Parking method, device, system and vehicle terminal

Abstract

The embodiment of the application is suitable for the vehicle technical field, and provides a parking method, device, system and vehicle terminal. The method is suitable for a brake controller, and includes the following steps: when an acceleration request from a parking controller is received, determining a parking torque required for parking according to the acceleration request and current vehicle state information; determining a first torque corresponding to a first driving motor and a second torque corresponding to a second driving motor of the vehicle according to the parking torque; sending the first torque to the first driving motor, so that the first driving motor adjusts torque output according to the first torque; and sending the second torque to the second driving motor, so that the second driving motor determines torque output according to the second torque. Through the above method, the use of calibration can be reduced in the parking process, the control link is simplified, and stable control of the vehicle is realized.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and in particular relates to a parking method, device, system and vehicle terminal. Background Technology

[0002] Vehicles using dual motors may include multiple driving modes. For example, in a safe driving mode, the vehicle may be driven by only one drive motor; in a racing driving mode, the vehicle may be driven by both drive motors simultaneously.

[0003] Parking control also requires the drive motor to output torque to achieve parking. When controlling a vehicle's parking, the drive motor may need to respond to various calibrated parameters, such as driving mode, vehicle speed, pedal input, and parking signals. Clearly, parking control involves processing a large number of calibrated parameters, making its control process quite complex. This complex control process can easily lead to sluggish response or unstable output from the drive motor, potentially causing vibrations or abnormal noises during parking. Summary of the Invention

[0004] In view of this, embodiments of this application provide a parking method, apparatus, system, and vehicle terminal to reduce calibration quantity, simplify the parking control link of the vehicle, and improve the accuracy of vehicle control during the parking process of a vehicle using dual motors for parking drive.

[0005] A first aspect of this application provides a parking method, including:

[0006] When an acceleration request is received from the parking controller, the parking torque required for parking is determined based on the acceleration request and the current vehicle status information.

[0007] The first torque corresponding to the first drive motor and the second torque corresponding to the second drive motor of the vehicle are determined based on the parking torque.

[0008] The first torque is sent to the first drive motor so that the first drive motor outputs the torque required for parking according to the first torque.

[0009] The second torque is sent to the second drive motor so that the second drive motor outputs the torque required for parking according to the second torque.

[0010] A second aspect of this application provides a parking device, including:

[0011] The determination module is used to determine the parking torque required for parking based on the acceleration request and the current vehicle status information when an acceleration request is received from the parking controller.

[0012] The allocation module is used to determine the first torque corresponding to the first drive motor and the second torque corresponding to the second drive motor of the vehicle based on the parking torque.

[0013] The first transmitting module is used to transmit the first torque to the first drive motor so that the first drive motor outputs the torque required for parking according to the first torque;

[0014] The second transmitting module is used to transmit the second torque to the second drive motor so that the second drive motor outputs the torque required for parking according to the second torque.

[0015] A third aspect of this application provides a parking system, including: a parking controller, a brake controller, a first drive motor, and a second drive motor, wherein the brake controller is connected to the parking controller, the first drive motor, and the second drive motor, respectively, wherein:

[0016] The parking controller is used to send an acceleration request to the brake controller during parking, the acceleration request being used to instruct the torque of the drive motor to be changed;

[0017] The braking controller is configured to, upon receiving an acceleration request from the parking controller, determine the parking torque required for parking based on the acceleration request and current vehicle status information; determine a first torque corresponding to the first drive motor and a second torque corresponding to the second drive motor based on the parking torque; send the first torque to the first drive motor so that the first drive motor outputs the parking torque required based on the first torque; and send the second torque to the second drive motor so that the second drive motor outputs the parking torque required based on the second torque.

[0018] The first drive motor is used to receive the first torque and respond according to the first torque;

[0019] The second drive motor is used to receive the second torque and respond according to the second torque.

[0020] A fourth aspect of this application provides an in-vehicle terminal, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method described in the first aspect above.

[0021] A fifth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in the first aspect above.

[0022] A sixth aspect of this application provides a vehicle, the vehicle including a first drive motor and a second drive motor, wherein the vehicle controls the drive motors during parking by means of the method described in the first aspect, thereby realizing parking of the vehicle.

[0023] A seventh aspect of this application provides a computer program product that, when run on an in-vehicle terminal, causes the in-vehicle terminal to execute the method described in the first aspect above.

