Automatic parking method, device, equipment and storage medium

Abstract

The application provides an automatic parking method, device, equipment and storage medium, and relates to the technical field of intelligent driving. When it is detected that the distance between the vehicle and the parking space to be parked is less than a distance threshold, the safety range coefficient of the vehicle is reduced from a first safety range coefficient to a second safety range coefficient corresponding to the distance threshold, and the vehicle is controlled to automatically park according to the second safety range coefficient, wherein the safety range coefficient is used to represent the expansion of the actual contour of the vehicle by a certain coefficient. The application adjusts the distance between the vehicle contour and the parking space to be parked by introducing the safety range coefficient, so that the vehicle can be quickly and successfully parked in the parking space to be parked when the parking space to be parked is small or the vehicle occupies a large space in the adjacent parking space, and the user experience is improved.

Description

Technical Field

[0001] This application relates to the field of intelligent driving technology, and in particular to an automatic parking method, apparatus, device and storage medium. Background Technology

[0002] Currently, the Auto Parking Assist System (APA) has been widely used in the field of intelligent driving. Vehicles equipped with APA can park automatically, bringing users a more intelligent and convenient experience.

[0003] In related technologies, vehicles equipped with APA (Automatic Parking Assist) first plan a parking path to a parking space after detecting an available parking space, and then control the vehicle to automatically park in the available parking space based on a certain speed. Specifically, during the parking process, obstacles existing in the parking path, as well as the distance and direction of the obstacles relative to the vehicle, are detected. Then, based on the distance and direction of the obstacles relative to the vehicle, the vehicle speed and / or the steering wheel are controlled to successfully park in the available parking space.

[0004] When using the above-mentioned automatic parking method, parking difficulties or even parking failures may occur when the available parking space is small or the vehicle occupies a large space in adjacent parking spaces, affecting the user experience. Summary of the Invention

[0005] This application provides an automatic parking method, apparatus, device, and storage medium to solve the problem of parking difficulties or even parking failures when there are few available parking spaces or when vehicles occupy a large space in adjacent parking spaces.

[0006] In a first aspect, embodiments of this application provide an automatic parking method, comprising: in response to detecting that the distance between a vehicle and a parking space is less than a distance threshold, reducing the vehicle's safety range coefficient from a first safety range coefficient to a second safety range coefficient corresponding to the distance threshold, wherein the safety range coefficient is used to represent the actual outline of the vehicle being extended by a certain coefficient; and controlling the vehicle to perform automatic parking according to the second safety range coefficient.

[0007] In one possible implementation, controlling the vehicle to perform automatic parking based on a second safety range coefficient includes: acquiring the vehicle speed; determining a third safety range coefficient corresponding to the vehicle speed; determining a fourth safety range coefficient based on the second and third safety range coefficients; and controlling the vehicle to perform automatic parking based on the fourth safety range coefficient.

[0008] In one possible implementation, determining the third safety range coefficient corresponding to the vehicle speed includes: determining the third safety range coefficient corresponding to the vehicle speed based on the mapping relationship between the safety range coefficient and the vehicle speed, wherein the vehicle speed and the safety range coefficient are positively correlated.

[0009] In one possible implementation, determining the fourth security range coefficient based on the second and third security range coefficients includes: determining the fourth security range coefficient based on a preset algorithm, according to the second and third security range coefficients.

[0010] In one possible implementation, the automatic parking method further includes: detecting obstacles during the automatic parking process, determining the type of obstacle when an obstacle is detected, and controlling the vehicle to perform graded braking based on the type of obstacle.

[0011] In one possible implementation, the vehicle is controlled to perform graded braking according to the type of obstacle, including: when the obstacle type is a dynamic obstacle, the vehicle is controlled to brake at a position where the distance between the vehicle and the dynamic obstacle is a first distance; when the obstacle type is a static obstacle, the vehicle is controlled to brake at a position where the distance between the vehicle and the dynamic obstacle is a second distance.

[0012] In one possible implementation, the automatic parking method further includes: after the vehicle stops, detecting whether the vehicle has automatically parked in place; if automatic parking fails, determining a subsequent control strategy for automatic parking based on the obstacle type; if the detected obstacle is a dynamic obstacle, determining a subsequent control strategy of temporarily setting a preset time and then continuing to control the vehicle to park automatically; if the detected obstacle is a static obstacle, determining a subsequent control strategy of replanning the parking path and controlling the vehicle to park automatically based on the replanned parking path; if the detected obstacle is a static obstacle and replanning the parking path fails, outputting a prompt message to prompt the removal of the obstacle, and controlling the vehicle to park automatically in place after detecting the removal of the obstacle.

