A method, device, electronic equipment and readable storage medium for parking a vehicle

Abstract

The application relates to the technical field of automobiles and provides a vehicle parking method and device, electronic equipment and a readable storage medium. The method comprises the following steps: acquiring parking data of a target vehicle, wherein the parking data comprises a current distance between the target vehicle and surrounding obstacles; determining a current parking safety level of the target vehicle according to the current distance, wherein the current parking safety level comprises a first parking safety level, a second parking safety level or a third parking safety level; determining a target parking mode corresponding to the current parking safety level according to a preset corresponding relationship between the parking safety level and the parking mode, wherein the parking mode comprises a full-automatic parking mode, a man-machine co-driving parking mode and a manual parking mode; and controlling the target vehicle to park according to the target parking mode. The application solves the technical problem of poor safety in the vehicle parking process in the prior art.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more particularly to a method, apparatus, electronic device, and readable storage medium for parking a vehicle. Background Technology

[0002] Current automated parking technology primarily relies on onboard sensors to acquire environmental information about the vehicle's surroundings. This information is then processed using computer vision and intelligent algorithms to generate an executable parking path, thus enabling automated parking. However, current automated parking technologies may encounter errors in complex environments, leading to parking failures and lower safety during the process.

[0003] Therefore, there is an urgent need for a parking method that improves the safety of the parking process. Summary of the Invention

[0004] In view of this, embodiments of this application provide a method, apparatus, electronic device, and readable storage medium for parking a vehicle, in order to solve the problem of poor safety during the parking process in the prior art.

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

[0006] Acquire parking data for the target vehicle, including the current distance between the target vehicle and surrounding obstacles;

[0007] Based on the current distance, determine the current parking safety level of the target vehicle, where the current parking safety level includes the first parking safety level, the second parking safety level, or the third parking safety level;

[0008] Based on the pre-set correspondence between parking safety levels and parking methods, the target parking method corresponding to the current parking safety level is determined. The parking methods include fully automatic parking, human-machine co-driving parking, and manual parking.

[0009] Control the target vehicle to park according to the target parking method.

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

[0011] The data acquisition module is used to acquire parking data of the target vehicle, including the current distance between the target vehicle and surrounding obstacles.

[0012] The level determination module is used to determine the current parking safety level of the target vehicle based on the current distance. The current parking safety level includes the first parking safety level, the second parking safety level, or the third parking safety level.

[0013] The method determination module is used to determine the target parking method corresponding to the current parking safety level based on the pre-set correspondence between parking safety levels and parking methods. The parking methods include fully automatic parking, human-machine co-driving parking, and manual parking.

[0014] The driving control module is used to control the target vehicle to park according to the target parking method.

[0015] A third aspect of this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the above-described method.

[0016] A fourth aspect of this application provides a readable storage medium storing a computer program that, when executed by a processor, implements the steps of the above-described method.

[0017] The beneficial effects of the embodiments of this application include at least the following:

[0018] By acquiring parking data of the target vehicle, including the current distance between the target vehicle and surrounding obstacles, a data foundation is provided for the vehicle system to determine the parking safety level. Based on the current distance, the current parking safety level of the target vehicle is determined. This current parking safety level includes a first, second, or third parking safety level, and is correlated with the current distance. This allows for effective assessment of whether the vehicle faces parking hazards using the parking safety level. By determining the target parking method corresponding to the current parking safety level based on a pre-set correspondence between parking safety levels and parking methods, the system can quickly select the parking method most suitable for the current situation, improving parking safety. By controlling the target vehicle to park according to the target parking method, the vehicle can adapt to different complex environments, avoiding parking failures due to environmental complexity. This improves parking safety and accuracy, solving the problem of poor safety during vehicle parking in existing technologies. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1This is a schematic flowchart of a vehicle parking method provided in an embodiment of this application;

[0021] Figure 2 This is a flowchart illustrating another vehicle parking method provided in an embodiment of this application;

[0022] Figure 3 This is a schematic diagram of a vehicle human-machine co-driving parking method provided in an embodiment of this application;

[0023] Figure 4 This is a schematic diagram of the structure of a vehicle parking device provided in an embodiment of this application;

[0024] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0025] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0026] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0027] Furthermore, it should be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes that element.

