A control method and system for automatic parking

Abstract

A control method and system (10) for automatic parking, wherein the method includes: obtaining road surface gradient, vehicle speed, braking pressure, and gear information of the vehicle currently in motion; determining the driving scenario in which the vehicle is currently located according to the obtained road surface gradient and gear information; judging whether the vehicle meets the automatic parking activation condition according to the determined driving scenario and the obtained vehicle speed and braking pressure to obtain a judgment result; activating or deactivating the automatic parking function of the vehicle according to the judgment result. The control method and system (10) for automatic parking can adopt different automatic parking strategies according to different driving scenarios, meet the needs of users in different driving scenarios (usage scenarios), and improve user experience and safety performance.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle parking, and in particular, to a control method and system for automatic parking. Background Art

[0002] The Autohold function (i.e., the automatic parking function) is an additional function of an ESC (Electronic Stability Control) system that currently improves vehicle driving comfort and driving convenience. At present, the automatic parking control of most models on the market is relatively simple. It does not distinguish the driving scenarios of the vehicle (such as reversing, going uphill, going downhill, etc.), and only triggers the automatic parking function through a single judgment condition. For example, as long as it is detected that the brake pedal of the vehicle is depressed until the vehicle stops, the automatic parking function is triggered. This method may cause the following inconveniences or dangers: (1) When the vehicle stops going uphill and the driver does not apply enough braking force to keep the vehicle stationary, the automatic parking function cannot be triggered, resulting in vehicle rollback; (2) During following on a flat road or going downhill, due to the low activation threshold, the automatic parking function is frequently triggered under the frequent braking of the driver, reducing driving comfort; (3) During the process of parking in a parking space, the automatic parking function is frequently activated, and the driver needs to step on the accelerator pedal or turn off the automatic parking function to release the parking. The operation is inconvenient, and there is a certain risk of collision when releasing the parking by stepping on the accelerator in a narrow space. These will all cause inconvenience to users and reduce the user experience. Summary of the Invention

[0003] In view of the above problems, the present invention is proposed to provide a control method and system for automatic parking that overcomes the above problems or at least partially solves the above problems.

[0004] An object of the present invention is to provide a control method and system for automatic parking that can adopt different automatic parking strategies according to different driving scenarios to improve user experience and safety performance.

[0005] A further object of the present invention is to conveniently and accurately determine whether the conditions for activating automatic parking are met according to the vehicle speed and braking pressure of the vehicle for different driving scenarios.

[0006] In particular, according to an aspect of an embodiment of the present invention, a control method for automatic parking is provided, including:

[0007] Obtain the road surface gradient, vehicle speed, braking pressure, and gear information of the vehicle currently in motion;

[0008] Determine the driving scenario in which the vehicle is currently located according to the obtained road surface gradient and gear information;

[0009] Based on the determined driving scenario and the acquired vehicle speed and braking pressure, determine whether the vehicle meets the automatic parking activation condition to obtain a judgment result;

[0010] Activate or deactivate the automatic parking function of the vehicle according to the judgment result.

[0011] Optionally, the driving scenario includes reverse, uphill driving, flat-road driving, and downhill driving;

[0012] Determining the current driving scenario of the vehicle according to the acquired road surface gradient and gear information includes:

[0013] Judge whether the gear information is in the R gear;

[0014] If the gear information is in the R gear, determine that the current driving scenario of the vehicle is reverse;

[0015] If the gear information is not in the R gear, judge the current driving scenario of the vehicle as uphill driving, flat-road driving, or downhill driving according to the road surface gradient.

[0016] Optionally, the determining whether the vehicle meets the automatic parking activation condition according to the determined driving scenario and the acquired vehicle speed and braking pressure to obtain a judgment result includes:

[0017] When the determined driving scenario is reverse, directly determine that the vehicle does not meet the automatic parking activation condition as the judgment result;

[0018] When the determined driving scenario is uphill driving, judge whether the vehicle speed is less than a preset vehicle speed threshold. If so, determine that the vehicle meets the automatic parking activation condition as the judgment result;

[0019] When the determined driving scenario is flat-road driving, judge whether the vehicle speed is less than the preset vehicle speed threshold and whether the braking pressure is greater than a first preset threshold. If so, determine that the vehicle meets the automatic parking activation condition as the judgment result;

[0020] When the determined driving scenario is downhill driving, judge whether the vehicle speed is less than the preset vehicle speed threshold and whether the braking pressure is greater than a second preset threshold. If so, determine that the vehicle meets the automatic parking activation condition as the judgment result, where the second preset threshold is greater than the first preset threshold.

[0021] Optionally, the activating or deactivating the automatic parking function of the vehicle according to the judgment result includes:

[0022] If the judgment result is that the vehicle does not meet the automatic parking activation condition, deactivate the automatic parking function of the vehicle;

[0023] If the determination result is that the vehicle meets the automatic parking activation condition, activate the automatic parking function of the vehicle.

[0024] Optionally, obtaining the road surface gradient at which the vehicle is currently traveling includes:

[0025] Obtain the current driving torque and longitudinal acceleration of the vehicle, and calculate the road surface gradient at which the vehicle is currently traveling based on the driving torque and the longitudinal acceleration;

[0026] Or,

[0027] Sense the road surface gradient at which the vehicle is currently traveling through a gradient sensor.