[0013] Secondly, embodiments of this application provide an automatic parking device, including: a data processing module, used to reduce the vehicle's safety range coefficient from a first safety range coefficient to a second safety range coefficient corresponding to the distance threshold when the distance between the vehicle and the parking space is detected to be less than a distance threshold, the safety range coefficient being used to represent the actual outline of the vehicle being extended by a certain coefficient; and a control module, used to control the vehicle to perform automatic parking according to the second safety range coefficient.

[0014] In one possible implementation, the control module is specifically used to: acquire the vehicle speed; determine the third safety range coefficient corresponding to the vehicle speed; determine the fourth safety range coefficient based on the second and third safety range coefficients; and control the vehicle to perform automatic parking based on the fourth safety range coefficient.

[0015] In one possible implementation, the control module can also be used to: determine the third safety range coefficient corresponding to the vehicle speed based on the mapping relationship between the safety range coefficient and the vehicle speed, wherein the vehicle speed and the safety range coefficient are positively correlated.

[0016] In one possible implementation, the control module can also be used to: determine a fourth safety range coefficient based on a preset algorithm, according to the second safety range coefficient and the third safety range coefficient.

[0017] In one possible implementation, the automatic parking device further includes a graded braking module, which is used to: detect obstacles during automatic parking, determine the type of obstacle when an obstacle is detected, and control the vehicle to perform graded braking according to the type of obstacle.

[0018] In one possible implementation, the graded braking module is specifically used to: when the obstacle type is a dynamic obstacle, control the vehicle to brake at a position where the distance between the vehicle and the dynamic obstacle is a first distance; when the obstacle type is a static obstacle, control the vehicle to brake at a position where the distance between the vehicle and the dynamic obstacle is a second distance.

[0019] In one possible implementation, the automatic parking device further includes a determining module, which is used to: detect whether the vehicle has automatically parked in place after the vehicle stops; if automatic parking fails, determine a subsequent control strategy for automatic parking based on the type of obstacle; if the detected obstacle is a dynamic obstacle, determine a subsequent control strategy of temporarily setting a preset time and then continuing to control the vehicle to park automatically; if the detected obstacle is a static obstacle, determine a subsequent control strategy of replanning the parking path and controlling the vehicle to park automatically based on the replanned parking path; if the detected obstacle is a static obstacle and replanning the parking path fails, output a prompt message to prompt the removal of the obstacle, and control the vehicle to park automatically in place after detecting the removal of the obstacle.

[0020] Thirdly, this application provides an electronic device, including: at least one processor; and a memory connected to the at least one processor; wherein the memory is used to store instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the automatic parking method provided in the first aspect.

[0021] Fourthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed, are used to implement the automatic parking method provided in the first aspect.

[0022] Fifthly, this application provides a program product comprising computer-executable instructions. When the computer-executable instructions are executed, they implement the automatic parking method provided in the first aspect.

[0023] This application provides an automatic parking method, apparatus, device, and storage medium. In response to detecting that the distance between a vehicle and a parking space is less than a distance threshold, the vehicle's safety range coefficient is reduced from a first safety range coefficient to a second safety range coefficient corresponding to the distance threshold. Based on this second safety range coefficient, the vehicle is controlled to automatically park. The safety range coefficient represents the actual vehicle outline extending outwards by a certain factor. This application adjusts the distance between the vehicle outline and the parking space by introducing a safety range coefficient, enabling the vehicle to be parked quickly and successfully in a parking space that is small or where the vehicle occupies a large space in adjacent parking spaces, thus improving the user experience. Attached Figure Description

[0024] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0025] Figure 1 A flowchart of an automatic parking method provided in an embodiment of this application;

[0026] Figure 2 A schematic diagram showing the distance between the center point of the rear axle of the vehicle and the midpoint of the entrance line of the parking space provided in this application embodiment;

[0027] Figure 3 A flowchart of an automatic parking method provided in another embodiment of this application;

[0028] Figure 4 A flowchart of an automatic parking method provided in another embodiment of this application;

[0029] Figure 5 This is a schematic diagram of the structure of an automatic parking device provided in an embodiment of this application;

[0030] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0031] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0032] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0033] In related technologies, when vehicles equipped with APA (Automatic Parking Assist) are performing automatic parking, they cannot differentiate their handling of different obstacles and scenarios, which may cause collisions between the vehicle and obstacles. This results in a poor user experience of the automatic parking function and frequent manual parking, thereby indirectly reducing the frequency of users using the automatic parking function.

