An automatic parking control method, electronic device and vehicle

Abstract

The present application relates to the technical field of wheel brake system control, in particular to an automatic parking control method, electronic equipment and vehicle. The present application provides an automatic parking control method, which can automatically adjust the brake pressure basic threshold based on the driver's braking style under flat road conditions, effectively reducing the frequency of false triggering of the automatic parking function, and can correct the brake pressure threshold under slope conditions to ensure driving safety. The present application is designed with a congestion degree recognition module, which can automatically adjust the AVH triggering strategy according to the real-time congestion situation when crawling and following the vehicle under congestion conditions, further reducing the frequency of false triggering of AVH and improving the driving experience of the vehicle. The present application can jump to EPB parking in time by monitoring the frequency and duration of continuous triggering of AVH, and cooperating with the designed thermal protection strategy, effectively improving the service life of the electromagnetic valve and coil of the ESC controller.

Description

Technical Field

[0001] This invention relates to the field of vehicle automatic parking control technology, specifically to an automatic parking control method, electronic equipment, and vehicle. Background Technology

[0002] AVH (Automatic Vehicle Hold) is an additional function of ESC (Electronic Stability Control) designed to reduce the workload of the driver when parking. When the vehicle needs to stop temporarily (such as at a traffic light or on a slope), AVH activates after the driver brings the vehicle to a stop using the service brake. It maintains appropriate braking pressure in the brake lines to keep the vehicle safely parked. When the driver wants to move the vehicle, pressing the accelerator pedal releases the braking pressure, allowing the vehicle to start moving again. Throughout this process, the driver does not need to manually operate the parking brake system, including engaging or releasing the handbrake or operating the EPB (Electronic Parking Brake) switch.

[0003] With the increasing electrification of vehicles, Automatic Parking (AVH) has become a mainstream feature in passenger cars. This function keeps the vehicle stationary on flat roads or slopes by maintaining pressure in the four-wheel brakes when the vehicle is stopped while in motion. When the function is triggered, pressure is maintained at the wheel sides by controlling valves in the hydraulic unit.

[0004] The mainstream AVH function solution in the current technology is that when AVH is turned on, it is activated according to vehicle speed and braking signal; on slopes and flat roads, as long as the vehicle stops by braking, the driver can trigger the AVH parking pressure holding function by pressing the brake pedal switch and releasing it; the maximum holding time is 3 minutes, after which the EPB electronic parking brake is switched to take over the parking brake; it can be used for multiple consecutive parking.

[0005] The above solution allows the driver to activate the AVH function by lightly pressing the brake pedal on flat roads. However, it has two drawbacks: First, in congested urban traffic conditions, the AVH function is prone to accidental activation when the vehicle is continuously following other vehicles at low speeds. Second, in extremely congested conditions, the AVH function will be activated repeatedly and for extended periods when the vehicle stops repeatedly. Both of these situations will reduce the lifespan of the valves and coils in the ESC controller. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to provide an automatic parking control method that, without increasing hardware costs, can automatically adjust the braking pressure threshold according to the driver's braking style and road conditions, effectively reduce the frequency of false triggering of the automatic parking function, improve the vehicle driving experience, and improve the service life of the ESC controller solenoid valve and coil through thermal protection strategies.

[0007] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows:

[0008] An automatic parking control method includes the following steps:

[0009] S1, under flat road conditions, automatically adjusts the basic threshold of braking pressure based on the driver's braking style to reduce the frequency of AVH triggering;

[0010] S2, under slope conditions, the basic threshold of the braking pressure is corrected to ensure driving safety;

[0011] S3, under congested conditions, identify the degree of congestion and adjust the automatic parking function triggering strategy according to the degree of congestion;

[0012] S4 monitors the AVH continuous trigger frequency and trigger duration in real time, and executes the corresponding thermal protection strategy to promptly switch to EPB parking, thereby protecting the ESC controller solenoid valve and coil.