[0028] Optionally, obtaining the vehicle speed at which the vehicle is currently traveling includes:

[0029] Obtain the current longitudinal acceleration of the vehicle and the wheel speed information of each wheel, and calculate the vehicle speed at which the vehicle is currently traveling based on the longitudinal acceleration and the wheel speed information of each wheel.

[0030] Optionally, obtaining the braking pressure at which the vehicle is currently traveling includes:

[0031] Sense the braking pressure at which the vehicle is currently traveling through a hydraulic sensor provided at the brake pedal of the vehicle.

[0032] According to another aspect of the embodiments of the present invention, an automatic parking control system is further provided, including:

[0033] A road surface gradient acquisition unit configured to acquire the road surface gradient at which the vehicle is currently traveling;

[0034] A vehicle speed acquisition unit configured to acquire the vehicle speed at which the vehicle is currently traveling;

[0035] A braking pressure acquisition unit configured to acquire the braking pressure at which the vehicle is currently traveling;

[0036] A gear position information acquisition unit configured to acquire the gear position information at which the vehicle is currently traveling;

[0037] A parking control module, respectively connected to the road surface gradient acquisition unit, the vehicle speed acquisition unit, the braking pressure acquisition unit, and the gear position information acquisition unit, configured to determine the driving scenario in which the vehicle is currently located according to the acquired road surface gradient and gear position information, and judge whether the vehicle meets the automatic parking activation condition according to the determined driving scenario and the acquired vehicle speed and braking pressure, obtain a judgment result, and generate a corresponding control signal according to the judgment result; and

[0038] An execution unit, connected to the parking control module, is configured to activate or deactivate the automatic parking function of the vehicle according to the corresponding control signal.

[0039] Optionally, the driving scenarios include reverse, uphill driving, flat road parking, and downhill driving;

[0040] The parking control module is further configured to:

[0041] Determine whether the gear information is in the R gear;

[0042] If the gear information is in the R gear, determine that the driving scenario the vehicle is currently in is reverse;

[0043] If the gear information is not in the R gear, determine the driving scenario the vehicle is currently in as uphill driving, flat road driving, or downhill driving according to the road surface gradient.

[0044] Optionally, the corresponding control signal includes one of a first control signal indicating activation of the automatic parking function and a second control signal indicating deactivation of the automatic parking function; the parking control module is further configured to:

[0045] When the determined driving scenario is reverse, directly determine that the vehicle does not meet the automatic parking activation condition and generate the second control signal;

[0046] When the determined driving scenario is uphill driving, determine whether the vehicle speed is less than a preset vehicle speed threshold. If so, determine that the vehicle meets the automatic parking activation condition and generate the first control signal;

[0047] When the determined driving scenario is flat road driving, determine whether the vehicle speed is less than the preset vehicle speed threshold and whether the braking pressure is greater than a first preset threshold. If so, determine that the vehicle meets the automatic parking activation condition and generate the first control signal;

[0048] When the determined driving scenario is downhill driving, determine whether the vehicle speed is less than the preset vehicle speed threshold and whether the braking pressure is greater than a second preset threshold. If so, determine that the vehicle meets the automatic parking activation condition and generate the first control signal, where the second preset threshold is greater than the first preset threshold;

[0049] The execution unit is further configured to:

[0050] Deactivate the automatic parking function of the vehicle according to the second control signal; or

[0051] Activate the automatic parking function of the vehicle according to the first control signal.

[0052] Optionally, the road surface gradient acquisition unit includes:

[0053] A torque sensor configured to obtain the current driving torque of the vehicle;

[0054] A first acceleration sensor configured to obtain the current longitudinal acceleration of the vehicle;

[0055] A first calculator configured to calculate the current road surface gradient of the vehicle based on the obtained driving torque and longitudinal acceleration.

[0056] Optionally, the road surface gradient acquisition unit is a gradient sensor configured to sense the current road surface gradient of the vehicle.

[0057] Optionally, the vehicle speed acquisition unit includes:

[0058] A second acceleration sensor configured to obtain the current longitudinal acceleration of the vehicle;

[0059] A wheel speed sensor configured to obtain the wheel speed information of each wheel of the vehicle currently;

[0060] A second calculator configured to calculate the current vehicle speed of the vehicle based on the obtained longitudinal acceleration and the wheel speed information of each wheel.

[0061] Optionally, the braking pressure acquisition unit is a hydraulic sensor;

[0062] The hydraulic sensor is disposed on the brake pedal of the vehicle and configured to sense the current braking pressure of the vehicle.

[0063] Optionally, the execution unit is a hydraulic execution unit integrated in the parking control module.

[0064] The automatic parking control method and system provided by the embodiments of the present invention, by obtaining the current driving condition information of the vehicle, that is, the road surface gradient, vehicle speed, braking pressure and gear information of the vehicle currently, determine the current driving scenario of the vehicle according to the road surface gradient and gear information, and then determine whether the vehicle meets the automatic parking activation condition according to the determined driving scenario and the obtained vehicle speed and braking pressure, so as to activate or disable the automatic parking function of the vehicle. The solution of the present invention can adopt different automatic parking strategies according to different driving scenarios, meet the needs of users in different driving scenarios (usage scenarios), and improve the user experience and safety performance.