[0028] A method and apparatus for parking a vehicle according to an embodiment of this application will now be described in detail with reference to the accompanying drawings.

[0029] Figure 1 This is a flowchart illustrating a vehicle parking method provided in an embodiment of this application. The method can be executed by a terminal device or the vehicle itself. Figure 1 As shown, the method for parking this vehicle includes:

[0030] Step 101: Obtain parking data for the target vehicle.

[0031] The parking data includes the current distance between the target vehicle and surrounding obstacles.

[0032] Specifically, parking data can be collected through sensors around the vehicle. For example, visual sensors around the vehicle can collect data on surrounding obstacles, distance sensors or ultrasonic sensors can collect data on the current distance between the vehicle and surrounding obstacles, and speed sensors can collect data on the vehicle's current speed.

[0033] In addition, after acquiring parking data, it can be displayed on the vehicle's central control screen. At this time, the driver can make a more intuitive judgment on the distance between the vehicle and other obstacles through the central control screen. It can also issue an alarm to remind the driver of the current distance between the vehicle and surrounding obstacles. For example, the higher the alarm frequency, the closer the vehicle is to the obstacle, which means that the current parking state is more dangerous.

[0034] By acquiring parking data of the target vehicle, the current driving status of the vehicle can be determined based on this data, giving the driver a more intuitive understanding of the vehicle's current status. This allows the system or driver to make a more accurate judgment on the current safety status, providing a data foundation for subsequent determination of parking safety level.

[0035] Step 102: Determine the current parking safety level of the target vehicle based on the current distance.

[0036] The current parking safety level includes either Level 1, Level 2, or Level 3. Furthermore, the safety level of Level 1, Level 2, and Level 3 can decrease sequentially.

[0037] Specifically, the current parking safety level can be determined based on the current distance between the vehicle and the obstacle. When determining the current parking safety level of the target vehicle based on the current distance, the current parking safety level corresponding to the current distance can be determined according to the preset relationship between the preset distance range and the parking safety level. Alternatively, the user can determine it independently through the pictures on the central control screen, the rearview mirror, ultrasonic alarms, and other devices. No specific limitations are made here.

[0038] It should also be noted that the current parking safety level can be determined based on both the current distance between the vehicle and the obstacle and the vehicle's current speed. The closer the distance and the faster the speed, the lower the current parking safety level. Alternatively, the relationship between the distance between the vehicle and the obstacle, the vehicle speed, and the parking safety level can be preset, and the parking safety level corresponding to the current distance and speed can be set as the current parking safety level.

[0039] In addition, it should be noted that parking safety levels can include four or five safety levels, which can be set according to actual needs.

[0040] By determining the current parking safety level of the target vehicle based on the current distance, the determined current parking safety level is correlated with the current distance between the vehicle and the obstacle. The closer the distance, the lower the current parking safety level. This allows for the assessment of whether there is a collision risk between the vehicle and the obstacle, and effectively determines whether the current parking status of the vehicle deviates from the planned status, as well as the degree of deviation, thereby improving the safety of vehicle parking.

[0041] Step 103: Based on the pre-set correspondence between parking safety levels and parking methods, determine the target parking method corresponding to the current parking safety level.

[0042] The parking methods include fully automatic parking, human-machine co-driving parking, and manual parking.

[0043] Specifically, fully automatic parking can be a parking system that parks itself entirely by itself. The parking system uses sensors on the vehicle to assess the surrounding environment, first planning the optimal parking path and speed for each segment from the current position to the target parking space, and then driving according to the planned path and speed. Human-machine co-driving parking can be a system jointly controlled by the parking system and the driver. The influence of the system on the vehicle can be emphasized using preset weights, such as 0.4, 0.5, 0.6, etc. Human-machine co-driving can involve jointly determining speed, jointly determining driving direction, or jointly determining both speed and driving direction, etc., without specific limitations. Manual driving can be entirely controlled by the driver. The driver uses ultrasonic alarms and rearview mirrors to visually and audibly obtain the distance between the vehicle and surrounding obstacles during the parking process, thereby driving the vehicle until it reaches the target parking space.