[0024] Compared with the prior art, the embodiments of this application have the following advantages:

[0025] The vehicle in this embodiment may include two drive motors, namely a first drive motor and a second drive motor. When the brake controller receives an acceleration request from the parking controller, it indicates that the vehicle is in parking maneuver. At this time, the brake controller can determine the parking torque based on the acceleration request and the current vehicle status information, and determine the first torque corresponding to the first drive motor and the second torque corresponding to the second drive motor based on the parking torque. The first drive motor and the second drive motor can respond according to the allocated first torque and second torque, thereby realizing parking maneuver. In this embodiment, the brake controller can determine the first torque corresponding to the first drive motor and the second torque corresponding to the second drive motor based on the parking torque; then the brake controller can send the first torque to the first drive motor, so that the first drive motor can adjust its torque output according to the first torque; the brake controller can then send the second torque to the second drive motor, and the second drive motor can determine the torque to be output based on the second torque. Based on the torque output by the first drive motor and the second drive motor, the vehicle can perform parking operation. In this embodiment, the two drive motors can directly receive the allocated first torque and second torque, and respond directly according to the first torque and second torque. During the parking process, there is no need to control through the power controller, simplifying the control chain during the parking process and improving control efficiency. During parking, the first and second drive motors only need to respond to the received torque request, without the need for torque distribution or other processing. This reduces the amount of calibration required, thus avoiding omissions in calibration and preventing accidents during parking, thereby achieving smooth control of the vehicle. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0027] Figure 1 This is a schematic diagram of the operation of an automatic parking system provided in an embodiment of this application;

[0028] Figure 2 This is a schematic flowchart of a parking method provided in an embodiment of this application;

[0029] Figure 3 This is a schematic diagram of the operation of a parking system provided in an embodiment of this application;

[0030] Figure 4 This is a schematic diagram of another parking system provided in an embodiment of this application;

[0031] Figure 5 This is a schematic diagram of a parking device provided in an embodiment of this application;

[0032] Figure 6 This is a schematic diagram of an in-vehicle terminal provided in an embodiment of this application. Detailed Implementation

[0033] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0034] With the development of the automotive industry, cars are increasingly integrated into our daily lives and work. To better serve users, cars can provide intelligent services to meet various scenarios and needs. Among these, the Auto Parking Assist (APA) system is an intelligent function designed to serve users.

[0035] Once the vehicle's automatic parking system is activated, the vehicle uses ultrasonic sensors and cameras to scan for parking spaces on both sides and obstacles around the vehicle. When a suitable parking space is found, the automatic parking system uses internal algorithms to automatically plan a parking path. After the driver confirms the parking, the vehicle automatically parks itself. Based on the automatic parking system, the entire parking process can be completed without driver intervention, whether the driver is inside or outside the vehicle. The automatic parking system can interact directly or indirectly with the steering, powertrain, and braking systems, allowing control of steering via the steering system, gear shifting and acceleration via the powertrain, braking via the braking system, and parking via the Electronic Park Brake (EPB) system and the Park (P) gear.

[0036] Figure 1 A schematic diagram illustrating the operation of an automatic parking system provided in an embodiment of this application is shown. Figure 1 As shown, the parking perception system can sense external environmental information. Based on this information, the parking planning system can determine a parking scheme and send acceleration requests, parking gear requests, and EPB requests to the brake controller. The brake controller may include an EPB, a deceleration module, a gear selection module, and an acceleration module. The gear selection module can send parking gear requests to the power controller, and the acceleration module can send acceleration requests to the power controller. The power controller can respond to the received requests, thereby driving the motor to move and enabling the vehicle to park.

[0037] The aforementioned parking perception system and parking planning system can form a parking controller. The parking controller can combine the vehicle's surrounding environment information and parking space information collected by the sensors to send acceleration / deceleration requests, gear requests, P gear and EPB requests to the brake controller, thereby performing longitudinal control of the vehicle. The longitudinal control of the vehicle can include vehicle acceleration, deceleration, leaving, parking, etc.