[0065] Further, after determining the driving scenario of the vehicle, for different driving scenarios, it is convenient and accurate to judge whether it meets the automatic parking activation condition according to the vehicle speed and braking pressure of the vehicle, so as to improve the efficiency and accuracy of automatic parking control, and further improve the user experience and safety performance.

[0066] The above description is only an overview of the technical solution of the present invention. In order to understand the technical means of the present invention more clearly, it can be implemented according to the content of the specification. And in order to make the above and other objects, features and advantages of the present invention more obvious and understandable, the specific embodiments of the present invention are hereinafter specifically exemplified.

[0067] Those skilled in the art will understand the above and other objects, advantages and features of the present invention more clearly according to the following detailed description of the specific embodiments of the present invention in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] Some specific embodiments of the present invention will be described in detail hereinafter with reference to the accompanying drawings in an exemplary but not restrictive manner. The same reference numerals in the drawings denote the same or similar components or parts. Those skilled in the art should understand that these drawings are not necessarily drawn to scale. In the drawings:

[0069] Figure 1 is a schematic flowchart of a control method for automatic parking according to an embodiment of the present invention;

[0070] Figure 2 is a schematic diagram of the step of determining the driving scenario in which the vehicle is currently located according to the obtained road surface gradient and gear information according to an embodiment of the present invention;

[0071] Figure 3 is a schematic structural diagram of a control system for automatic parking according to an embodiment of the present invention;

[0072] Figure 4 is a schematic structural diagram of a control system for automatic parking according to another embodiment of the present invention;

[0073] Figure 5 is a schematic structural diagram of a control system for automatic parking according to still another embodiment of the present invention;

[0074] Figure 6 is a schematic structural diagram of a control system for automatic parking according to yet another embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0075] The exemplary embodiments of the present disclosure will be described in more detail hereinafter with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided so that the present disclosure can be more thoroughly understood and the scope of the present disclosure can be completely conveyed to those skilled in the art.

[0076] The triggering of the automatic parking function of most vehicles on the current market lacks the judgment of the user's (or driver's) usage scenarios (or driving scenarios), so it is impossible to adjust the activation conditions of the automatic parking function according to different usage scenarios, resulting in inconvenient use for users, poor experience, and safety risks.

[0077] The inventors of this application creatively discovered in their research that: based on the big data analysis of the currently widely used Electronic Stability Control System (ESC system) and the driving habits of drivers, combined with the driving environment of the vehicle (such as road slope) and driving data (such as vehicle speed, gear, etc.), the driving intention of the driver can be judged, so as to determine the vehicle usage scenario, and then different automatic parking trigger logics can be adopted for different vehicle usage scenarios, effectively solving the above problems.

[0078] To solve the above technical problems, an embodiment of the present invention proposes a control method for automatic parking. Figure 1 The flowchart of the control method for automatic parking according to an embodiment of the present invention is shown. Refer to Figure 1 The control method for automatic parking can at least include the following steps S102 to step S108.

[0079] Step S102, obtain the road slope, vehicle speed, braking pressure, and gear information of the vehicle currently in motion.

[0080] Step S104, determine the driving scenario in which the vehicle is currently located according to the obtained road slope and gear information.

[0081] Step S106, judge whether the vehicle meets the automatic parking activation condition according to the determined driving scenario and the obtained vehicle speed and braking pressure, and obtain a judgment result.

[0082] Step S108, activate or deactivate the automatic parking function of the vehicle according to the judgment result.

[0083] The control method for automatic parking provided by the embodiment of the present invention, by obtaining the current driving condition information of the vehicle, that is, the road slope, vehicle speed, braking pressure, gear information, etc. of the vehicle currently in motion, determines the driving scenario in which the vehicle is currently located according to the road slope and gear information, and then judges whether the vehicle meets the automatic parking activation condition according to the determined driving scenario and the obtained vehicle speed and braking pressure, and activates or deactivates the automatic parking function of the vehicle accordingly. The solution of the present invention can adopt different automatic parking strategies according to different driving scenarios, meet the needs of users in different driving scenarios (usage scenarios), and improve the user experience and safety performance.

[0084] In the above step S102, the current driving condition information of the vehicle is obtained, specifically including the road surface gradient, vehicle speed, braking pressure, and gear information of the vehicle during current driving. The acquisition methods of each driving condition information will be introduced below.

[0085] (1) Acquisition of road surface gradient

[0086] In particular, there are at least two ways to obtain the road surface gradient.

[0087] The first way is to obtain the current driving torque and longitudinal acceleration of the vehicle, and calculate the road surface gradient of the vehicle during current driving based on the driving torque and longitudinal acceleration.