[0044] By determining the target parking method corresponding to the current parking safety level based on the pre-set correspondence between parking safety levels and parking methods, the system can quickly select the parking method that best suits the current situation based on the parking safety level, thereby improving parking safety and enhancing the user's driving experience.

[0045] Step 104: Control the target vehicle to park according to the target parking method.

[0046] By controlling the target vehicle to park according to the desired parking method, the vehicle can drive in the required parking manner, enabling it to adapt to different complex environments and avoiding parking failures due to environmental complexity, thus improving parking safety and accuracy.

[0047] According to the technical solution provided in the embodiments of this application, by acquiring parking data of the target vehicle, including the current distance between the target vehicle and surrounding obstacles, a data basis is provided for the vehicle system to determine the parking safety level. Based on the current distance, the current parking safety level of the target vehicle is determined, wherein the current parking safety level includes a first parking safety level, a second parking safety level, or a third parking safety level. Using the vehicle's parking safety level, it is possible to effectively determine whether the current parking state of the vehicle deviates from the planned state, and the degree of deviation, thereby improving the safety of vehicle parking. Based on the pre-planned... The system establishes a correspondence between parking safety levels and parking methods, determining the target parking method corresponding to the current parking safety level. This allows for the rapid selection of the most suitable parking method based on the current situation, improving parking safety and enhancing the user's driving experience. By controlling the target vehicle to park according to the target parking method, the system enables the vehicle to adapt to various complex environments, preventing parking failures due to environmental complexity. This improves parking safety and accuracy, resolving the issue of poor safety during vehicle parking in existing technologies.

[0048] In some embodiments, determining the current parking safety level of the target vehicle based on the current distance includes:

[0049] If the current distance is greater than or equal to the first preset safe distance, the current parking safety level is determined to be the first parking safety level;

[0050] If the current distance is less than the first preset safety distance and greater than or equal to the second preset safety distance, the current parking safety level is determined to be the second parking safety level.

[0051] If the current distance is less than the second preset safe distance, the current parking safety level is determined to be the third parking safety level.

[0052] The safety levels of the first parking safety level, the second parking safety level, and the third parking safety level decrease sequentially.

[0053] Specifically, the first preset safety distance can be 4 meters, 3.5 meters, 3 meters, etc., and the second preset safety distance can be 3 meters, 2.5 meters, 2 meters, etc. The distance values ​​can be determined according to the actual situation. For example, when there are many obstacles and the parking environment is crowded, the values ​​of the first and second preset safety distances can be appropriately reduced. On the other hand, when the parking environment is open and there are few obstacles, the values ​​of the first and second preset safety distances can be appropriately increased.

[0054] The safety levels of the first, second, and third parking safety levels are high, medium, and low, respectively. The first parking safety level indicates that the vehicle can drive according to the path and speed planned by the automatic parking system. The second parking safety level indicates that the vehicle has made a minor deviation during the parking process, requiring slight correction from the driver. The third parking safety level indicates that the vehicle has made a major error during the parking process, which may be caused by the sudden appearance of an obstacle or an obstacle that was previously obscured and not detected. In this case, the driver needs to make an effective and timely judgment based on the current situation.

[0055] This embodiment sets a parking safety level and determines the current parking safety level based on the distance between the vehicle and obstacles. By using the vehicle's parking safety level, it can reflect whether there is a risk of collision with obstacles. It can effectively determine whether the current parking status of the vehicle deviates from the planned status and the degree of deviation. The driver can obtain the current parking safety status of the vehicle in a timely manner, thereby enabling a quick response and improving the safety of vehicle parking.

[0056] In some embodiments, determining the target parking method corresponding to the current parking safety level based on a pre-set correspondence between parking safety levels and parking methods includes:

[0057] Given that the current parking safety level is Level 1, the target parking method is determined to be fully automatic parking.

[0058] Given that the current parking safety level is Level 2, the target parking method is determined to be a human-machine co-driving parking method.

[0059] Given that the current parking safety level is Level 3, the target parking method is determined to be manual parking.