[0034] Based on the problems existing in related technologies, this application introduces a safety range coefficient. During the automatic parking process, when the distance between the vehicle and the parking space is detected to be less than a distance threshold, the safety range coefficient is reduced. Based on the reduced safety range coefficient, the vehicle outline is reduced, thereby increasing the distance between the vehicle and the parking space. This enables the vehicle to be parked quickly and successfully in the parking space when the parking space is small or the vehicle occupies a large space in adjacent parking spaces, thus improving the user experience.

[0035] To facilitate understanding, the application scenarios of the embodiments of this application will be introduced first.

[0036] The application scenario of this application includes vehicles equipped with Automatic Parking Assist (APA). Specifically, after a vehicle equipped with APA activates its automatic parking function and plans its automatic parking path, during the automatic parking process, the distance between the vehicle and the parking space is detected based on real-time sensor data such as the vehicle's position and the position of the parking space. For example, this distance can be the distance between the center point of the vehicle's rear axle and the midpoint of the parking space's entrance line. When the distance between these two points is less than a distance threshold, the vehicle's safety range coefficient is reduced. Based on this reduced safety range coefficient, the vehicle's profile decreases, thereby increasing the distance between the vehicle and the parking space. The safety range coefficient can be the vehicle's profile expansion coefficient. It is understood that without changing the actual distance between the center point of the vehicle's rear axle and the midpoint of the parking space's entrance line, reducing the safety range coefficient (i.e., the vehicle's profile expansion coefficient) increases the distance between these two points, making automatic parking more efficient.

[0037] Specifically, when the vehicle is in a parking path, real-time sensing data of the surrounding environment obtained by onboard sensors such as ultrasonic radar, lidar, and surround-view cameras are detected, and an obstacle is detected in the parking path, the vehicle speed can be reduced to decrease the vehicle's safety range coefficient, thereby increasing the distance between the vehicle and the obstacle and reducing the probability of a collision.

[0038] Based on the above application scenarios, the automatic parking method provided in this application will be described in detail below through specific embodiments.

[0039] It is understood that the entity executing the automatic parking method provided in this application embodiment can be a vehicle or an APA installed on the vehicle.

[0040] Figure 1 A flowchart illustrating an embodiment of the automatic parking method provided in this application. Figure 1 As shown, the automatic parking method includes the following steps:

[0041] S101, in response to detecting that the distance between the vehicle and the parking space is less than a distance threshold, the vehicle's safety range coefficient is reduced from the first safety range coefficient to the second safety range coefficient corresponding to the distance threshold. The safety range coefficient is used to represent the actual outline of the vehicle being extended by a certain coefficient.

[0042] For example, the parking space to be parked can be a horizontal parking space, a vertical parking space, or an angled parking space.

[0043] For example, the distance between the vehicle and the parking space can be the distance between the center point of the vehicle's rear axle and the midpoint of the parking space's entrance line, or the distance between the center point of the vehicle's front axle and the midpoint of the parking space's entrance line, or the distance between the center point of the vehicle's rear axle and the center point of the parking space, or the distance between the center point of the vehicle's front axle and the center point of the parking space, or the distance between the center point of the vehicle's symmetrical center and the midpoint of the parking space's entrance line, or the distance between the center point of the vehicle's symmetrical center and the center point of the parking space, etc. For example, the entrance line can be the boundary line that the vehicle first crosses when it enters the parking space according to the parking path.

[0044] It is understandable that the distance between the center point of the vehicle's rear axle and the midpoint of the parking space entrance line is detected based on the scenario where the rear of the vehicle enters the parking space first (i.e., reversing). In actual automatic parking, depending on the relative position between the parking space and the vehicle, there may also be scenarios where the front of the vehicle enters the parking space first. Therefore, the distance between the vehicle and the parking space can be the distance between the center point of the vehicle's rear axle and the midpoint of the parking space entrance line. Thus, it should be noted that the automatic parking method provided in this application is applicable to all automatic parking scenarios, and the method for determining the distance between the vehicle and the parking space is not limited.

