing sensor receives and responds to the third acquisition command, detects the parking location of the electric vehicle, and sends the detected parking location to the parking controller. The parking controller receives the parking location sent by the sensing sensor and determines whether the electric vehicle is in a parking start state based on the parking location.

[0069] When the parking location is a parking trajectory replanning location, it is determined that the electric vehicle is in the parking start state. The parking trajectory replanning location is used to represent the intersection of multiple parking trajectories. One parking trajectory corresponds to one driving state, which can be forward driving state or reverse driving state, etc. When the parking location is not a parking trajectory replanning location, it is determined that the electric vehicle is not in the parking start state.

[0070] Step S120: When it is determined that the electric vehicle is in a parking start state, obtain the target acceleration of the electric vehicle.

[0071] In this embodiment of the application, when the parking controller determines that the electric vehicle is in a parking start state, it can obtain the target acceleration of the electric vehicle. The target acceleration is less than the preset zero-crossing acceleration. The preset zero-crossing acceleration can be used to characterize the acceleration threshold at which the drive motor produces a jerking motion in the parking start state.

[0072] Specifically, the target acceleration is the acceleration specified by the electric vehicle manufacturer based on the motor identification code of the drive motor when the electric vehicle leaves the factory. When the parking controller determines that the electric vehicle is in a parking start-up state, it can look up the target acceleration corresponding to the motor identification code in a preset acceleration table. The acceleration table represents the correspondence between the motor identification code and the target acceleration.

[0073] For example, motor identification codes may include motor A, motor B, motor C, motor D, motor E, and motor F, while target accelerations may include a1, a2, a3, a4, a5, and a6. The correspondence between motor identification codes and target accelerations can be shown in Table 1, which is a preset acceleration table. Table 1 shows the target accelerations corresponding to different motor identification codes, and the target acceleration corresponding to a motor identification code can be obtained based on this correspondence.

[0074] Table 1

[0075] Motor identification code Target acceleration Motor A <![CDATA[a1]]> Motor B <![CDATA[a2]]> Motor C <![CDATA[a3]]> Motor D <![CDATA[a4]]> Motor E <![CDATA[a5]]> Motor F <![CDATA[a6]]>

[0076] It should be noted that the motor identification code type, target acceleration magnitude, and the correspondence between the motor identification code and the target acceleration are not limited to those shown in Table 1, and can be set according to actual needs.

[0077] Step S130: Control the electric vehicle to park based on the target acceleration.

[0078] In this embodiment, after obtaining the target acceleration of the electric vehicle, the parking controller can control the electric vehicle to park according to the target acceleration. This enables the electric vehicle to park according to the target acceleration when it is in the parking start state, which can avoid jerking caused by too rapid torque change when the drive motor is in the torque zero state, and increase the parking stability of the electric vehicle in the APA process.

[0079] Specifically, after obtaining the target acceleration of the electric vehicle, the parking controller can send the target acceleration to the brake controller. The brake controller receives the target acceleration sent by the parking controller, determines the target output torque of the drive motor based on the target acceleration, and sends the target output torque value to the power controller. The power controller receives the target output torque sent by the brake controller and controls the drive motor to park with the target output torque.

[0080] In some implementations, the electric vehicle may also include a hydraulic brake, and the power controller is pre-calibrated with an executable torque range based on the performance of the drive motor. After acquiring the target acceleration of the electric vehicle, the parking controller can send the target acceleration to the brake controller. The brake controller receives the target acceleration sent by the parking controller and drives the drive motor to the target output torque according to the target acceleration. When the executable torque range of the power controller is less than the target output torque, the maximum executable torque of the power controller can be used as the current requested torque. Based on the target output torque and the current requested torque, the corresponding hydraulic braking force is determined, and the current requested torque is sent to the power controller, and the hydraulic braking force is sent to the hydraulic controller. The power controller receives the current requested torque sent by the brake controller and controls the drive motor to park at the current requested torque. The hydraulic controller receives the hydraulic braking force sent by the brake controller and controls the electric vehicle to park according to the hydraulic braking force. This avoids the increased safety risk caused by the electric vehicle not braking in time when the feasible torque of the drive motor is less than the target output torque, and reduces the safety risk of the electric vehicle during the APA process.