[0060] To illustrate this, let's take an example. Assuming the first preset safety distance is 4 meters and the second preset safety distance is 3 meters, and the target vehicle is parking, with the distance between the vehicle and surrounding obstacles all greater than 4 meters, it falls under the first parking safety level. In this case, the automatic parking system can take full control of the vehicle, achieving fully automatic parking. However, if the vehicle's direction slightly deviates due to uneven road conditions, and after a period of driving, the distance between the vehicle and surrounding obstacles is found to be 3.4 meters (greater than 3 meters but less than 4 meters), the vehicle falls under the second parking safety level. In this case, the driver needs to correct the vehicle's direction. The human-machine co-driving parking mode can be set to the target parking mode, allowing the driver and the automatic parking system to jointly control the vehicle's direction. Finally, if a pedestrian suddenly appears from the front, and the distance between the vehicle and the pedestrian is 2.7 meters (less than 3 meters), it falls under the third parking safety level. In this case, the driver needs to take over, controlling the vehicle to brake by pressing the brake pedal or using voice commands. The driver then manually drives the vehicle until it reaches the target parking space, ensuring the safety of the parking process.

[0061] Specifically, the choice of vehicle parking method can be as follows: Figure 2 As shown, after receiving the parking instruction, the driver can detect the parking status through devices such as the touchscreen, rearview mirror, and ultrasonic alarm, or the system can make its own judgment and display the result on the touchscreen. When the vehicle's current parking safety level is determined to be Level 1, the driver can control the parking process through the parking system until parking is complete. When the vehicle's current parking safety level is determined to be Level 2, the driver can use haptic feedback on the steering wheel to control the vehicle's direction, keeping it within the planned parking path until parking is complete. When the vehicle's current parking safety level is determined to be Level 3, the driver can use the brake pedal or voice commands to control the vehicle's braking. After parking, the parking mode switches to manual driving, allowing the driver to manually operate the parking process until parking is complete.

[0062] This embodiment selects the appropriate parking method based on different parking safety levels, enabling quick selection of the most suitable parking method for the current situation, thus improving parking safety. Furthermore, through human-computer interaction technologies such as the steering wheel, touchscreen, and voice recognition, it enhances the efficiency of information exchange between the driver and the vehicle and improves the user experience. In addition, by optimizing the parking mode switching method, it ensures a smooth transition when switching from automatic parking to manual driving, avoiding issues that could affect driver comfort due to uneven switching and improving the user's driving experience.

[0063] In some embodiments, parking data may also include the current parking speed;

[0064] Based on the target parking method, control the target vehicle to park, including:

[0065] When the target parking mode is a human-machine co-driving parking mode, the first control quantity of the driver outputting the steering wheel and the second control quantity of the automatic parking system outputting the steering wheel are obtained.

[0066] The distance optimization weight factor is determined based on the current distance and the preset reference safe distance, and the speed optimization weight factor is determined based on the current speed and the preset reference safe speed.

[0067] Based on the distance optimization weight factor, the speed optimization weight factor, the preset distance weight coefficient, the preset speed weight coefficient, the first control quantity, and the second control quantity, determine the total steering wheel control quantity of the target vehicle.

[0068] Control the target vehicle's movement based on the total steering wheel control and the current speed.

[0069] Specifically, the first control quantity is the amount of force applied by the driver to the steering wheel, which can be the angle of rotation of the steering wheel when the driver controls the steering wheel to rotate; the second control quantity can be directly output by the parking system after calculation.

[0070] The reference safe distance can be 2 meters, 2.5 meters, 3 meters, etc., and the reference safe speed can be 10 meters per second, 15 meters per second, 20 meters per second, etc. It can be determined according to the actual factors such as the current parking lot environment, vehicle model, and current weather. No specific limit is set here.

[0071] The distance optimization weight factor is used to optimize the preset distance weight coefficient, and the speed optimization weight factor is used to optimize the preset speed weight coefficient. The distance optimization weight factor is determined by the current distance and the reference safe distance, ensuring its accuracy and reliability by relating it to both the actual distance and the safe distance. Similarly, the speed optimization weight factor is related to both the actual current speed and the safe speed, ensuring its accuracy and reliability as well.