[0045] For example, when the distance between the vehicle and the parking space is the distance between the center point of the vehicle's rear axle and the midpoint of the entrance line of the parking space, combined with... Figure 2 Provide an explanation of how this distance is represented. Figure 2 This is a schematic diagram illustrating the distance between the center point of the rear axle of the vehicle and the midpoint of the entrance line to the parking space, as provided in an embodiment of this application. Figure 2 As shown, the white rectangle represents the parking space, the dashed line of the white rectangle represents the entrance line of the parking space, the black dot represents the midpoint of the entrance line, the gray rectangle represents the actual outline of the vehicle, the black area represents the expanded outline of the vehicle corresponding to the second safety range coefficient, the white dot represents the rear axle center point of the vehicle, and the distance between the double arrows represents the distance between the midpoint of the entrance line and the rear axle center point of the vehicle. It can be understood that the distance between the rear axle center point of the vehicle and the midpoint of the parking space entrance line, obtained according to the first safety range coefficient, is less than the distance between the rear axle center point of the vehicle and the midpoint of the parking space entrance line, thus increasing the vehicle's travel distance.

[0046] For example, the distance threshold can be 1.5m or 1m, etc.

[0047] Optionally, the safety range coefficient, also known as the expansion coefficient, can be a factor that expands the actual vehicle profile by a certain amount. This safety range coefficient can serve as the basis for judging the distance between the vehicle and obstacles. Specifically, when determining the distance between the vehicle and obstacles based on this safety range coefficient, a vehicle body approximation model simulating the vehicle profile can be used. This approximation model is used to replace the actual vehicle profile when obstacle avoidance constraints need to be established during automatic parking. For example, the approximation model can describe the vehicle profile using a rectangle, a single circle, or a double circle, etc. It is understood that in the calculation of vehicle movement, the vehicle profile is calculated using the approximation model as the actual vehicle profile, and the vehicle safety range coefficient is a value greater than 1, such as 1.05, 1.1, or 1.2, to ensure that the calculated vehicle profile size is larger than the actual vehicle profile size during the vehicle movement calculation, thus guaranteeing vehicle safety.

[0048] Optionally, the distance between the vehicle and the parking space and the safety range coefficient can be discrete or continuous. Specifically, the second safety range coefficient can be a pre-set safety range coefficient based on a distance threshold, or it can be a safety range coefficient corresponding to the distance threshold based on the mapping relationship between the distance threshold and the safety range coefficient. The automatic parking method provided in this application does not limit the relationship between the distance threshold and the safety range coefficient. In actual automatic parking, as long as the distance between the vehicle and the parking space obtained based on the value of the safety range coefficient corresponding to the distance threshold can reach the optimal level during the automatic parking process, it is sufficient to ensure that the vehicle can quickly and successfully achieve automatic parking.

[0049] S102, based on the second safety range coefficient, controls the vehicle to perform automatic parking.

[0050] Optionally, based on the second safety range coefficient and the detected location of the parking space, the distance between the vehicle outline corresponding to the second safety range coefficient and the parking space is calculated. Then, based on this distance and a certain vehicle speed, the vehicle is controlled to automatically park. Specifically, the vehicle speed can be automatically matched by the vehicle or controlled by the driver.

[0051] It is understood that in the automatic parking method provided in this application embodiment, the distance between the vehicle and the parking space can be the distance between the vehicle and the parking space calculated based on the safety range coefficient. This distance can be the actual distance between the vehicle's outline and the parking space, or it can be the measured distance between the vehicle and the parking space calculated after expanding the vehicle's outline by a certain coefficient.

[0052] In this embodiment, in response to detecting that the distance between the vehicle and the parking space is less than a distance threshold, the vehicle's safety range coefficient is reduced from a first safety range coefficient to a second safety range coefficient corresponding to the distance threshold. Based on this second safety range coefficient, the vehicle is controlled to automatically park. The entry line is the first path the vehicle passes when entering the parking space according to the parking path. The safety range coefficient characterizes the minimum safe driving range for the vehicle. This application adjusts the distance between the vehicle's outline and the parking space by introducing a safety range coefficient, enabling the vehicle to quickly and successfully park in a parking space when the parking space is small or the vehicle occupies a large space in adjacent parking spaces, thus improving the user experience.