[0088] The driving torque is the output torque of the engine or motor that drives the vehicle, and can be detected by torque detection components such as torque sensors. The torque detection component can be set in the drive control module of the vehicle. The longitudinal acceleration refers to the acceleration along the axis of the vehicle, and can be sensed by an acceleration sensor. The algorithm for calculating the road surface gradient based on the driving torque and longitudinal acceleration can adopt existing algorithms, which should be known to those skilled in the art and will not be elaborated herein. By obtaining the current driving torque and longitudinal acceleration of the vehicle to calculate the road surface gradient, it can be realized by making full use of the components configured in the existing vehicle, avoiding the increase in cost.

[0089] The second way is to sense the road surface gradient of the vehicle during current driving through a gradient sensor (clinometer). This way can directly measure the road surface gradient, simplify the calculation process, and improve the processing efficiency.

[0090] (2) Acquisition of vehicle speed

[0091] In particular, the current longitudinal acceleration and the wheel speed information of each wheel of the vehicle can be obtained, and the vehicle speed during current driving of the vehicle can be calculated based on the longitudinal acceleration and the wheel speed information of each wheel.

[0092] The acquisition of longitudinal acceleration is as described above. The wheel speed information of each wheel refers to the rotational speed of each wheel, and can be obtained by wheel speed sensors set at each wheel or at positions such as the transmission corresponding to the wheel. The algorithm for calculating the vehicle speed based on the longitudinal acceleration and the wheel speed information of each wheel can adopt existing algorithms, which should be known to those skilled in the art and will not be elaborated herein.

[0093] (3) Acquisition of braking pressure

[0094] The braking pressure in this article refers to the pressure generated when the driver steps on the braking pedal of the vehicle. In particular, the braking pressure during current driving of the vehicle can be sensed by a hydraulic sensor set at the braking pedal of the vehicle.

[0095] (4) Acquisition of gear information

[0096] The gear information can be obtained by monitoring the driving gear of the vehicle through the shift control module of the vehicle. The driving gear of the vehicle usually can include P gear (parking gear), N gear (neutral gear), R gear (reverse gear), D gear (forward gear), etc.

[0097] In step S104 above, according to the obtained road surface slope and gear information, determine the driving scenario in which the vehicle is currently located.

[0098] In an embodiment of the present invention, the driving scenario may include reverse driving, uphill driving, flat road driving, downhill driving, etc. In this case, step S104 may include the following steps:

[0099] Step S201, determine whether the obtained gear information is R gear. If the obtained gear information is R gear, then execute step S202. If the obtained gear information is not R gear, then execute step S203.

[0100] Step S202, determine that the driving scenario in which the vehicle is currently located is reverse driving.

[0101] Step S203, according to the road surface slope, determine that the driving scenario in which the vehicle is currently located is uphill driving, flat road driving or downhill driving.

[0102] In practical applications, the road surface slope refers to the longitudinal slope of the road surface, that is, the degree of steepness of the road surface along the forward direction of the road, and can usually be expressed by the percentage method, the degree method, etc. When expressed by the degree method, the road surface slope α is expressed as: tanα = elevation difference / horizontal distance, that is, the tangent value of the road surface slope α is equal to the ratio of the elevation difference (that is, the vertical height between two points) between two points within the same slope section along the forward direction of the road to the horizontal distance. How to determine whether the vehicle is driving uphill, on a flat road or downhill according to the road surface slope should be known to those skilled in the art. In a specific implementation scheme, the road surface slope is the slope of the road in the forward direction of the vehicle. When the road surface slope is a positive value, it indicates uphill, and at this time, it can be determined that the driving scenario in which the vehicle is currently located is uphill driving. When the road surface slope is a negative value, it indicates downhill, and at this time, it can be determined that the driving scenario in which the vehicle is currently located is downhill driving. When the road surface slope is about 0 degrees, it indicates a horizontal road surface, and at this time, it can be determined that the driving scenario in which the vehicle is currently located is flat road driving.

[0103] In step S106 above, according to different driving scenarios and the vehicle speed and braking pressure of the vehicle, determine whether the vehicle meets the automatic parking activation condition.

[0104] In an embodiment of the present invention, after determining that the driving scenario in which the vehicle is currently located is reverse driving, uphill driving, flat road driving or downhill driving according to the obtained road surface slope and gear information, the execution of step S106 can be divided into the following four situations:

[0105] In the first case, when the determined driving scenario is reverse, it can be directly determined that the vehicle does not meet the automatic parking activation condition as the judgment result. That is to say, when the vehicle is in the reverse driving scenario, it is directly judged that the vehicle does not meet the automatic parking activation condition without considering the current vehicle speed and braking pressure.

[0106] In the second case, when the determined driving scenario is uphill driving, it is judged whether the vehicle speed is less than the preset vehicle speed threshold. If so, it is determined that the vehicle meets the automatic parking activation condition as the judgment result. Since on an uphill section, when the vehicle is stationary, it is very likely that the vehicle will roll back before the driver actively applies the brakes. Therefore, when the vehicle is in the uphill driving scenario, only the vehicle speed is used to judge whether it meets the automatic parking activation condition. Due to factors such as detection accuracy, the vehicle speed obtained when the vehicle is stationary may not be equal to 0 but there is a certain deviation. Therefore, in this application, a preset vehicle speed threshold is set. When the vehicle speed is less than the preset vehicle speed threshold, it can be considered that the vehicle has stopped. The preset vehicle speed thresholds for different vehicles may be different, and the preset vehicle speed threshold can be calibrated on the actual vehicle through a dedicated calibration tool.