[0013] Preferably, the driver braking style evaluation strategy includes:

[0014] S11, real-time acquisition of distance to the vehicle ahead, vehicle speed, and braking pressure. The distance to the vehicle ahead is detected by millimeter-wave radar and transmitted to the ESC controller via CAN bus. The vehicle speed is calculated by the ESC controller based on wheel speed. The braking pressure is acquired by the pressure sensor integrated within the ESC controller.

[0015] S12, when the real-time vehicle speed is within the preset vehicle speed range, collect braking pressure values ​​m times in each of the n different preceding vehicle distance intervals, denoted as P1, P2, ... P1. nm ;

[0016] S13, based on the average value of the braking pressure value Evaluate the braking styles of various drivers.

[0017] Preferably, the automatic adjustment of the brake pressure base threshold includes: adjusting the corresponding brake pressure base threshold TP according to the various different driver braking styles. base And based on the adjusted braking pressure base threshold TP base Execute the automatic parking function; the modified brake pressure base threshold SLP represents the actual slope value.

[0018] Preferably, the method for determining the congestion condition includes:

[0019] 1) Collect vehicle speed values ​​at preset time intervals and calculate the average vehicle speed, wherein the average vehicle speed is lower than a preset vehicle speed threshold.

[0020] 2) The frequency of vehicle braking and acceleration both exceed a preset threshold number;

[0021] 3) Collect the distance to the vehicle in front each time the vehicle brakes and accelerates, and record it as D. i D j The average distance to the vehicle in front is within a preset range;

[0022] 4) Record the number of times the real-time vehicle speed is lower than the preset vehicle speed threshold two during the driving process. This number is greater than the preset number threshold two.

[0023] When all of the above conditions are met, the condition is determined to be congested, and the congestion sign is set to valid.

[0024] Preferably, the identification of congestion level includes:

[0025] The congestion level score S is calculated based on real-time vehicle speed, vehicle braking and acceleration frequency, average distance to the vehicle in front, and the number of times the real-time vehicle speed is lower than a preset speed threshold of 2. t Based on the congestion level score S t The congestion conditions are divided into three categories based on the score range: high congestion, moderate congestion, and low-speed crawling.

[0026] Preferably, when in low-speed creeping following mode, if the stopping time T s If the time is less than 3 seconds, the automatic parking function will be disabled; if the parking time is more than T seconds... s If the time is ≥3s, the automatic parking function will be executed based on the highest braking pressure threshold.

[0027] Preferably, when operating under highly congested or moderately congested conditions, the electronic stability controller's thermal protection strategy is implemented, including:

[0028] The upper limit of the pressure holding time of the automatic parking function is adjusted according to the continuous triggering frequency and triggering duration of the automatic parking function, and the upper limit of the pressure holding time decreases sequentially after each triggering of the automatic parking function.

[0029] When the pressure holding time of the automatic parking function reaches the upper limit of the pressure holding time, the AVH function is exited and the system switches to EPB parking takeover.

[0030] Compared with the prior art, the present invention has the following main advantages:

[0031] 1. This invention proposes an automatic parking control method. Under flat road conditions, it can automatically adjust the basic threshold of braking pressure based on the driver's braking style, which can effectively reduce the frequency of false triggering of the automatic parking function. Under slope conditions, it can correct the braking pressure threshold to ensure driving safety.

[0032] 2. The present invention is designed with a congestion level identification module. When crawling and following other vehicles in congested conditions, it can automatically adjust the AVH triggering strategy according to the real-time congestion situation, further reducing the frequency of false AVH triggering and improving the driving experience.

[0033] 3. By monitoring the continuous triggering frequency and duration of AVH and combining it with the designed thermal protection strategy, this invention can promptly switch to EPB parking mode, effectively improving the service life of the ESC controller solenoid valve and coil. Attached Figure Description

[0034] Figure 1 This is an overall flowchart of the automatic parking control method in Embodiment 1 of the present invention;

[0035] Figure 2 This is a logic diagram of the automatic parking control method in Embodiment 2 of the present invention. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0037] It should be noted that, depending on the implementation needs, the various steps / components described in this application can be broken down into more steps / components, or two or more steps / components or parts of the operation of steps / components can be combined into new steps / components to achieve the purpose of this invention.

[0038] In this invention, unless otherwise expressly specified and limited, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise expressly and specifically limited.