[0053] Based on the above embodiments, the automatic parking method provided in this application also triggers a change in the safety range coefficient during the automatic parking process when the vehicle speed changes. The following is in conjunction with... Figure 3 The specific implementation method of controlling the vehicle to perform automatic parking based on the second safety range coefficient in step S102 is explained in detail.

[0054] Figure 3 A flowchart illustrating an automatic parking method provided in yet another embodiment of this application. Figure 3 As shown, based on the second safety range coefficient, controlling the vehicle to perform automatic parking may also include the following steps:

[0055] S301, obtain the vehicle speed.

[0056] It should be noted that the vehicle speed can be automatically adjusted during the automatic parking process, or it can be based on driver control via the accelerator and brake. The automatic parking method provided in this application does not limit the control of vehicle speed; that is, the automatic parking method provided in this application can be applied to automatic parking that does not require driver assistance in controlling vehicle speed, and it can also be applied to automatic parking that requires driver assistance in controlling vehicle speed. Specifically, for automatic parking that does not require driver assistance in controlling vehicle speed, the vehicle can adjust its speed based on parking path tracking during the automatic parking process.

[0057] S302, determine the third safety range coefficient corresponding to the vehicle speed.

[0058] Optionally, a third safety range coefficient corresponding to the vehicle speed is determined based on the mapping relationship between the safety range coefficient and the vehicle speed, wherein the vehicle speed and the safety range coefficient are positively correlated.

[0059] Optionally, vehicle speed can be positively correlated with the safety range coefficient in stages. That is, the safety range coefficient ranges differently depending on the vehicle speed.

[0060] Understandably, adjusting the safety range coefficient based on vehicle speed can simulate human behavior when parking at low speeds, allowing the vehicle to approach obstacles more closely. At high speeds, a larger vehicle safety range coefficient results in a larger vehicle profile during control. Conversely, at the same actual distance, a smaller vehicle safety range coefficient corresponds to a smaller vehicle profile and a larger distance between the vehicle and the obstacle, reducing the probability of failing to stop when encountering an obstacle.

[0061] S303, determine the fourth safety range coefficient based on the second and third safety range coefficients.

[0062] Optionally, a fourth safety range coefficient is determined based on a preset algorithm, according to the second and third safety range coefficients. Specifically, the preset algorithm can be a weight-based algorithm or an algorithm based on preset coefficients.

[0063] Understandably, during automatic parking, if changes in both the distance-triggered safety range coefficient and the speed-triggered safety range coefficient are included, then the combined effects of these two coefficients on the automatic parking process need to be considered to optimize the distance between the vehicle and the parking space, thereby ensuring that the vehicle can park quickly and efficiently.

[0064] S304 controls the vehicle to perform automatic parking based on the fourth safety range factor.

[0065] The specific implementation method is similar to that described above, and will not be repeated here.

[0066] In this embodiment, by acquiring the vehicle speed, a third safety range coefficient corresponding to the speed is further determined. Based on the second and third safety range coefficients, a fourth safety range coefficient is determined. Based on the fourth safety range coefficient, the vehicle is controlled to perform automatic parking. By superimposing the second and third safety range coefficients triggered by the vehicle speed and distance respectively, the final fourth safety range coefficient is obtained. Based on this fourth safety range coefficient, the vehicle's outline is adjusted, enabling the vehicle to be quickly and successfully parked in the parking space when the parking space is small or the vehicle occupies a large space in adjacent parking spaces, thereby improving parking efficiency and enhancing user experience.

[0067] Based on the above embodiments, and according to the relationship between vehicle speed and the safety range coefficient, another possible implementation of the automatic parking method provided in this application embodiment is: acquiring the vehicle speed, determining the third safety range coefficient corresponding to the vehicle speed, and controlling the vehicle to perform automatic parking based on the third safety range coefficient. It is understood that, based on the third safety range coefficient and the detected position of the parking space, the distance between the vehicle outline corresponding to the third safety range coefficient and the parking space can also be calculated, and based on this distance, the vehicle can be controlled to perform automatic parking based on a certain vehicle speed.

[0068] In summary, in the automatic parking method provided in this application, the change in the safety range coefficient can be triggered by a change in the distance between the vehicle and the parking space, or by a change in vehicle speed. Specifically, the change in the vehicle outline caused by the change in the safety range coefficient can be determined based on the safety range coefficient corresponding to distance, the safety range coefficient corresponding to vehicle speed, or the superposition of the safety range coefficients corresponding to distance and vehicle speed. The specific implementation scheme is determined according to the actual situation during the automatic parking process, and the automatic parking method provided in this application does not limit this.