[0107] In the third case, when the determined driving scenario is flat road driving, it is judged whether the vehicle speed is less than the preset vehicle speed threshold and whether the braking pressure is greater than the first preset threshold. If so, it is determined that the vehicle meets the automatic parking activation condition as the judgment result. Since there is no risk of vehicle rollback on a flat road, when the vehicle is in the flat road driving scenario, the vehicle speed and braking pressure are combined to judge whether it meets the automatic parking activation condition. Only when the vehicle is stationary and the braking pressure generated by the driver stepping on the brake pedal exceeds the first preset threshold, it is considered that the driver's current driving intention is to activate the automatic parking function. Thus, it is determined that the vehicle meets the automatic parking activation condition. The first preset thresholds for different vehicles may be different, and the first preset threshold can be calibrated on the actual vehicle through a dedicated calibration tool.

[0108] In the fourth case, when the determined driving scenario is downhill driving, it is determined whether the vehicle speed is less than a preset vehicle speed threshold and whether the braking pressure is greater than a second preset threshold. If so, it is determined that the vehicle meets the automatic parking activation condition as the judgment result. On a downhill section, under normal driving conditions, the driver needs to actively brake to stop the vehicle. Therefore, when the vehicle is in the driving scenario of downhill driving, the vehicle speed and braking pressure can be combined to determine whether the automatic parking activation condition is met. Only when the vehicle is stationary and the braking pressure generated by the driver stepping on the brake pedal exceeds the second preset threshold, it is considered that the driver's current driving intention is to activate the automatic parking function. Thus, it is determined that the vehicle meets the automatic parking activation condition. The second preset threshold of different vehicles can be different, and the second preset threshold can be calibrated on the actual vehicle through a dedicated calibration tool. In addition, the braking pressure required for the vehicle to stop on a downhill section is usually greater than that required for it to stop on a flat road. Therefore, generally, the second preset threshold is greater than the first preset threshold.

[0109] In the embodiments of the present invention, the determination of whether the automatic parking activation condition is met is adjusted according to different driving scenarios. Specifically, for the reverse driving scenario, the automatic parking activation condition is not met regardless of the vehicle speed and braking pressure; for the uphill driving scenario, it only needs to meet the automatic parking activation condition as long as the vehicle speed is less than the preset vehicle speed threshold; for the flat road driving scenario, it needs to meet the automatic parking activation condition only when the vehicle speed is less than the preset vehicle speed threshold and the braking pressure is greater than the first preset threshold; for the downhill driving scenario, it needs to meet the automatic parking activation condition only when the vehicle speed is less than the preset vehicle speed threshold and the braking pressure is greater than the second preset threshold. In this way, it overcomes the problems in the prior art that the automatic parking function is triggered by a single judgment condition, resulting in poor user experience and safety risks.

[0110] In the above step S108, the automatic parking function of the vehicle is activated or disabled according to the judgment result. Specifically, if the judgment result is that the vehicle does not meet the automatic parking activation condition, the automatic parking function of the vehicle is disabled. If the judgment result is that the vehicle meets the automatic parking activation condition, the automatic parking function of the vehicle is activated.

[0111] By disabling or activating the automatic parking function according to the result of the judgment of whether the automatic parking activation condition is met in different driving scenarios, the needs of users in different driving scenarios (usage scenarios) can be met, the user experience can be improved, and the safety performance can be enhanced. Specifically, when the vehicle stops on an uphill section and the driver does not apply sufficient braking force to keep the vehicle stationary, the automatic parking function is timely triggered for active braking to avoid the risk of rolling back. During following on a flat road or downhill, it is avoided that the automatic parking function is frequently triggered due to a low activation threshold, which reduces driving comfort. During parking into a position, it is prevented that the automatic parking function is frequently activated, resulting in inconvenient operation and collision risk.

[0112] Based on the same inventive concept, an embodiment of the present invention further provides a control system 10 for automatic parking. Figure 3 The structural schematic diagram of a control system 10 for automatic parking according to an embodiment of the present invention is shown. Refer to Figure 3 As shown, the control system 10 may at least include a road surface gradient acquisition unit 100, a vehicle speed acquisition unit 200, a braking pressure acquisition unit 300, a gear position information acquisition unit 400, a parking control module 500, and an execution unit 600.

[0113] The road surface gradient acquisition unit 100 can acquire the road surface gradient on which the vehicle is currently traveling. The vehicle speed acquisition unit 200 can acquire the vehicle speed of the vehicle currently traveling. The braking pressure acquisition unit 300 can acquire the braking pressure of the vehicle currently traveling. The gear position information acquisition unit 400 can acquire the gear position information of the vehicle currently traveling. The gear position information acquisition unit 400 can be the shift control module of the vehicle. The parking control module 500 is respectively connected to the road surface gradient acquisition unit 100, the vehicle speed acquisition unit 200, the braking pressure acquisition unit 300, and the gear position information acquisition unit 400. It can determine the driving scenario in which the vehicle is currently located according to the acquired road surface gradient and gear position information, and judge whether the vehicle meets the automatic parking activation condition according to the determined driving scenario and the acquired vehicle speed and braking pressure, obtain a judgment result, and generate a corresponding control signal according to the judgment result. The execution unit 600 is connected to the parking control module 500, receives the corresponding control signal sent by the parking control module 500, and activates or deactivates the automatic parking function of the vehicle according to this control signal.