[0039] Example 1: This example provides an automatic parking control method that can automatically adjust the braking pressure threshold according to the driver's braking style and road conditions without increasing hardware costs. This effectively reduces the frequency of false triggering of the automatic parking function, improves the vehicle driving experience, and can also improve the service life of the ESC controller solenoid valve and coil through thermal protection strategies.

[0040] like Figure 1 As shown, the main strategies include the following:

[0041] S1, under flat road conditions, automatically adjusts the basic threshold of braking pressure based on the driver's braking style to reduce the frequency of AVH triggering;

[0042] S2, under slope conditions, the basic threshold of the braking pressure is corrected to ensure driving safety;

[0043] S3, under congested conditions, identify the degree of congestion and adjust the automatic parking function triggering strategy according to the degree of congestion;

[0044] S4 monitors the AVH continuous trigger frequency and trigger duration in real time, and executes the corresponding thermal protection strategy to promptly switch to EPB parking, thereby protecting the ESC controller solenoid valve and coil.

[0045] Furthermore, the driver braking style evaluation strategy includes:

[0046] S11, real-time acquisition of distance to the vehicle ahead, vehicle speed, and braking pressure. The distance to the vehicle ahead is detected by millimeter-wave radar and transmitted to the ESC controller via CAN bus. The vehicle speed is calculated by the ESC controller based on wheel speed. The braking pressure is acquired by the pressure sensor integrated within the ESC controller.

[0047] S12, when the real-time vehicle speed is within the preset vehicle speed range, collect braking pressure values ​​m times in each of the n different preceding vehicle distance intervals, denoted as P1, P2, ... P1. nm ;

[0048] S13, based on the average value of the braking pressure value Evaluate the braking styles of various drivers.

[0049] Furthermore, the automatic adjustment of the brake pressure base threshold includes: adjusting the corresponding brake pressure base threshold TP according to the various different driver braking styles. base And based on the adjusted braking pressure base threshold TP base Execute the automatic parking function; the modified brake pressure base threshold SLP represents the actual slope value.

[0050] Furthermore, the method for determining the congestion condition includes:

[0051] 1) Collect vehicle speed values ​​at preset time intervals and calculate the average vehicle speed, wherein the average vehicle speed is lower than a preset vehicle speed threshold.

[0052] 2) The frequency of vehicle braking and acceleration both exceed a preset threshold number;

[0053] 3) Collect the distance to the vehicle in front each time the vehicle brakes and accelerates, and record it as D. i D j The average distance to the vehicle in front is within a preset range;

[0054] 4) Record the number of times the real-time vehicle speed is lower than the preset vehicle speed threshold two during the driving process. This number is greater than the preset number threshold two.

[0055] When all of the above conditions are met, the condition is determined to be congested, and the congestion sign is set to valid.

[0056] Furthermore, the identification of congestion levels includes:

[0057] The congestion level score S is calculated based on real-time vehicle speed, vehicle braking and acceleration frequency, average distance to the vehicle in front, and the number of times the real-time vehicle speed is lower than a preset speed threshold of 2. t Based on the congestion level score S t The congestion conditions are divided into three categories based on the score range: high congestion, moderate congestion, and low-speed crawling.

[0058] Furthermore, when in low-speed creeping following mode, if the stopping time T s If the time is less than 3 seconds, the automatic parking function will be disabled; if the parking time is more than T seconds... s If the time is ≥3s, the automatic parking function will be executed based on the highest braking pressure threshold.

[0059] Furthermore, when operating under highly congested or moderately congested conditions, the electronic stability controller's thermal protection strategy is implemented, including:

[0060] The upper limit of the pressure holding time of the automatic parking function is adjusted according to the continuous triggering frequency and triggering duration of the automatic parking function, and the upper limit of the pressure holding time decreases sequentially after each triggering of the automatic parking function.

[0061] When the pressure holding time of the automatic parking function reaches the upper limit of the pressure holding time, the AVH function is exited and the system switches to EPB parking takeover.