[0081] In some embodiments, the electric vehicle may further include a sensing sensor, which can also be used to sense the safe distance and target parking position of the electric vehicle. After controlling the electric vehicle to park based on the target acceleration, the parking controller can obtain the current speed of the electric vehicle. When the current speed is greater than or equal to a preset speed threshold, it can send a fourth acquisition command to the sensing sensor. The sensing sensor receives and responds to the fourth acquisition command, senses the first safe distance and the first target parking position of the electric vehicle, and sends the sensed first safe distance and the first target parking position to the parking controller. The parking controller receives the first safe distance and the first target parking position returned by the sensing sensor, determines the first target speed of the electric vehicle based on the first safe distance and the first target parking position, and controls the electric vehicle to park based on the first target speed. The preset speed threshold can be used to characterize the speed value at which the torque of the drive motor has crossed zero, realizing the control of the electric vehicle to park based on the first target speed when the drive motor is not in a state of torque crossing zero, thus improving the parking experience of the electric vehicle.

[0082] The solution provided in this embodiment determines whether the electric vehicle is in a parking start state. The parking start state is used to characterize that the electric vehicle's drive motor is in a torque zero-crossing state. When it is determined that the electric vehicle is in a parking start state, the target acceleration of the electric vehicle is obtained. The target acceleration is less than a preset zero-crossing acceleration. The preset zero-crossing acceleration is used to characterize the acceleration threshold that causes the drive motor to jerk in the parking start state. The solution controls the electric vehicle to park based on the target acceleration. This achieves the goal of controlling the electric vehicle to park based on the target acceleration when the electric vehicle is in a parking start state. This avoids jerking caused by too rapid torque changes when the drive motor is in a torque zero-crossing state, and increases the parking stability of the electric vehicle during the APA process.

[0083] Please see Figure 4 This illustrates a flowchart of a parking control method provided in another embodiment of this application. In a specific embodiment, the parking control method can be applied to, for example... Figure 1 The parking controller 120 in the parking control system shown below will be used as an example to explain... Figure 4 The process shown is described in detail. The parking control method may include the following steps S210 to S250.

[0084] Step S210: Determine whether the electric vehicle is in a parking start state.

[0085] Step S220: When it is determined that the electric vehicle is in a parking start state, obtain the target acceleration of the electric vehicle.

[0086] Step S230: Control the electric vehicle to park according to the target acceleration.

[0087] In this embodiment, steps S210, S220 and S230 can be referred to the corresponding steps in the previous embodiments, and will not be repeated here.

[0088] Step S240: When it is determined that the electric vehicle is not in a parking start state, determine the second target speed of the electric vehicle.

[0089] In this embodiment, when the parking controller determines that the electric vehicle is not in a parking start state, it can determine the second target speed of the electric vehicle.

[0090] Specifically, the electric vehicle may also include a sensing sensor. When the parking controller determines that the electric vehicle is not in a parking start state, it can send a fifth acquisition command to the sensing sensor. The sensing sensor receives and responds to the fifth acquisition command, senses the second safe distance and the second target parking position of the electric vehicle, and sends the sensed second safe distance and the second target parking position to the parking controller. The parking controller receives the second safe distance and the second target parking position sent by the sensing sensor, and determines the second target speed of the electric vehicle based on the second safe distance and the second target parking position.

[0091] Step S250: Control the electric vehicle to park according to the second target vehicle speed.

[0092] In this embodiment, when the parking controller determines that the electric vehicle is not in the parking start state, it determines the second target speed of the electric vehicle and then controls the electric vehicle to park according to the second target speed. This realizes that when the drive motor is in the dynamic vehicle control state, the electric vehicle can be controlled to park according to the second target speed, thus improving the parking experience of the electric vehicle.

[0093] The solution provided in this embodiment determines whether the electric vehicle is in a parking start state. When it is determined that the electric vehicle is in a parking start state, the target acceleration of the electric vehicle is obtained, and the electric vehicle is controlled to park based on the target acceleration. When it is determined that the electric vehicle is not in a parking start state, the second target speed of the electric vehicle is determined, and the electric vehicle is controlled to park based on the second target speed. This achieves the goal of controlling the electric vehicle to park based on the second target speed when the drive motor is in a dynamic vehicle control state, thus improving the parking experience of electric vehicles.