[0069] It should be noted that the automatic parking method provided in this application embodiment is also applicable to scenarios where obstacles are detected in the parking path during automatic parking. The following section combines... Figure 4 The automatic parking method provided in another embodiment of this application will be described in detail.

[0070] Figure 4 A flowchart illustrating an automatic parking method provided in another embodiment of this application. (See attached flowchart.) Figure 4 As shown, the automatic parking method includes the following steps:

[0071] S401 performs obstacle detection during automatic parking and determines the type of obstacle when an obstacle is detected.

[0072] Optionally, real-time sensing data of the vehicle's surrounding environment can be acquired using onboard sensors such as ultrasonic radar, lidar, and surround-view cameras, and the presence of obstacles within the driving area can be detected based on this data. Specifically, the characteristic information of obstacles can be determined based on the real-time sensing data. For example, the characteristic information of obstacles can include the type and location of the obstacle. The type of obstacle can be a moving dynamic obstacle such as a pedestrian or animal, or a stationary obstacle such as a box or bicycle.

[0073] S402 controls the vehicle to perform graded braking based on the type of obstacle.

[0074] Optionally, when the obstacle type is a dynamic obstacle, the vehicle is controlled to brake at a position where the distance between it and the dynamic obstacle is a first distance; when the obstacle type is a static obstacle, the vehicle is controlled to brake at a position where the distance between it and the dynamic obstacle is a second distance. For example, the first distance can be 60cm and the second distance can be 40cm.

[0075] Optionally, the values ​​of the first distance and the second distance can also be customized by the vehicle according to the actual situation.

[0076] In this embodiment, obstacle detection is performed during parking, and when an obstacle is detected, the type of obstacle is determined. Furthermore, based on the type of obstacle, the vehicle is controlled to perform graded braking. Different system strategies are adopted for graded braking based on the type of obstacle, which reduces the probability of collision between the vehicle and the obstacle and improves the reliability, stability and availability of the parking system, so as to ensure that the vehicle can be parked safely and reliably.

[0077] Optionally, after controlling the vehicle to perform graded braking according to the obstacle type in step S402, the automatic parking method provided in this application embodiment may further include: after the vehicle stops, detecting whether the vehicle has automatically parked in place; if automatic parking fails, determining a subsequent control strategy for automatic parking in place according to the obstacle type; if the detected obstacle is a dynamic obstacle, determining a subsequent control strategy of temporarily setting a preset time and then continuing to control the vehicle to park automatically; if the detected obstacle is a static obstacle, determining a subsequent control strategy of replanning the parking path and controlling the vehicle to park automatically according to the replanned parking path; if the detected obstacle is a static obstacle and replanning the parking path fails, outputting a prompt message, which is used to prompt the removal of the obstacle, and controlling the vehicle to park automatically in place after detecting the removal of the obstacle.

[0078] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0079] Figure 5 This is a schematic diagram of the structure of an automatic parking device provided in one embodiment of this application. Figure 5 As shown, the automatic parking device 50 includes a data processing module 510 and a control module 520.

[0080] The data processing module 510 is used to reduce the vehicle's safety range coefficient from a first safety range coefficient to a second safety range coefficient corresponding to the distance threshold when the distance between the vehicle and the parking space is detected to be less than a distance threshold. The safety range coefficient is used to represent the actual outline of the vehicle being extended by a certain coefficient. The control module 520 is used to control the vehicle to perform automatic parking according to the second safety range coefficient.

[0081] In one possible implementation, the control module 520 is specifically used to: acquire the vehicle speed; determine a third safety range coefficient corresponding to the vehicle speed; determine a fourth safety range coefficient based on the second and third safety range coefficients; and control the vehicle to perform automatic parking based on the fourth safety range coefficient.

[0082] In one possible implementation, the control module 520 can also be used to: determine the third safety range coefficient corresponding to the vehicle speed based on the mapping relationship between the safety range coefficient and the vehicle speed, wherein the vehicle speed and the safety range coefficient are positively correlated.

[0083] In one possible implementation, the control module 520 can also be used to: determine a fourth safety range coefficient based on a preset algorithm, according to the second safety range coefficient and the third safety range coefficient.