[0062] Example 2: This example provides an automatic parking control method, which mainly relies on the ESC electronic stability control unit, such as... Figure 2As shown, it mainly includes three parts:

[0063] 1) Under flat road conditions, the braking pressure threshold is automatically adjusted based on the driver's braking style to reduce the frequency of automatic parking function triggering; under gradient conditions, the braking pressure threshold is corrected to ensure driving safety.

[0064] Specifically, the driver's braking style is evaluated firstly based on the operating conditions and driving operation information through the braking style evaluation module, and is divided into three styles: strong, medium, and weak. Then, based on the three styles, three braking pressure thresholds of high, medium, and low are designed.

[0065] The braking style evaluation module works as follows:

[0066] S1, the braking style evaluation module requires the following input signals: distance to the preceding vehicle (D), vehicle speed (V), and brake pressure (P). The distance to the preceding vehicle is detected by millimeter-wave radar and transmitted to the ESC controller via the CAN bus. The vehicle speed is calculated by the ESC controller based on wheel speed. The brake pressure (P) is acquired by a pressure sensor integrated within the ESC controller.

[0067] S2, This embodiment mainly evaluates the braking style under low-speed conditions, with the designed braking pressure collection speed range being 0-20 km / h. Distance to the vehicle in front is categorized into three distances: far, medium, and near, specifically 1m-3m, 3m-5m, and 5m-10m. While the vehicle is traveling within these speed ranges, braking pressure values ​​are collected three times for each distance. A total of nine braking pressure data points are recorded as P1, P2, ... P9. The average value of these data points is then calculated.

[0068] S3, based on the average braking pressure calculated above. Driver braking style is categorized into three levels: strong, medium, and weak, as follows:

[0069] powerful:

[0070] middle:

[0071] weak:

[0072] S4, for the three braking styles mentioned above, the AVH braking pressure triggering baseline threshold is designed with three levels: high, medium, and low, corresponding to 5 bar, 15 bar, and 25 bar respectively. The braking pressure baseline threshold is marked as TP. base As shown in the table below:

[0073]

[0074] S5. The above strategy determines a baseline braking pressure threshold on flat roads based on the driver's braking style. Since vehicles are more prone to rolling backwards on slopes, the demand for AVH (Automatic Vehicle Hazard) functions increases. Therefore, the baseline braking pressure threshold needs to be adjusted for slope gradient.

[0075] S6, the operating range of the slope is 0% to 30%. The correction principle is that the greater the slope, the lower the braking pressure threshold, and the safer the vehicle stops. The designed correction strategy uses an adjustment increment of 5 bar, adjusted according to the ratio of the actual slope SLP to 30%. The corrected braking pressure threshold TP s The calculation is as follows:

[0076] 2) When creeping along in congested traffic, the triggering strategy is automatically adjusted based on real-time congestion conditions. This adjustment strategy has two aspects: First, by identifying low-speed following conditions, the braking pressure threshold is increased; second, a braking stopping time threshold T is added. s To reduce the frequency of AVH false triggering;

[0077] Specifically as follows:

[0078] S1 identifies the level of congestion through the congestion level identification module, which is divided into three levels: low, medium, and high. When the congestion level is low, it is a low-speed crawling following condition.

[0079] The input signals for the congestion level identification module include: distance to the vehicle in front, vehicle speed, braking frequency, stopping duration, and acceleration frequency; when identifying the congestion level, the above information is collected in a 3-minute identification cycle.

[0080] The specific method for identifying the degree of congestion is as follows:

[0081] S11: Collect vehicle speed every 10 seconds and calculate the average value. If the average vehicle speed is below 15 km / h, proceed to the next level of judgment.

[0082] S12: Braking frequency greater than 5 times, acceleration frequency greater than 5 times. Proceed to the next level of judgment.

[0083] S13: During each braking and acceleration maneuver, the distance to the vehicle in front is collected once via the front radar, and recorded separately. i D j Current distance of the vehicle to D i The average value is less than 2m; D j The average value is greater than 2m and less than 5m. Proceed to the next level for judgment.

[0084] S14: Record instances during driving where the vehicle speed approaches or briefly stops (i.e., the speed is less than 3 km / h). If this occurs more than 3 times, the data collection session ends.