[0094] Please see Figure 5 This illustrates a parking control device 300 provided in one embodiment of this application, which can be applied to, for example... Figure 1 The parking controller 120 in the parking control system shown below will be used as an example to explain... Figure 5 The parking control device 300 shown will be described in detail. The parking control device 300 may include a state determination module 310, an acceleration acquisition module 320, and an acceleration parking control module 330.

[0095] The state determination module 310 can be used to determine whether the electric vehicle is in a parking start state, which can be used to characterize the electric vehicle's drive motor being in a torque zero-crossing state; the acceleration acquisition module 320 can be used to acquire the target acceleration of the electric vehicle when it is determined that the electric vehicle is in a parking start state. The target acceleration is less than the preset zero-crossing acceleration, which can be used to characterize the acceleration threshold at which the drive motor produces a jerking; the acceleration parking control module 330 can be used to control the electric vehicle to park according to the target acceleration.

[0096] In some implementations, the state determination module 310 may include an acquisition unit and a determination unit.

[0097] The acquisition unit can be used to acquire parking information of electric vehicles; the determination unit can be used to determine whether the electric vehicle is in a parking start state based on the parking information.

[0098] In some implementations, parking information can be parking acceleration, and the determining unit may include a first determining subunit and a second determining subunit.

[0099] The first determining subunit can be used to determine that the electric vehicle is in a parking start state when the parking acceleration is less than or equal to a preset start acceleration threshold; the second determining subunit can be used to determine that the electric vehicle is not in a parking start state when the parking acceleration is greater than the preset start acceleration threshold.

[0100] In some implementations, parking information may be the parking gear status, and the determining unit may further include a third determining subunit and a fourth determining subunit.

[0101] The third determining subunit can be used to determine that the electric vehicle is in a parking start state when the parking gear state is a preset gear state. The preset gear state can be a parking gear state, a first gear switching state from forward gear to reverse gear, or a second gear switching state from reverse gear to forward gear. The fourth determining subunit can be used to determine that the electric vehicle is not in a parking start state when the parking gear state is not a preset gear state.

[0102] In some implementations, the parking information can be the parking location, and the determining unit may further include a fifth determining subunit and a sixth determining subunit.

[0103] The fifth determining subunit can be used to determine that the electric vehicle is in a parking start state when the parking position is the parking trajectory replanning position. The parking trajectory replanning position is used to represent the intersection position of multiple parking trajectories. The sixth determining subunit can be used to determine that the electric vehicle is not in a parking start state when the parking position is not the parking trajectory replanning position.

[0104] In some embodiments, the parking control device 300 may further include a vehicle speed acquisition module, a first vehicle speed determination module, and a first vehicle speed parking control module.

[0105] The vehicle speed acquisition module can be used to acquire the current vehicle speed of the electric vehicle; the first vehicle speed determination module can be used to determine the first target vehicle speed of the electric vehicle when the current vehicle speed is greater than or equal to a preset vehicle speed threshold; the first vehicle speed parking control module can be used to control the electric vehicle to park according to the first target vehicle speed.

[0106] In some embodiments, the parking control device 300 may further include a second vehicle speed determination module and a second vehicle speed parking control module.

[0107] The second speed determination module can be used to determine the second target speed of the electric vehicle when it is determined that the electric vehicle is not in the parking start state; the second speed parking control module can be used to control the electric vehicle to park according to the second target speed.

[0108] The solution provided in this embodiment determines whether the electric vehicle is in a parking start state. The parking start state is used to characterize that the electric vehicle's drive motor is in a torque zero-crossing state. When it is determined that the electric vehicle is in a parking start state, the target acceleration of the electric vehicle is obtained. The target acceleration is less than a preset zero-crossing acceleration. The preset zero-crossing acceleration is used to characterize the acceleration threshold that causes the drive motor to jerk in the parking start state. The solution controls the electric vehicle to park based on the target acceleration. This achieves the goal of controlling the electric vehicle to park based on the target acceleration when the electric vehicle is in a parking start state. This avoids jerking caused by too rapid torque changes when the drive motor is in a torque zero-crossing state, and increases the parking stability of the electric vehicle during the APA process.

[0109] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For device embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to in the descriptions of the method embodiments. Any processing method described in the method embodiments can be implemented in the device embodiments through corresponding processing modules, and will not be elaborated upon further in the device embodiments.

[0110] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The integrated modules described above can be implemented in hardware or as software functional modules.