[0084] In one possible implementation, the automatic parking device further includes a graded braking module (not shown), which is used to: detect obstacles during automatic parking and determine the type of obstacle when an obstacle is detected; and control the vehicle to perform graded braking according to the type of obstacle.

[0085] In one possible implementation, the graded braking module is specifically used to: when the obstacle type is a dynamic obstacle, control the vehicle to brake at a position where the distance between the vehicle and the dynamic obstacle is a first distance; when the obstacle type is a static obstacle, control the vehicle to brake at a position where the distance between the vehicle and the dynamic obstacle is a second distance.

[0086] In one possible implementation, the automatic parking device further includes a determining module (not shown), which is used to: detect whether the vehicle has automatically parked in place after the vehicle stops; if automatic parking fails, determine a subsequent control strategy for automatic parking based on the type of obstacle; if the detected obstacle is a dynamic obstacle, determine a subsequent control strategy of temporarily setting a preset time and then continuing to control the vehicle to park automatically; if the detected obstacle is a static obstacle, determine a subsequent control strategy of replanning the parking path and controlling the vehicle to park automatically based on the replanned parking path; if the detected obstacle is a static obstacle and replanning the parking path fails, output a prompt message to prompt the removal of the obstacle, and control the vehicle to park automatically in place after detecting the removal of the obstacle.

[0087] The apparatus provided in this application embodiment can be used to execute the method steps provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described again here.

[0088] It should be noted that the division of the various modules in the above device is merely a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, these modules can be implemented entirely in software via processing element calls; they can be fully implemented in hardware; or some modules can be implemented by processing element calls to software, while others are implemented in hardware. For example, a processing module can be a separate processing element, or it can be integrated into a chip within the device. Alternatively, it can be stored as program code in the device's memory, and its functions can be called and executed by a processing element. The implementation of other modules is similar. Moreover, these modules can be fully or partially integrated together, or they can be implemented independently. The processing element here can be an integrated circuit with signal processing capabilities. During implementation, each step of the above method or each of the above modules can be completed through integrated logic circuits in the hardware of the processor element or through software instructions.

[0089] For example, these modules can be one or more integrated circuits configured to implement the above methods, such as one or more Application Specific Integrated Circuits (ASICs), one or more Digital Signal Processors (DSPs), or one or more Field Programmable Gate Arrays (FPGAs). As another example, when a module is implemented using processing element scheduler code, the processing element can be a general-purpose processor, such as a Central Processing Unit (CPU) or other processor capable of calling program code. Furthermore, these modules can be integrated together as a System-On-a-Chip (SOC).

[0090] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. A computer program product includes one or more computer instructions. When the computer instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, Digital Subscriber Line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available media can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., Digital Video Discs, DVDs), or semiconductor media (e.g., solid-state disks (SSDs)).

[0091] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 6 As shown, the electronic device 60 includes at least one processor 610, a memory 620, a communication interface 630, and a system bus 640. The memory 620 and the communication interface 630 are connected to the processor 610 via the system bus 640 and communicate with each other. The memory 620 stores instructions, the communication interface 630 communicates with other devices, and the processor 610 calls the instructions in the memory to execute the method steps provided in the above method embodiments. The specific implementation and technical effects are similar and will not be described again here.

[0092] Should Figure 6 The system bus 640 mentioned can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This system bus 640 can be divided into address bus, data bus, control bus, etc. For ease of representation, it is represented by only one thick line in the diagram, but this does not indicate that there is only one bus or one type of bus.

[0093] The communication interface 630 is used to enable communication between the database access device and other devices (such as clients, read-write databases, and read-only databases).

[0094] The memory 620 may include random access memory (RAM) and may also include non-volatile memory, such as at least one disk storage device.

[0095] The processor 610 can be a general-purpose processor, including a central processing unit, a network processor (NP), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0096] This application also provides a computer-readable storage medium storing computer-executable instructions. When executed by a processor, the computer-executable instructions are used to implement the method steps as described in the above method embodiments. The specific implementation methods and technical effects are similar and will not be repeated here.

[0097] This application also provides a program product comprising computer-executable instructions. When the computer-executable instructions are executed, they implement the method steps as described in the above method embodiments. The specific implementation and technical effects are similar and will not be repeated here.

[0098] Other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0099] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

[0100] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation portals are provided for users to choose to authorize or refuse.