[0038] The aforementioned vehicle brake controller can respond to acceleration / deceleration requests, gear selection requests, and EPB requests from the parking domain controller. Acceleration requests can include both positive and negative acceleration requests. The brake controller can convert positive acceleration requests into positive torque for the power controller to accelerate the vehicle. The brake controller can convert negative acceleration requests into braking torque for its own hydraulic module to decelerate the vehicle. The brake controller can relay gear selection requests to the power controller for gear changes. The brake controller can relay EPB requests to its own EPB module for vehicle EPB control. The vehicle powertrain can respond to the brake controller's acceleration and gear selection requests.

[0039] During automatic parking control, after receiving the acceleration request from the parking controller, the brake controller performs a combination of depressurization and positive torque drive power controller operation. When the power controller receives the positive torque request, it forwards it to the drive motor. When the drive motor receives the positive torque request during the start-up phase, it drives the vehicle.

[0040] Vehicles may include motors. Taking the permanent magnet synchronous motor commonly used in new energy vehicles as an example, the motor has two magnetic fields: a rotor magnetic field and a stator magnetic field. The rotor may include permanent magnets to form a stable magnetic field, which rotates with the rotor. The stator may include windings, which can be wires. Current can flow through the wires, and an induced magnetic field will be generated in the surrounding space. If alternating current is passed through the wires, a rotating induced magnetic field will be generated in the surrounding space.

[0041] When an electric motor is working, the rotating induction magnetic field generated by the stator and the permanent magnet magnetic field of the rotor are like two children holding hands and walking in step. With the stator in front and the rotor behind, the motor is in driving mode when the stator pulls the rotor forward. When the stator pulls the rotor backward due to inertia, both the stator and rotor will gradually slow down until they stop; at this point, the motor is in regenerative braking mode. The force exerted by the stator pulling the rotor, multiplied by the motor radius, equals the torque, which is the intensity of energy recovery.

[0042] Based on the stator and rotor, the motor can include two operating modes: drive or regenerative braking. Switching between these two modes indicates that the motor has crossed zero. The zero-crossing process adjusts the magnitude and direction of the current in the energized coils; this process does not involve changes to the physical structure or hardware limitations. However, the vehicle's drive structure is a rigid connection between a microcontroller and the drive shaft and wheels, requiring a transition time during speed changes to avoid abnormal noise and vibration. Therefore, how to reasonably control motor noise and vibration during the parking start-up phase in automatic parking is an important issue. Based on this, this application provides a parking method aimed at improving the driving experience during parking.

[0043] The technical solution of this application will be described below through specific embodiments.

[0044] Reference Figure 2 The diagram illustrates a step-by-step flowchart of a parking method provided in an embodiment of this application, which may specifically include the following steps:

[0045] S201, when an acceleration request is received from the parking controller, the parking torque required for parking is determined based on the acceleration request and the current vehicle status information.

[0046] The method in this embodiment can be applied to a vehicle, which can be a four-wheel drive vehicle driven by two drive motors. The vehicle may include a brake controller, and the method in this embodiment can be specifically executed by the brake controller.

[0047] The vehicle may include a parking controller for planning parking routes. When the vehicle's automatic parking function is activated, the parking controller begins operation. Based on the perceived external environment, the parking controller determines the parking space and plans the parking route. Based on the parking route and space, the parking controller determines the parking plan. The parking controller can display the parking plan on the central control screen for user confirmation. After user confirmation, the parking controller sends an acceleration request to the brake controller to actuate the vehicle. Upon receiving the acceleration request, the brake controller determines the required parking torque based on the request and current vehicle status information. For example, vehicle status information may include vehicle speed or gear position; the brake controller can determine the parking torque based on the current speed or gear and the acceleration request.

[0048] In another possible implementation, the parking controller can determine the acceleration request based on the vehicle's current state information. In this case, the brake controller can directly determine the vehicle's parking torque based on the acceleration request.

[0049] S202, determine the first torque corresponding to the first drive motor and the second torque corresponding to the second drive motor of the vehicle based on the parking torque.

[0050] Since a vehicle may include two drive motors, the brake controller needs to distribute a first torque and a second torque to the first drive motor and the second drive motor based on the parking torque.

[0051] The vehicle can use one drive motor as the main drive motor and the other as the driven drive motor. The vehicle is primarily driven by the main drive motor, but when the output torque of the main drive motor is insufficient to meet the vehicle's needs, both the main and driven drive motors can be used simultaneously to drive the vehicle.