[0072] By using the aforementioned distance optimization weight factor, speed optimization weight factor, preset distance weight coefficient, preset speed weight coefficient, first control quantity, and second control quantity, the total steering wheel control quantity of the target vehicle is determined together. This ensures that the total steering wheel control quantity is related to the current distance and current speed, and that the risk of collision between the vehicle and obstacles can be avoided when driving according to the total steering wheel control quantity.

[0073] In addition, specific parking methods for human-machine co-driving can be as follows: Figure 3 As shown, in this method, the driver and the automatic parking system jointly control the vehicle's direction of travel through steering wheel haptic interaction adjustment. First, the reference safe distance and reference safe speed for parking in the current parking lot are obtained; the specific values ​​can be determined based on the vehicle model, weather conditions, etc. Then, the actual distance and speed between the vehicle and obstacles during parking are obtained. These can be obtained through data collection and calculation from sensors around the vehicle, or through the driver's rough subjective judgment using rearview mirrors, ultrasonic alarms, etc. Next, distance and speed deviations are calculated, namely the difference between the actual distance and the reference safe distance, and the difference between the actual speed and the reference safe speed. Then, a steering wheel haptic coordination controller is designed based on the distance deviation, speed deviation, first control quantity, and second control quantity data, with the respective weights of the first and second control quantities. Finally, the total steering wheel control quantity is obtained, which is the final driving direction of the steering wheel. Based on this driving direction and speed, steering wheel haptic semi-automatic parking, also known as human-machine co-driving parking, is achieved.

[0074] This embodiment enables the vehicle to be controlled using a human-machine co-driving parking method when it deviates slightly from the trajectory, ensuring a smooth transition between different parking methods, ensuring vehicle safety during parking, and taking into account the driver's comfort.

[0075] In some embodiments, determining a distance optimization weighting factor based on the current distance and a preset reference safe distance, and determining a speed optimization weighting factor based on the current speed and a preset reference safe speed, includes:

[0076] The distance offset is determined based on the current distance and the reference safe distance. Based on the distance offset, the preset distance proportional coefficient and the preset distance integral coefficient, the first control output quantity based on the parking safe distance is obtained using the following first preset formula.

[0077] The speed offset is determined based on the current speed and the reference safe speed. Based on the speed offset, the preset speed proportional coefficient and the preset speed integral coefficient, the second control output based on the parking speed is obtained using the following second preset formula.

[0078] The first control output is normalized to obtain the distance optimization weight factor, and the second control output is normalized to obtain the speed optimization weight factor.

[0079] The first preset formula is:

[0080] u dis =-K P,d e d -K I,d ∫e d dt

[0081] Among them, u dis K represents the first control output quantity. P,d e represents the preset distance scaling factor. d K represents the distance offset. I,d Indicates the preset distance integration coefficient;

[0082] The second preset formula is:

[0083] u vel =-K P,v e v -K I,v ∫e v dt

[0084] Among them, u vel K represents the second control output quantity. P,v e represents the preset speed proportional coefficient. v K represents the velocity offset. I,v This indicates the preset speed integral coefficient.

[0085] Specifically, the reference safety distance, reference safety speed, preset distance ratio coefficient, preset distance integral coefficient, preset speed ratio coefficient, and preset speed integral coefficient can be calculated through prior experiments.

[0086] The distance offset can be calculated using the following formula:

[0087] e d =d ref -d act

[0088] Among them, e d d represents the distance offset. ref Indicates the reference safety distance, d act Indicates the current distance.

[0089] The velocity offset can be calculated using the following formula:

[0090] e v =v ref -v act

[0091] Among them, e v Indicates the velocity offset, v ref Indicates the reference safe speed, v act Indicates the current speed.

[0092] The normalization of the first control output can be calculated using the following formula:

[0093]

[0094] Where, λ dis u represents the distance optimization weight factor. dis This indicates the first control output quantity.

[0095] The normalization of the second control output can be calculated using the following formula:

[0096]

[0097] Where, λ vel u represents the speed optimization weight factor. vel This indicates the second control output quantity.