[0111] Please see Figure 6The diagram illustrates a functional block diagram of an electric vehicle 400 provided in one embodiment of the present application. The electric vehicle 400 may include one or more components such as a memory 410, a processor 420, and one or more application programs. The one or more application programs may be stored in the memory 410 and configured to be executed by one or more processors 420. The one or more application programs are configured to perform the methods as described in the foregoing method embodiments.

[0112] The memory 410 may include random access memory (RAM) or read-only memory (ROM). The memory 410 can be used to store instructions, programs, code, code sets, or instruction sets. The memory 410 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (such as determining whether the vehicle is in a parking start state, determining that it is in a parking start state, obtaining a target acceleration, generating a jolt, controlling the electric vehicle to park, obtaining parking information, determining that it is not in a parking start state, gear shifting, replanning the parking trajectory, obtaining the current vehicle speed, determining a first target vehicle speed, and determining a second target vehicle speed, etc.), and instructions for implementing the various method embodiments described below. The storage data area can also store data created by the electric vehicle 400 during use (such as electric vehicle, parking start status, drive motor, torque zero crossing status, target acceleration, preset zero crossing acceleration, jerking, acceleration threshold, parking information, parking acceleration, preset start acceleration threshold, parking gear status, preset gear status, parking gear status, forward gear, reverse gear, first gear switching status, second gear switching status, non-preset gear status, parking position, parking trajectory replanning position, multiple parking trajectories, intersection position, non-parking trajectory replanning position, current vehicle speed, preset vehicle speed threshold, first target vehicle speed, preset target parking position, and second target vehicle speed), etc.

[0113] Processor 420 may include one or more processing cores. Processor 420 connects to various parts within the electric vehicle 400 using various interfaces and lines, and performs various functions and processes data of the electric vehicle 400 by running or executing instructions, programs, code sets, or instruction sets stored in memory 410, and by calling data stored in memory 410. Optionally, processor 420 may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). Processor 420 may integrate one or a combination of several of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into processor 420 and may be implemented separately using a communication chip.

[0114] Please refer to Figure 7 This diagram illustrates a structural block diagram of a computer-readable storage medium provided in an embodiment of this application. The computer-readable storage medium 500 stores program code 510, which can be called by a processor to execute the methods described in the above method embodiments.

[0115] The computer-readable storage medium 500 may be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read-Only Memory), EPROM, hard disk, or ROM. Optionally, the computer-readable storage medium 500 includes a non-transitory computer-readable storage medium. The computer-readable storage medium 500 has storage space for program code 510 that performs any of the method steps described above. This program code can be read from or written to one or more computer program products. The program code 510 may be compressed, for example, in a suitable form.

[0116] Please refer to Figure 8This diagram illustrates a structural block diagram of a computer program product 600 provided in an embodiment of this application. The computer program product 600 includes a computer program / instructions 610, which are stored in a computer-readable storage medium of a computer device. When the computer program product 600 is executed on the computer device, the processor of the computer device reads the computer program / instructions 610 from the computer-readable storage medium, and executes the computer program / instructions 610, causing the computer device to perform the methods described in the above method embodiments.

[0117] The solution provided in this embodiment determines whether the electric vehicle is in a parking start state. The parking start state is used to characterize that the electric vehicle's drive motor is in a torque zero-crossing state. When it is determined that the electric vehicle is in a parking start state, the target acceleration of the electric vehicle is obtained. The target acceleration is less than a preset zero-crossing acceleration. The preset zero-crossing acceleration is used to characterize the acceleration threshold that causes the drive motor to jerk in the parking start state. The solution controls the electric vehicle to park based on the target acceleration. This achieves the goal of controlling the electric vehicle to park based on the target acceleration when the electric vehicle is in a parking start state. This avoids jerking caused by too rapid torque changes when the drive motor is in a torque zero-crossing state, and increases the parking stability of the electric vehicle during the APA process.