[0052] In this embodiment, the first drive motor can be used as the main drive motor, and the second drive motor as the slave drive motor. Therefore, when allocating parking torque, it can be first determined whether the executable torque range of the first drive motor can meet the parking torque requirements. If the executable torque range of the first drive motor cannot meet the parking torque requirements, parking can be driven by both the first and second drive motors.

[0053] For example, when performing torque distribution, the brake controller can determine the executable torque range of the first drive motor. In one possible implementation, the brake controller can send an executable torque range request signal to the first drive motor, and upon receiving the request signal, the first drive motor can send its executable torque range to the brake controller. In another possible implementation, the brake controller can pre-acquire and store the executable torque ranges of the first and second drive motors, and can directly obtain the executable torque ranges of the first and second drive motors when performing torque distribution.

[0054] If the parking torque is within the executable torque range of the first drive motor, the brake controller can determine that the first torque is the parking torque and the second torque is zero. This means that parking can then be driven solely by the first drive motor.

[0055] If the parking torque is not within the executable torque range of the first drive motor, the brake controller can divide the parking torque into a first torque and a second torque according to a preset ratio. For example, when the vehicle is driven by dual motors, there is a preset torque distribution rule. The brake controller can obtain the torque distribution rule and then distribute the corresponding torque to the first drive motor and the second drive motor respectively according to the torque distribution rule.

[0056] S203, the first torque is sent to the first drive motor so that the first drive motor outputs the torque required for parking according to the first torque.

[0057] The drive motor may receive multiple different torque requests, such as those from a forklift or throttle. The drive motor can include multiple different torque interfaces, each capable of receiving different torque requests. The drive motor may have a parking torque interface, used to receive parking torque allocated by the brake controller. During vehicle parking, the drive motor can receive torque requests only through the parking torque interface; that is, within the parking zone, the drive motor only executes parking torque, thus facilitating accurate execution of automatic parking operations.

[0058] The brake controller can be directly connected to both the first and second drive motors, and can send the value of the first torque to the first drive motor. The first drive motor can receive the first torque through the parking torque interface and thus respond to the first torque.

[0059] After receiving the first torque value, the first drive motor can determine its motor state. The motor state includes whether the first drive motor is in the torque zero-crossing range or not. When the first drive motor is in the torque zero-crossing range, it indicates that gear backlash exists, and vibration should be avoided.

[0060] After determining the motor state of the first drive motor, the first drive motor can respond according to the motor state and the first torque. For example, if the first drive motor is in the torque zero-crossing range, the zero-crossing torque range of the first drive motor can be determined; then, the output torque of the first drive motor can be controlled within the zero-crossing torque range to avoid abnormal vibration noise. Furthermore, when the drive motor changes torque, it has a certain torque change rate. When the first drive motor is in the torque zero-crossing range, a lower torque change rate is generally required for the drive motor to smoothly change its torque, thereby avoiding abnormal noise. Therefore, if the first drive motor is in the torque zero-crossing range, the torque change rate of the first drive motor can be determined; then, within the zero-crossing torque range, the desired torque of the first drive motor can be determined; and the output torque of the first drive motor can be controlled to reach the desired torque according to the torque change rate.

[0061] If the first drive motor is not in the torque zero-crossing range, the first drive motor can be controlled to directly output the first torque.

[0062] S204, the second torque is sent to the second drive motor so that the second drive motor outputs the torque required for parking according to the second torque.

[0063] The brake controller can be directly connected to the second drive motor, and can send the value of the second torque to the second drive motor. The second drive motor can receive the second torque through the parking torque interface, and thus respond to the second torque.

[0064] After receiving the second torque, the second drive motor can determine whether the value of the second torque is zero. If the value of the second torque is zero, the output torque of the second drive motor does not need to be changed, and the current output torque of the second drive motor can remain unchanged. If the value of the second torque is not zero, the motor state of the second drive motor can be determined; and based on the motor state of the second drive motor and the second torque, the second drive motor can be controlled to respond. The response method of the second drive motor is the same as that of the first drive motor, and will not be described in detail here.

[0065] In this embodiment, for vehicles using dual motors, the brake controller can directly distribute parking torque to the first and second drive motors during parking control, avoiding the need to consider other torque calibrators during parking control and enabling direct control of the drive motors.