[0098] The distance optimization weight factor and speed optimization weight factor can respectively modify the values ​​of the preset distance weight coefficient and preset speed weight coefficient, allowing these coefficients to change according to distance and speed offsets. When the distance and speed offsets are small, a larger optimization weight factor increases the weight of the current secondary control variable (the steering wheel control of the automatic parking system), making the automatic parking system the primary directional controller. Conversely, when the distance and speed offsets are large, a smaller optimization weight factor increases the weight of the current primary control variable (the driver's steering wheel control), making the driver the primary directional controller. This dynamic adjustment of weights optimizes the human-machine interface user experience, ensuring smooth switching between parking modes and driver comfort.

[0099] This embodiment calculates the offset to obtain the control output of the output device, and then obtains the optimized weighting factors for distance and speed. By using the optimized weighting factors and preset distance weighting coefficients and preset speed weighting coefficients, the weights of the subsequent first and second control quantities can be optimized, so that their weights can change with the changes in distance offset or speed offset, which is more in line with reality. This enables the vehicle to achieve automatic parking in complex environments, avoids parking failures caused by complex environments, and thus improves parking safety.

[0100] In some embodiments, determining the total steering wheel control quantity of the target vehicle based on a distance optimization weighting factor, a speed optimization weighting factor, a preset distance weighting coefficient, a preset speed weighting coefficient, a first control quantity, and a second control quantity includes:

[0101] Based on the distance optimization weight factor, speed optimization weight factor, preset distance weight coefficient, preset speed weight coefficient, first control quantity, and second control quantity, the total steering wheel control quantity is determined using the following third preset formula:

[0102] u f =(W dis λ dis +W vel λ vel )u v +(1-W dis λ dis -W vel λ vel )u d

[0103] Among them, u f Indicates the total steering wheel control quantity, u v Indicates the second control variable, u d W represents the first control variable. dis λ represents the preset distance weighting coefficient. dis W represents the distance optimization weight factor. vel λ represents the preset speed weighting coefficient. vel This represents the speed optimization weight factor.

[0104] Specifically, the first control variable can be the steering wheel angle controlled by the driver, and the second control variable can be the steering wheel angle output by the parking system. The total steering wheel control variable is the final steering wheel angle obtained based on the first and second control variables, and the final driving direction of the vehicle is determined based on this angle. The steering wheel angle can be determined by the steering wheel's transmission ratio. The weighting coefficients for the distance between the vehicle and obstacles and the vehicle speed can be 0.9, 0.8, 0.7, etc., and can be adjusted according to factors such as the vehicle model, the current environment, and the current weather conditions. The values ​​of the two weighting coefficients can be the same or different; no specific limitations are imposed here.

[0105] Specifically, we can assume the weight of the second control variable after calculation, i.e. (W) dis λ dis +W vel λ vel The value of ) is 0.6, at which point the weight of the first control variable is (1-W dis λ dis -W vel λ vel When the value is 0.4, the first control value output by the driver is 30°, and the second control value output by the parking system is 90°. At this time, the total control value of the steering wheel, that is, the final steering angle, can be calculated as 90×0.6+30×0.4=66. Then, the current driving direction of the vehicle can be determined by this final steering angle.

[0106] This embodiment calculates the vehicle's turning angle using a third preset formula, thereby obtaining the vehicle's driving direction. This allows the driver and the automatic parking system to jointly drive the target vehicle, ensuring a smooth transition when switching from automatic parking to human-machine co-driving. This avoids affecting driver comfort due to uneven mode switching. At the same time, by using weighting coefficients, it ensures that the impact on the parking process is reduced when the automatic parking system or the driver engages in abnormal driving, thus improving the safety and accuracy of the vehicle parking process.

[0107] In some embodiments, before controlling the target vehicle to park according to the target parking method, the method further includes:

[0108] When the target parking method is manual parking, a prompt message is sent to the driver. The prompt message indicates that the current parking safety level is the third level and prompts the driver to drive manually.

[0109] In response to the driver's braking command based on the prompt information, the system controls the target vehicle to stop and switches the target parking mode to manual parking mode.