[0085] If the above four criteria are met, the condition is identified as congested, and the congestion flag is set to valid.

[0086] S2 sets a congestion level indicator, designed as a percentage-based score, denoted as S. t The scores were estimated using the following reference factors:

[0087]

[0088]

[0089] Where μ = Nb + Na;

[0090] but

[0091] When St ≥ 50 points, it is judged as a highly congested condition; when 50 > St > 30 points, it is judged as a moderately congested condition; when St ≤ 30 points, it is judged as a slow-moving, crawling condition.

[0092] S3, when it is determined to be low-speed creeping following, the stopping time T will be... s Add as a trigger condition. When T s When the time is less than 3 seconds, the AVH function is directly disabled. This effectively prevents AVH from being falsely triggered during occasional brief stops while following another vehicle at low speeds. When T s When ≥3s, the basic threshold TP of braking pressure base Select the highest gear directly. The driver can activate the AVH function by deliberately pressing the accelerator pedal harder to ensure safety.

[0093] S4: When the congestion level is judged to be medium or high, i.e., relatively congested or extremely congested, the parking time threshold is not considered, and a thermal protection strategy is adopted to protect the ESC controller solenoid valve and coil.

[0094] 3) By monitoring the frequency and duration of continuous AVH triggering, and in conjunction with the designed thermal protection strategy, the EPB parking brake is switched in a timely manner, thereby protecting the ESC controller solenoid valve and coil.

[0095] The main idea of ​​the thermal protection strategy is to modify the current AVH function, which can be triggered multiple times for extended periods, to a strategy where the upper limit of the trigger duration decreases with each subsequent trigger. Specifically, the upper limits for the first three AVH holding pressure tests are 3 minutes, 2 minutes, and 1 minute, respectively, with the fourth test being 1 minute. After that, the duration decreases to 15 seconds. Each time the AVH holding pressure reaches the upper limit, the system switches to EPB parking takeover.

[0096] The specific implementation method is as follows:

[0097] S1, Assumptions: AVH trigger duration is A; AVH temperature model timing is B, A has an initial value of 0; B has an initial value of 10;

[0098] S2, A = A + 1; B = B + 10; (When AVH is triggered, A starts counting from 0 each time; B starts accumulating and decays when AVH is exited);

[0099] S3, If B≤3min and A≥3min, AVH exits, and the holding time is limited to 3 minutes; (AVH first activation);

[0100] If B ≤ 3min + 2min and A ≥ 2min, AVH exits, and the holding time is limited to 2 minutes; (AVH is activated a second time).

[0101] If B ≤ 3min + 2min + 1min and A ≥ 1min, AVH exits, and the holding time is limited to 1 minute; (AVH is activated for the third time).

[0102] If B ≤ 3min + 2min + 1min + 0.5min and A ≥ 0.5min, AVH exits, and the holding time is limited to 0.5 minutes; (AVH fourth activation);

[0103] Else if B ≥ 3min + 2min + 1min + 0.5min + 15s, then AVH exits; (AVH is activated for the fifth time).

[0104] S4, when the AVH function exits or jumps to EPB, A=0 (AVH trigger duration is set to 0);

[0105] The AVH temperature model timer B begins to decay—the condition is that when B ≥ 5 min, then B = B - 5; thereafter, the above steps are repeated.

[0106] Example 3: Based on the same inventive concept, this example also provides a vehicle electronic device, including a memory, a processor, and a program stored in the memory and executable on the processor. When the processor executes the program, it implements the control method described above.

[0107] Example 4: Based on the same inventive concept, this example also provides a manual / automatic vehicle, which is equipped with the vehicle electronic equipment described above.

[0108] Furthermore, all parts of this application that are not described in detail are the same as or implemented using existing technology.

[0109] In summary:

[0110] 1. This invention proposes an automatic parking control method. Under flat road conditions, it can automatically adjust the basic threshold of braking pressure based on the driver's braking style, which can effectively reduce the frequency of false triggering of the automatic parking function. Under slope conditions, it can correct the braking pressure threshold to ensure driving safety.