[0066] It should be noted that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0067] Reference Figure 3 This illustration shows a parking system provided in an embodiment of this application, including: a parking controller, a brake controller, a power controller, and front and rear drive motors, wherein:

[0068] The parking controller can determine the vehicle's parking space and plan a parking route based on the perceived external environment. Based on the parking route and space, the parking controller can determine a parking plan. The parking controller can display the parking plan on the central control screen for user confirmation. Once the user confirms the parking plan, the parking controller can send an acceleration request to the brake controller to actuate the vehicle.

[0069] After receiving an acceleration request, the brake controller can send torque requests to the forward and backward drive motors through the power controller.

[0070] The front and rear drive motors are used to control the vehicle's output torque. By controlling the vehicle's output torque, the vehicle can be controlled to change speed, brake, and drive.

[0071] like Figure 3 As shown, the brake controller sends torque requests to the front and rear drive motors through the power controller. The front and rear drive motors need to respond to the torque requests sent by the power controller to achieve control. However, based on... Figure 3 In a parking system, the front and rear drive motors need to respond to various torque requests during parking. For example, the vehicle may request torque from the drive motors based on torque sources such as the driver's accelerator pedal input from the power controller, due to the system's logic. Therefore, when the drive motors respond to multiple torque requests, they need to process numerous calibration values, which can easily lead to the omission of a calibration value. Such omissions can cause driving errors and, in severe cases, vehicle malfunctions. Therefore, this application proposes... Figure 4 Another parking system is shown.

[0072] Reference Figure 4 This illustrates another parking system provided by an embodiment of this application. For example... Figure 4As shown, the parking system may include: a parking controller, a brake controller, a first drive motor, and a second drive motor. The brake controller is connected to the parking controller, the first drive motor, and the second drive motor, respectively, wherein:

[0073] The aforementioned parking controller sends an acceleration request to the brake controller during parking, instructing the drive motor to change its torque. The parking controller can determine the vehicle's parking space and plan a parking route based on the perceived external environment. Based on the parking route and space, the parking controller determines a parking plan. The parking controller can display the parking plan on the central control screen for user confirmation. Once the user confirms the parking plan, the parking controller sends an acceleration request to the brake controller to actuate the vehicle.

[0074] The aforementioned brake controller is configured to, upon receiving an acceleration request from the aforementioned parking controller, determine the parking torque required for parking based on the acceleration request and the current vehicle status information; determine a first torque corresponding to the aforementioned first drive motor and a second torque corresponding to the aforementioned second drive motor based on the parking torque; send the first torque to the first drive motor so that the first drive motor outputs the parking torque required based on the first torque; and send the second torque to the second drive motor so that the second drive motor outputs the parking torque required based on the second torque.

[0075] The aforementioned first drive motor is used to receive the aforementioned first torque and respond accordingly. The first drive motor can receive the value of the first torque through a parking torque interface, after which its motor state can be determined. The first drive motor can respond to the first torque based on its motor state. Specifically, if the first drive motor is in the torque zero-crossing range, a torque can be determined from this range; for example, the zero-crossing torque range can be 0–3 Nm. If the first drive motor is in the torque zero-crossing range, the torque can be determined to be 2 Nm. After determining the torque, the rate of torque change can also be determined to ensure smooth torque change. For example, the rate of torque change can be controlled by setting a torque gradient or torque filtering. Limiting the gradient of torque increase during automatic parking departure can prevent jerking; therefore, the rate of torque change can be adjusted by setting a torque gradient. The specific gradient can be calibrated based on the actual vehicle's functions. Torque filtering can be the calibrated torque filter coefficient; a smaller coefficient results in faster torque increase, while a larger coefficient results in slower torque increase. Therefore, adjusting the torque rate wave can adjust the rate of torque change. The specific filtering parameters can also be calibrated based on the actual vehicle's functions. In this embodiment, the first drive motor can be the main drive motor, and the vehicle is driven for parking primarily by the first drive motor; the second drive motor is the slave drive motor, and when the first drive motor cannot meet the demand, it can be driven simultaneously by the second drive motor.

[0076] The second drive motor is used to receive the second torque and respond accordingly. The second drive motor can be a slave drive motor. When the value of the second torque received by the second drive motor is not zero, the second drive motor and the first drive motor can respond in the same way. When the value of the second torque received by the second drive motor is zero, the second drive motor can maintain its current output torque unchanged.