[0114] In an embodiment of the present invention, the driving scenario may include reverse, uphill driving, flat road driving, downhill driving, etc. In this case, the parking control module 500 can determine the driving scenario in which the vehicle is currently located in the following way: judge whether the acquired gear position information is the R gear. If the acquired gear position information is the R gear, it is determined that the driving scenario in which the vehicle is currently located is reverse. If the acquired gear position information is not the R gear, it is judged that the driving scenario in which the vehicle is currently located is uphill driving, flat road driving, or downhill driving according to the road surface gradient. The method of judging that the driving scenario in which the vehicle is currently located is uphill driving, flat road driving, or downhill driving according to the road surface gradient is as described above and will not be repeated.

[0115] In an embodiment of the present invention, the corresponding control signal may include one of a first control signal indicating the activation of the automatic parking function and a second control signal indicating the deactivation of the automatic parking function. Correspondingly, the parking control module 500 can judge whether it meets the automatic parking activation condition for different driving scenarios in the following way and generate a corresponding control signal accordingly:

[0116] When the determined driving scenario is reverse, directly determine that the vehicle does not meet the automatic parking activation condition and generate a second control signal. When the determined driving scenario is uphill driving, determine whether the vehicle speed is less than a preset vehicle speed threshold. If so, determine that the vehicle meets the automatic parking activation condition and generate a first control signal. When the determined driving scenario is flat road driving, determine whether the vehicle speed is less than the preset vehicle speed threshold and whether the braking pressure is greater than a first preset threshold. If so, determine that the vehicle meets the automatic parking activation condition and generate a first control signal. When the determined driving scenario is downhill driving, determine whether the vehicle speed is less than the preset vehicle speed threshold and whether the braking pressure is greater than a second preset threshold. If so, determine that the vehicle meets the automatic parking activation condition and generate a first control signal, where the second preset threshold is greater than the first preset threshold. The definitions and settings of the preset vehicle speed threshold, the first preset threshold, and the second preset threshold are as described above and will not be repeated.

[0117] Correspondingly, the execution unit 600 disables the automatic parking function of the vehicle according to the second control signal, or activates the automatic parking function of the vehicle according to the first control signal.

[0118] See Figure 4 As shown, in an embodiment of the present invention, the road surface slope acquisition unit 100 may include a torque sensor 101, a first acceleration sensor 102, and a first calculator 103. The torque sensor 101 acquires the current driving torque of the vehicle and may be disposed in the drive control module of the vehicle. The driving torque is the output torque of the engine or motor that drives the vehicle to travel. The first acceleration sensor 102 is configured to acquire the current longitudinal acceleration of the vehicle. The first calculator 103 may be respectively connected to the torque sensor 101 and the first acceleration sensor 102, and calculates the road surface slope of the vehicle's current travel based on the driving torque acquired by the torque sensor 101 and the longitudinal acceleration acquired by the first acceleration sensor 102. The algorithm for calculating the road surface slope based on the driving torque and the longitudinal acceleration may adopt existing algorithms, which should be known to those skilled in the art and will not be elaborated herein.

[0119] In one embodiment of the present invention, the vehicle speed acquisition unit 200 may include a second acceleration sensor 201, a wheel speed sensor 202, and a second calculator 203. The second acceleration sensor 201 is configured to acquire the current longitudinal acceleration of the vehicle. The number of wheel speed sensors 202 may be the same as the number of wheels of the vehicle, and each wheel speed sensor 202 correspondingly acquires the current wheel speed information of each wheel of the vehicle. For example, for a four-wheel sedan, four wheel speed sensors 202 may be provided to respectively sense the current wheel speeds of the four wheels. The second calculator 203 may be respectively connected to the second acceleration sensor 201 and the wheel speed sensors 202, and calculates the current driving speed of the vehicle according to the longitudinal acceleration acquired by the second acceleration sensor 201 and the wheel speed information of each wheel acquired by each wheel speed sensor 202. The algorithm for calculating the vehicle speed based on the longitudinal acceleration and the wheel speed information of each wheel may adopt existing algorithms, which should be known to those skilled in the art and will not be elaborated herein.

[0120] See Figure 5 As shown, in one embodiment of the present invention, the first acceleration sensor 102 and the second acceleration sensor 201 may be the same acceleration sensor, reducing the number of components and lowering the equipment cost.

[0121] In one embodiment of the present invention, the first calculator 103 and the second calculator 203 may be integrated in the parking control module 500 to centrally and effectively utilize the computing resources of the control system 10, improve the computing processing ability, and thereby improve the efficiency of the automatic parking control. In addition, the first calculator 103 and the second calculator 203 may also be constituted by the same processor, and the processor runs corresponding computer program codes to respectively complete the calculation of the road surface gradient and the vehicle speed of the vehicle.