[0111] 2. The present invention is designed with a congestion level identification module. When crawling and following other vehicles in congested conditions, it can automatically adjust the AVH triggering strategy according to the real-time congestion situation, further reducing the frequency of false AVH triggering and improving the driving experience.

[0112] 3. By monitoring the continuous triggering frequency and duration of AVH and combining it with the designed thermal protection strategy, this invention can promptly switch to EPB parking mode, effectively improving the service life of the ESC controller solenoid valve and coil.

[0113] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0114] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0115] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0116] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0117] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An automatic parking control method, characterized in that, include: Under flat road conditions, the basic threshold of braking pressure is automatically adjusted based on the driver's braking style; Under gradient conditions, the basic threshold of braking pressure is corrected, and the automatic parking function is executed according to the corrected basic threshold of braking pressure. In congested conditions, the system identifies the level of congestion and adjusts the automatic parking function triggering strategy accordingly. The frequency and duration of continuous triggering of the automatic parking function are monitored in real time, and the corresponding electronic stability controller thermal protection strategy is executed. The methods for determining congestion conditions include: Vehicle speed values ​​are collected at preset time intervals, and the average vehicle speed is calculated. The average vehicle speed is lower than a preset vehicle speed threshold. The frequency of vehicle braking and acceleration both exceed a preset threshold number. The distance to the vehicle in front is collected and recorded each time the vehicle brakes and accelerates. , The average distance to the vehicle in front is within a preset range; Record the number of times the real-time vehicle speed is lower than a preset vehicle speed threshold of two during driving, and this number is greater than a preset number threshold of two. When all of the above conditions are met, the condition is determined to be congested, and the congestion sign is set to valid. The method for identifying congestion levels includes: calculating a congestion level score based on real-time vehicle speed, vehicle braking and acceleration frequency, average distance to the vehicle in front, and the number of times the real-time vehicle speed is lower than a preset speed threshold. Scoring based on the level of congestion The congestion conditions are divided into three categories based on the score range: high congestion, moderate congestion, and low-speed crawling / following conditions. When in high or moderate congestion conditions, the electronic stability controller (ESC) thermal protection strategy is implemented, including: adjusting the upper limit of the holding time of the automatic parking function based on the continuous triggering frequency and duration of the automatic parking function, and decreasing the upper limit of the holding time after each triggering of the automatic parking function; when the holding time of the automatic parking function reaches the upper limit of the holding time, the AVH function is exited and the system switches to EPB parking takeover.

2. The automatic parking control method according to claim 1, characterized in that, The driver braking style evaluation strategy includes: The system collects real-time data on distance to the vehicle ahead, vehicle speed, and braking pressure. The distance to the vehicle ahead is detected by millimeter-wave radar and transmitted to the ESC controller via CAN bus. The vehicle speed is calculated by the ESC controller based on wheel speed. The braking pressure is collected by a pressure sensor integrated within the ESC controller. When the real-time vehicle speed is within the preset speed range, brake pressure values ​​are collected m times in each of the n different preceding vehicle distance intervals, and recorded as follows: ; Based on the average value of the braking pressure It assesses the braking styles of various drivers.

3. The automatic parking control method according to claim 2, characterized in that, The automatic adjustment of the brake pressure base threshold includes: adjusting the corresponding brake pressure base threshold according to the various different driver braking styles. And based on the adjusted braking pressure base threshold Execute the automatic parking function; the modified brake pressure base threshold Where SLP is the actual slope value.

4. The automatic parking control method according to claim 1, characterized in that, When in low-speed creeping following mode, if the stopping time is If the parking time is within the specified range, the automatic parking function will be disabled. Then, based on the highest braking pressure threshold, the automatic parking function will be executed.

5. A vehicle electronic device, comprising a memory, a processor, and a program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the control method as described in any one of claims 1 to 4.

6. A non-transitory readable storage medium having a program stored thereon, characterized in that, When the program is executed by the vehicle's electronic equipment, it implements the control method as described in any one of claims 1 to 4.

7. A vehicle with both manual and automatic transmissions, characterized in that: Includes the vehicle electronic equipment described in claim 5.

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