[0077] Figure 4 In the parking system, the brake controller can be directly connected to the first drive motor and the second drive motor without the need for a power controller. In other words, the brake controller can directly send torque requests to the first drive motor and the second drive motor. The first drive motor and the second drive motor only need to respond according to the received torque requests, without the need for torque distribution or other processing.

[0078] In the parking system of this embodiment, the brake controller does not need to communicate with the drive motor through the power controller, but can directly control the first and second drive motors. During parking, the drive motors can respond only to the parking torque sent by the brake controller, thereby avoiding a large amount of calibration during the parking process.

[0079] During automatic parking control, after receiving the acceleration request from the parking controller, the brake controller performs a combination of depressurization and positive torque drive power controller operation. When the power controller receives the positive torque request, it forwards it to the drive motor. When the drive motor receives the positive torque request during the start-up phase, it drives the vehicle.

[0080] In this embodiment, the parking system eliminates the power controller node from the original technical solution. The torque requested by the parking controller can be sent to the drive motor controller by the brake controller. The brake controller can determine the output drive torque based on the acceleration information sent from the upper level of parking and the vehicle status combination. When requesting drive motor torque, the brake controller can determine the range of the main drive motor's torque. If the range is met, only the main drive motor is used; otherwise, the corresponding proportional torque is requested from the slave drive motor.

[0081] In this embodiment, a dedicated parking torque interface for automatic parking is added to the drive motor. Relevant filtering parameters are calibrated using this interface to calibrate the comfort of the power output in automatic parking scenarios. Specifically, in the automatic parking control chain, the drive motor only needs to execute positive torque in certain scenarios. Therefore, the dedicated torque interface for automatic parking is used to limit and calibrate the torque output within the motor's zero-crossing range. The zero-crossing torque range of the motor is basically 0-3 Nm. Certain restrictions can be imposed on this range, for example, torque gradient restrictions or torque filtering restrictions can be implemented to adjust the torque adjustment rate.

[0082] This embodiment optimizes the parking control chain and reduces motor variables during the parking start-up phase, thus facilitating smooth vehicle control. Eliminating the power controller optimizes the control chain and significantly reduces motor variables during the parking start-up phase, such as the drive differences between main-single-motor control and dual-motor control, thereby enabling smooth vehicle control.

[0083] Reference Figure 5 The diagram illustrates a parking device according to an embodiment of this application, which may specifically include a determining module 51, an allocation module 52, and a control module 53, wherein:

[0084] The determining module 51 is used to determine the parking torque required for parking based on the acceleration request and the current vehicle status information when it receives an acceleration request from the parking controller.

[0085] The allocation module 52 is used to determine the first torque corresponding to the first drive motor and the second torque corresponding to the second drive motor of the vehicle based on the parking torque.

[0086] The first transmitting module 53 is used to transmit the first torque to the first drive motor so that the first drive motor outputs the torque required for parking according to the first torque;

[0087] The second transmitting module 54 is used to transmit the second torque to the second drive motor so that the second drive motor outputs the torque required for parking according to the second torque.

[0088] In one possible implementation, the allocation module 52 includes:

[0089] An executable torque range determination submodule is used to determine the executable torque range of the first drive motor;

[0090] The first determining submodule is configured to determine the first torque as the parking torque and the second torque as zero if the parking torque is within the range of the executable torque.

[0091] The second determining submodule is used to divide the parking torque into the first torque and the second torque according to a preset ratio if the parking torque is not within the range of the executable torque.

[0092] In one possible implementation, the first sending module 53 includes:

[0093] The first transmitting submodule is used to send the value of the first torque to the parking torque interface of the first drive motor to control the first drive motor to respond according to the first torque.

[0094] In one possible implementation, the first sending submodule mentioned above includes:

[0095] The first motor state determination unit is used to determine the motor state of the first drive motor.

[0096] The control unit is used to control the first drive motor to respond based on the motor state of the first drive motor and the first torque.

[0097] In one possible implementation, the motor state includes the first drive motor being in the torque zero-crossing range or the first drive motor not being in the torque zero-crossing range, and the control unit includes:

[0098] The first determination subunit is used to determine the zero-crossing torque range of the first drive motor if the first drive motor is in the torque zero-crossing range; and control the output torque of the first drive motor to be within the zero-crossing torque range.

[0099] The second judgment subunit is used to control the first drive motor to output the first torque if the first drive motor is not in the torque zero-crossing range.