[0118] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A parking control method characterized by, The method comprises the following steps: determining whether the electric vehicle is in a parking start state, the parking start state being used to represent that a drive motor of the electric vehicle is in a torque zero-crossing state; when it is determined that the electric vehicle is in the parking start state, obtaining a target acceleration of the electric vehicle, the target acceleration being less than a preset zero-crossing acceleration, the preset zero-crossing acceleration being used to represent a jerk threshold value at which the drive motor produces jerk in the parking start state; determining a target output torque according to the target acceleration; when a torque range executable by a power controller of the electric vehicle is less than the target output torque, taking a maximum executable torque of the power controller as a current request torque, the power controller being pre-calibrated with the executable torque range according to a performance of the drive motor; determining a hydraulic braking force according to the target output torque and the current request torque; controlling the electric vehicle to park according to the current request torque and the hydraulic braking force; obtaining a current speed of the electric vehicle; when the current speed is greater than or equal to a preset speed threshold value, determining a first target speed of the electric vehicle, the preset speed threshold value being used to represent a speed value at which the torque of the drive motor has crossed zero; controlling the electric vehicle to park according to the first target speed.

2. The parking control method according to claim 1, characterized by, The method for determining whether the electric vehicle is in the parking start state comprises the following steps: obtaining parking information of the electric vehicle; determining whether the electric vehicle is in the parking start state according to the parking information.

3. The parking control method according to claim 2, characterized by, The parking information is parking acceleration, and the method for determining whether the electric vehicle is in the parking start state according to the parking information comprises the following steps: when the parking acceleration is less than or equal to a preset start acceleration threshold value, it is determined that the electric vehicle is in the parking start state; when the parking acceleration is greater than the preset start acceleration threshold value, it is determined that the electric vehicle is not in the parking start state.

4. The parking control method according to claim 2, characterized by, The parking information is a parking gear state, and the method for determining whether the electric vehicle is in the parking start state according to the parking information comprises the following steps: when the parking gear state is a preset gear state, it is determined that the electric vehicle is in the parking start state, the preset gear state being a parking gear state, a first gear switching state in which a forward gear is switched to a reverse gear, or a second gear switching state in which the reverse gear is switched to the forward gear; when the parking gear state is a non-preset gear state, it is determined that the electric vehicle is not in the parking start state.

5. The parking control method according to claim 2, characterized by, The parking information is a parking position, and the method for determining whether the electric vehicle is in the parking start state according to the parking information comprises the following steps: when the parking position is a parking trajectory re-planning position, it is determined that the electric vehicle is in the parking start state, the parking trajectory re-planning position being used to represent an intersection position of a plurality of parking trajectories; when the parking position is a non-parking trajectory re-planning position, it is determined that the electric vehicle is not in the parking start state.

6. The parking control method according to any one of claims 1 to 5, characterized by, The method further comprises the following steps: when it is determined that the electric vehicle is not in the parking start state, determining a second target speed of the electric vehicle; controlling the electric vehicle to park according to the second target speed.

7. A parking control device, characterized by comprising: The method comprises the following steps: The state determining module is configured to determine whether the electric vehicle is in a parking start state, the parking start state being used to represent that a driving motor of the electric vehicle is in a torque zero-crossing state. The acceleration obtaining module is configured to obtain a target acceleration of the electric vehicle when it is determined that the electric vehicle is in the parking start state, the target acceleration being less than a preset zero-crossing acceleration, the preset zero-crossing acceleration being used to represent an acceleration threshold at which the driving motor produces jerk in the parking start state. The acceleration parking control module is configured to determine a target output torque according to the target acceleration, and when a torque range executable by a power controller of the electric vehicle is less than the target output torque, to take a maximum executable torque of the power controller as a current requested torque, and to determine a hydraulic braking force according to the target output torque and the current requested torque, and to control the electric vehicle to park according to the current requested torque and the hydraulic braking force, the power controller being pre-calibrated with the torque range executable according to the performance of the driving motor. The vehicle speed obtaining module is configured to obtain a current vehicle speed of the electric vehicle. The first vehicle speed determining module is configured to determine a first target vehicle speed of the electric vehicle when the current vehicle speed is greater than or equal to a preset vehicle speed threshold, the preset vehicle speed threshold being used to represent a speed value at which the torque of the driving motor has crossed zero. The first vehicle speed parking control module is configured to control the electric vehicle to park according to the first target vehicle speed.

8. An electric vehicle, characterized by The computer readable storage medium stores program codes, the program codes being executable by the processor to perform the parking control method according to any one of claims 1 to 6. The computer readable storage medium stores program codes, the program codes being executable by the processor to perform the parking control method according to any one of claims 1 to 6. ​ ​ 9. A computer readable storage medium, characterized in that, ​

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