[0122] Continue to see Figure 4 As shown, in one embodiment of the present invention, the braking pressure acquisition unit 300 may be a hydraulic sensor 301. The hydraulic sensor 301 may be disposed at the braking pedal of the vehicle to sense the braking pressure of the vehicle during current driving. The solution of this embodiment can utilize the original hydraulic sensor of the vehicle to sense the braking pressure of the vehicle during current driving, avoiding additional equipment costs. Further, see Figure 5 As shown, the hydraulic sensor 301 may be integrated in the parking control module 500 to reduce the signal transmission path length and improve the signal transmission efficiency.

[0123] Continue to see Figure 4As shown, in an embodiment of the present invention, the execution unit 600 may be a hydraulic execution unit 601. After receiving the first control signal sent by the parking control module 500, the hydraulic execution unit 601 applies a certain hydraulic pressure to the braking system of the vehicle to complete the activation of the automatic parking function. Further, the execution unit 600 (specifically, the hydraulic execution unit 601, see Figure 5 shown) may be integrated in the parking control module 500 to reduce the signal transmission path length and improve the signal transmission efficiency.

[0124] See Figure 6 shown, in an embodiment of the present invention, the road surface slope acquisition unit 100 may be a slope sensor 104 (or inclinometer), configured to sense the road surface slope on which the vehicle is currently traveling. By directly measuring the road surface slope with the slope sensor 104, the calculation process is simplified and the processing efficiency is improved.

[0125] In some embodiments of the present invention, the wheel speed sensor 202 and the parking control module 500 may be connected by a hard wire to transmit data. The other units and sensors and the parking control module 500 may communicate through a FlexRay longitudinal or CAN (Controller Area Network) bus.

[0126] According to any one of the above optional embodiments or a combination of multiple optional embodiments, the embodiments of the present invention can achieve the following beneficial effects:

[0127] The automatic parking control method and system provided by the embodiments of the present invention obtain the current driving condition information of the vehicle, that is, the road surface slope, vehicle speed, braking pressure, gear information, etc. on which the vehicle is currently traveling, determine the driving scenario in which the vehicle is currently located according to the road surface slope and gear information, and then determine whether the vehicle meets the automatic parking activation condition according to the determined driving scenario and the obtained vehicle speed and braking pressure, and activate or disable the automatic parking function of the vehicle accordingly. The solution of the present invention can adopt different automatic parking strategies according to different driving scenarios, meet the needs of users in different driving scenarios (usage scenarios), and improve the user experience and safety performance.

[0128] Further, after determining the driving scenario of the vehicle, for different driving scenarios, it is convenient and accurate to judge whether it meets the automatic parking activation condition according to the vehicle speed and braking pressure of the vehicle, thereby improving the efficiency and accuracy of automatic parking control, and further improving the user experience and safety performance.

[0129] At this point, those skilled in the art should recognize that although the exemplary embodiments of the present invention have been shown and described in detail herein, many other variations or modifications that conform to the principles of the present invention can still be directly determined or derived from the disclosed content of the present invention without departing from the spirit and scope of the present invention. Therefore, the scope of the present invention should be understood and determined to cover all such other variations or modifications.

Claims

1. A control method for automatic parking, comprising: Obtaining the road surface gradient, vehicle speed, braking pressure, and gear information of the vehicle during current driving; Determining the driving scenario in which the vehicle is currently located according to the obtained road surface gradient and gear information; Judging whether the vehicle meets the automatic parking activation condition according to the determined driving scenario and the obtained vehicle speed and braking pressure, and obtaining a judgment result; Activating or disabling the automatic parking function of the vehicle according to the judgment result; Wherein, the driving scenarios include reverse, uphill driving, flat road driving, and downhill driving; The judging whether the vehicle meets the automatic parking activation condition according to the determined driving scenario and the obtained vehicle speed and braking pressure, and obtaining a judgment result, includes: When the determined driving scenario is reverse, directly determining that the vehicle does not meet the automatic parking activation condition as the judgment result; When the determined driving scenario is uphill driving, judging whether the vehicle speed is less than a preset vehicle speed threshold. If so, determining that the vehicle meets the automatic parking activation condition as the judgment result; When the determined driving scenario is flat road driving, judging whether the vehicle speed is less than the preset vehicle speed threshold and whether the braking pressure is greater than a first preset threshold. If so, determining that the vehicle meets the automatic parking activation condition as the judgment result; When the determined driving scenario is downhill driving, judging whether the vehicle speed is less than the preset vehicle speed threshold and whether the braking pressure is greater than a second preset threshold. If so, determining that the vehicle meets the automatic parking activation condition as the judgment result, wherein the second preset threshold is greater than the first preset threshold.

2. The control method according to claim 1, wherein, The determining the driving scenario in which the vehicle is currently located according to the obtained road surface gradient and gear information includes: Judging whether the gear information is in the R gear; If the gear information is in the R gear, determining that the driving scenario in which the vehicle is currently located is reverse; If the gear information is not in the R gear, judging the driving scenario in which the vehicle is currently located as uphill driving, flat road driving, or downhill driving according to the road surface gradient.