Claims

1. An automatic parking method, characterized in that, include: In response to the detection that the distance between the center point of the rear axle of the vehicle and the midpoint of the entrance line of the parking space is less than a distance threshold, the safety range coefficient of the vehicle is reduced from a first safety range coefficient to a second safety range coefficient corresponding to the distance threshold. Without changing the actual distance between the center point of the rear axle of the vehicle and the midpoint of the entrance line of the parking space, the distance between the vehicle and the parking space is increased by reducing the safety range coefficient. The safety range coefficient is used to represent the actual outline of the vehicle being expanded by a certain coefficient. The vehicle speed is obtained, and a third safety range coefficient corresponding to the vehicle speed is determined; when an obstacle is detected in the parking path, the vehicle speed is reduced to reduce the third safety range coefficient. A fourth safety range coefficient is determined based on the second safety range coefficient and the third safety range coefficient. The vehicle's profile is adjusted based on the fourth safety range coefficient, and the vehicle is controlled to perform automatic parking.

2. The automatic parking method according to claim 1, characterized in that, Determining the third safety range coefficient corresponding to the vehicle speed includes: Based on the mapping relationship between the third safety range coefficient and the vehicle speed, the third safety range coefficient corresponding to the vehicle speed is determined, and the vehicle speed and the third safety range coefficient are positively correlated.

3. The automatic parking method according to claim 1, characterized in that, Determining the fourth safety range coefficient based on the second safety range coefficient and the third safety range coefficient includes: Based on a preset algorithm, a fourth safety range coefficient is determined according to the second safety range coefficient and the third safety range coefficient.

4. The automatic parking method according to any one of claims 1 to 3, characterized in that, Also includes: Obstacle detection is performed during automatic parking, and the type of obstacle is determined when an obstacle is detected; The vehicle is controlled to perform graded braking based on the type of obstacle.

5. The automatic parking method according to claim 4, characterized in that, The step of controlling the vehicle to perform graded braking according to the type of obstacle includes: When the obstacle type is a dynamic obstacle, the vehicle is controlled to brake at a position where the distance between it and the dynamic obstacle is a first distance; When the obstacle type is a static obstacle, the vehicle is controlled to brake at a position where the distance between it and the static obstacle is a second distance.

6. The automatic parking method according to claim 5, characterized in that, Also includes: After the vehicle stops, check whether the vehicle automatically parks itself in place; If automatic parking fails to complete, a subsequent control strategy for completing automatic parking is determined based on the type of obstacle. If the detected obstacle is a dynamic obstacle, then the subsequent control strategy is determined to be to temporarily set a preset duration and then continue to control the vehicle to park automatically. If the detected obstacle is a static obstacle, the subsequent control strategy is determined to be to replan the parking path, and the vehicle is controlled to park automatically according to the replanned parking path. If the detected obstacle is a static obstacle and replanning the parking path fails, a prompt message is output to prompt the removal of the obstacle. After the obstacle is detected to be removed, the vehicle is automatically parked in place.

7. An automatic parking device, characterized in that, include: The data processing module is used to, when detecting that the distance between the center point of the rear axle of the vehicle and the midpoint of the entrance line of the parking space is less than a distance threshold, reduce the vehicle's safety range coefficient from a first safety range coefficient to a second safety range coefficient corresponding to the distance threshold. Without changing the actual distance between the center point of the rear axle of the vehicle and the midpoint of the entrance line of the parking space, the module increases the distance between the vehicle and the parking space by reducing the safety range coefficient. The safety range coefficient represents the actual outward expansion of the vehicle's outline by a certain factor. The module also acquires the vehicle's speed and determines a third safety range coefficient corresponding to that speed. When an obstacle is detected in the parking path, the module reduces the vehicle speed to decrease the third safety range coefficient. The control module is used to determine a fourth safety range coefficient based on the second safety range coefficient and the third safety range coefficient; adjust the outline of the vehicle based on the fourth safety range coefficient; and control the vehicle to perform automatic parking.

8. An electronic device, characterized in that, include: At least one processor; and a memory communicatively connected to the at least one processor; The memory is used to store instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the automatic parking method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the automatic parking method as described in any one of claims 1 to 6.

10. A program product, characterized in that, The program product includes computer-executable instructions that, when executed, implement the automatic parking method as described in any one of claims 1 to 6.

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