[0100] In one possible implementation, the above-mentioned device further includes:

[0101] A torque change rate determination module is used to determine the torque change rate of the first drive motor if the first drive motor is in the torque zero-crossing range.

[0102] The aforementioned first judgment subunit includes:

[0103] A desired torque determining element is used to determine the desired torque of the first drive motor within the zero-crossing torque range;

[0104] A control variable element is used to control the torque output by the first drive motor to reach the desired torque according to the torque change rate.

[0105] In one possible implementation, the second sending module 54 includes:

[0106] The response submodule is used to send the value of the second torque to the parking torque interface of the second drive motor, and the second drive motor is used to respond according to whether the value of the second torque is zero;

[0107] The maintenance submodule is used to maintain the current output torque of the second drive motor unchanged if the value of the second torque is zero.

[0108] The control submodule is used to determine the motor state of the second drive motor if the value of the second torque is not zero; and to control the second drive motor to respond according to the motor state of the second drive motor and the second torque.

[0109] As the apparatus embodiments are basically similar to the method embodiments, they are described in a relatively simple manner. For relevant details, please refer to the description in the method embodiment section.

[0110] Figure 6 This is a schematic diagram of the structure of a vehicle-mounted terminal provided in an embodiment of this application. Figure 6 As shown, the vehicle-mounted terminal 6 in this embodiment includes: at least one processor 60 ( Figure 6 (Only one is shown) a processor, a memory 61, and a computer program 62 stored in the memory 61 and executable on the at least one processor 60, wherein the processor 60 executes the computer program 62 to implement the steps in any of the above method embodiments.

[0111] The vehicle-mounted terminal may include, but is not limited to, a processor 60 and a memory 61. Those skilled in the art will understand that... Figure 6 This is merely an example of vehicle terminal 6 and does not constitute a limitation on vehicle terminal 6. It may include more or fewer components than shown in the figure, or combine certain components, or different components, such as input / output devices, network access devices, etc.

[0112] The processor 60 may be a Central Processing Unit (CPU), or it may be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0113] In some embodiments, the memory 61 may be an internal storage unit of the vehicle terminal 6, such as a hard drive or memory of the vehicle terminal 6. In other embodiments, the memory 61 may be an external storage device of the vehicle terminal 6, such as a plug-in hard drive, smart media card (SMC), secure digital card (SD), flash card, etc., equipped on the vehicle terminal 6. Furthermore, the memory 61 may include both internal storage units and external storage devices of the vehicle terminal 6. The memory 61 is used to store the operating system, applications, bootloader, data, and other programs, such as the program code of the computer program. The memory 61 can also be used to temporarily store data that has been output or will be output.

[0114] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps described in the various method embodiments above.

[0115] This application provides a computer program product that, when run on an in-vehicle terminal, enables the in-vehicle terminal to execute the steps described in the above-described method embodiments.

[0116] This application provides a vehicle that is driven during parking through the steps described in the above-described method embodiments.

[0117] The embodiments described above are only used to illustrate the technical solutions of this application, and are not intended to limit it. 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; and these 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, and should all be included within the protection scope of this application.

Claims

1. A parking method characterized by, The method is suitable for a brake controller, and a vehicle does not need to be controlled by a power controller during parking, and the method comprises the following steps: When receiving an acceleration request from a parking controller, determining a parking torque required for parking according to the acceleration request and current vehicle state information, wherein the parking controller is used to determine the acceleration request based on current vehicle state information of the vehicle; determining a first torque corresponding to a first drive motor and a second torque corresponding to a second drive motor of the vehicle according to the parking torque respectively; sending the first torque to the first drive motor so that the first drive motor outputs the torque required for parking according to the first torque; sending the second torque to the second drive motor so that the second drive motor outputs the torque required for parking according to the second torque; wherein the brake controller directly sends a torque request to the first drive motor and the second drive motor, the first drive motor and the second drive motor respond according to the received torque request, the first drive motor and the second drive motor do not need to perform torque distribution and other processing, and the first drive motor and the second drive motor only respond to the parking torque sent by the brake controller during parking driving.

2. The method of claim 1, wherein, The method further comprises the following steps: determining an executable torque range of the first drive motor; if the parking torque is within the executable torque range, determining that the first torque is the parking torque and the second torque is zero; if the parking torque is not within the executable torque range, dividing the parking torque into the first torque and the second torque according to a preset ratio.