3. The control method according to claim 1, wherein, The activating or disabling the automatic parking function of the vehicle according to the judgment result includes: If the judgment result is that the vehicle does not meet the automatic parking activation condition, disabling the automatic parking function of the vehicle; If the judgment result is that the vehicle meets the automatic parking activation condition, activating the automatic parking function of the vehicle.

4. The control method according to claim 1, wherein Obtaining the road surface gradient of the vehicle during current driving includes: Obtaining the current driving torque and longitudinal acceleration of the vehicle, and calculating the road surface gradient of the vehicle during current driving according to the driving torque and the longitudinal acceleration; Or, Sensing the road surface gradient of the vehicle during current driving through a gradient sensor.

5. The control method according to claim 1, wherein, Obtaining the vehicle speed of the vehicle during current driving includes: Obtaining the current longitudinal acceleration and wheel speed information of each wheel of the vehicle, and calculating the vehicle speed of the vehicle during current driving according to the longitudinal acceleration and the wheel speed information of each wheel.

6. The control method according to claim 1, wherein Obtaining the braking pressure of the vehicle during current driving includes: The braking pressure at which the vehicle is currently traveling is sensed by a hydraulic sensor provided at the brake pedal of the vehicle.

7. A control system for automatic parking, comprising: A road surface gradient acquisition unit configured to acquire the road surface gradient at which the vehicle is currently traveling; A vehicle speed acquisition unit configured to acquire the vehicle speed at which the vehicle is currently traveling; A braking pressure acquisition unit configured to acquire the braking pressure at which the vehicle is currently traveling; A gear position information acquisition unit configured to acquire the gear position information at which the vehicle is currently traveling; A parking control module respectively connected to the road surface gradient acquisition unit, the vehicle speed acquisition unit, the braking pressure acquisition unit, and the gear position information acquisition unit, configured to determine the driving scenario in which the vehicle is currently located according to the acquired road surface gradient and gear position information, and judge whether the vehicle meets the automatic parking activation condition according to the determined driving scenario and the acquired vehicle speed and braking pressure, obtain a judgment result, and generate a corresponding control signal according to the judgment result; And An execution unit connected to the parking control module, configured to activate or deactivate the automatic parking function of the vehicle according to the corresponding control signal; Wherein, the driving scenario includes reverse, uphill driving, flat road parking, and downhill driving; The corresponding control signal includes one of a first control signal indicating activation of the automatic parking function and a second control signal indicating deactivation of the automatic parking function; the parking control module is further configured to: When the determined driving scenario is reverse, directly determine that the vehicle does not meet the automatic parking activation condition and generate the second control signal; When the determined driving scenario is uphill driving, judge whether the vehicle speed is less than a preset vehicle speed threshold. If so, determine that the vehicle meets the automatic parking activation condition and generate the first control signal; When the determined driving scenario is flat road driving, judge whether the vehicle speed is less than the preset vehicle speed threshold and whether the braking pressure is greater than a first preset threshold. If so, determine that the vehicle meets the automatic parking activation condition and generate the first control signal; When the determined driving scenario is downhill driving, judge whether the vehicle speed is less than the preset vehicle speed threshold and whether the braking pressure is greater than a second preset threshold. If so, determine that the vehicle meets the automatic parking activation condition and generate the first control signal, wherein the second preset threshold is greater than the first preset threshold.

8. The control system according to claim 7, wherein, The parking control module is further configured to: Judge whether the gear position information is in the R gear; If the gear position information is in the R gear, determine that the driving scenario in which the vehicle is currently located is reverse; If the gear position information is not in the R gear, judge the driving scenario in which the vehicle is currently located as uphill driving, flat road driving, or downhill driving according to the road surface gradient.

9. The control system according to claim 7, wherein, The execution unit is further configured to: Deactivate the automatic parking function of the vehicle according to the second control signal; or Activate the automatic parking function of the vehicle according to the first control signal.

10. The control system according to claim 7, wherein, The road surface gradient acquisition unit includes: A torque sensor configured to obtain the current driving torque of the vehicle; A first acceleration sensor configured to obtain the current longitudinal acceleration of the vehicle; A first calculator configured to calculate the current road surface gradient of the vehicle based on the obtained driving torque and longitudinal acceleration.

11. The control system according to claim 7, wherein, The road surface gradient acquisition unit is a gradient sensor configured to sense the current road surface gradient of the vehicle.

12. The control system according to claim 7, wherein, The vehicle speed acquisition unit includes: A second acceleration sensor configured to obtain the current longitudinal acceleration of the vehicle; A wheel speed sensor configured to obtain the wheel speed information of each wheel of the vehicle currently; A second calculator configured to calculate the current vehicle speed of the vehicle based on the obtained longitudinal acceleration and the wheel speed information of each wheel.

13. The control system according to claim 7, wherein, The brake pressure acquisition unit is a hydraulic sensor; The hydraulic sensor is disposed on the brake pedal of the vehicle and configured to sense the current brake pressure of the vehicle during driving.

14. The control system according to claim 7, wherein, The execution unit is a hydraulic execution unit integrated in the parking control module.

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