3. The method of claim 1 or 2, wherein, The method further comprises the following steps: sending a value of the first torque to a parking torque interface of the first drive motor to control the first drive motor to respond according to the first torque.

4. The method of claim 3, wherein, The method further comprises the following steps: determining a motor state of the first drive motor; controlling the first drive motor to respond according to the motor state of the first drive motor and the first torque.

5. The method of claim 4, wherein, The motor state comprises that the first drive motor is in a torque zero-crossing interval or the first drive motor is not in the torque zero-crossing interval, and the controlling the first drive motor to respond according to the motor state of the first drive motor and the first torque comprises the following steps: if the first drive motor is in the torque zero-crossing interval, determining a zero-crossing torque range of the first drive motor; and controlling an output torque of the first drive motor to be within the zero-crossing torque range; if the first drive motor is not in the torque zero-crossing interval, controlling the first drive motor to output the first torque.

6. The method of claim 5, wherein, The method further comprises the following steps: if the first drive motor is in the torque zero-crossing interval, determining a torque change rate of the first drive motor; controlling an output torque of the first drive motor to be within the zero-crossing torque range, including: determining a desired torque of the first drive motor within the zero-crossing torque range; controlling the torque output by the first drive motor to reach the desired torque at the torque rate of change.

7. The method of claim 3, wherein, sending the second torque to the second drive motor to cause the second drive motor to output a torque required for parking according to the second torque, including: sending a value of the second torque to a parking torque interface of the second drive motor, the second drive motor configured to respond according to whether the value of the second torque is zero or not; if the value of the second torque is zero, maintaining the torque currently output by the second drive motor unchanged; if the value of the second torque is not zero, determining a motor state of the second drive motor; and controlling the second drive motor to respond according to the motor state of the second drive motor and the second torque.

8. A parking system, characterized in that including: a parking controller, a brake controller, a first drive motor and a second drive motor, the brake controller connected to the parking controller, the first drive motor and the second drive motor respectively, the vehicle not requiring a power controller to control during parking, wherein: the parking controller is configured to send an acceleration request to the brake controller during parking, the acceleration request configured to indicate a torque change of the drive motor, the parking controller configured to determine the acceleration request based on current vehicle state information of the vehicle; the brake controller is configured to, when receiving the acceleration request from the parking controller, determine a parking torque required for parking according to the acceleration request and the current vehicle state information; determine a first torque corresponding to the first drive motor and a second torque corresponding to the second drive motor according to the parking torque respectively; send the first torque to the first drive motor to cause the first drive motor to output a torque required for parking according to the first torque; and send the second torque to the second drive motor to cause the second drive motor to output a torque required for parking according to the second torque; the first drive motor is configured to receive the first torque and respond according to the first torque; the second drive motor is configured to receive the second torque and respond according to the second torque; wherein the brake controller directly sends torque requests to the first drive motor and the second drive motor, the first drive motor and the second drive motor respond according to the received torque requests, the first drive motor and the second drive motor do not require torque distribution and other processing, and the first drive motor and the second drive motor only respond to the parking torque sent by the brake controller during parking driving.

9. A parking device, characterized in that adapted to a brake controller, a vehicle not requiring a power controller to control during parking, including: determining module, configured to determine a parking torque required for parking according to the acceleration request and current vehicle state information when receiving the acceleration request from the parking controller, the parking controller being configured to determine the acceleration request based on current vehicle state information of the vehicle; allocating module, configured to determine a first torque corresponding to a first drive motor and a second torque corresponding to a second drive motor of the vehicle respectively according to the parking torque; a first sending module, configured to send the first torque to the first drive motor, so that the first drive motor outputs the torque required for parking according to the first torque; a second sending module, configured to send the second torque to the second drive motor, so that the second drive motor outputs the torque required for parking according to the second torque; wherein the brake controller directly sends a torque request to the first drive motor and the second drive motor, the first drive motor and the second drive motor respond according to the received torque request, the first drive motor and the second drive motor do not need to perform torque allocation and other processing, and the first drive motor and the second drive motor only respond to the parking torque sent by the brake controller during parking driving.

10. An in-vehicle terminal comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, The processor executes the computer program to implement the method in any one of claims 1-7.

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