[0110] Specifically, when the system determines that the vehicle's current parking mode needs to be switched to manual parking, the vehicle will send a prompt message to the driver. This can be sent via the central control screen, with the message stating, "The vehicle is currently at parking safety level three and needs to switch to manual driving." At this time, the central control screen can also display "Yes" and "No" buttons to obtain the driver's feedback. "Yes" indicates that the driver agrees to switch to manual driving, while "No" indicates that the driver refuses manual driving and the vehicle will remain in automatic parking. Alternatively, the prompt message can be sent via voice broadcast, stating, "The vehicle currently requires driver intervention." The driver can then control the vehicle to brake via voice input, with voice commands such as "Stop," "Brake," or "Agree." After receiving the driver's consent to switch to manual driving mode or inputting a braking command, the driver can control the vehicle to stop, or the driver can directly apply the brakes by pressing the brake pedal.

[0111] This embodiment prompts the driver to engage manual driving by sending a notification message. Upon receiving a braking command, it can control the vehicle to a stop, returning control to the driver. This ensures smooth and comfortable driving when switching between automatic parking and manual driving modes, preventing unexpected mode switching or sudden braking. Furthermore, human-machine interaction can be achieved through the central control screen, voice recognition, and other methods, improving the efficiency of information exchange between the driver and the vehicle and enhancing the user experience. This solves the problem of poor human-machine interaction in existing technologies.

[0112] Furthermore, when the vehicle's current parking mode is fully automatic, the system can continuously detect driver-triggered interventions during vehicle operation and determine their effectiveness. This can be achieved by calculating whether these actions exceed preset thresholds. For example, the system can be set to consider an intervention as invalid if the steering wheel rotation angle is less than 10°, and as valid if it is greater than or equal to 10°. Similarly, when a user presses the accelerator pedal, the system can be set to consider the acceleration action as valid only if the force exceeds a certain value, and as invalid if it is less than or equal to that value.

[0113] When the intervention is valid, the vehicle's current position can be set as the starting position, and the parking route can be replanned based on the user's intervention and current parking data to obtain a replanned parking trajectory. The vehicle can then be controlled to drive according to this trajectory. Alternatively, the parking mode can be switched to manual driving, allowing the user to control the vehicle manually. When the intervention is invalid, the system can assume that the user accidentally triggered the intervention and ignore it, maintaining the original parking trajectory. Alternatively, the system can question the user about the intervention, asking whether the action was unintentional.

[0114] By determining the type of user intervention, the vehicle's parking and driving behavior can be modified or ignored, thereby improving the efficiency of information interaction between the user and the vehicle. This allows the vehicle's parking methods to better meet user needs and enhance the user's parking experience.

[0115] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0116] All of the above-mentioned optional technical solutions can be combined in any way to form the optional embodiments of this application, and will not be described in detail here.

[0117] 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.

[0118] Figure 4 This is a schematic diagram of a vehicle parking device provided in an embodiment of this application. Figure 4 As shown, the device includes:

[0119] The data acquisition module 401 is used to acquire parking data of the target vehicle, wherein the parking data includes the current distance between the target vehicle and surrounding obstacles;

[0120] The level determination module 402 is used to determine the current parking safety level of the target vehicle based on the current distance, wherein the current parking safety level includes a first parking safety level, a second parking safety level, or a third parking safety level.

[0121] The method determination module 403 is used to determine the target parking method corresponding to the current parking safety level based on the pre-set correspondence between parking safety level and parking method. The parking methods include fully automatic parking method, human-machine co-driving parking method and manual parking method.

[0122] The driving control module 404 is used to control the target vehicle to park according to the target parking method.

[0123] According to the technical solution provided in this application, by acquiring parking data of the target vehicle, including the current distance between the target vehicle and surrounding obstacles, a data basis is provided for the vehicle system to determine the parking safety level. Based on the current distance, the current parking safety level of the target vehicle is determined, including a first parking safety level, a second parking safety level, or a third parking safety level. Using the vehicle's parking safety level, it is possible to effectively determine whether the current parking state deviates from the planned state, and the degree of deviation, thereby improving parking safety. By determining the target parking method corresponding to the current parking safety level based on a pre-set correspondence between parking safety levels and parking methods, the parking method best suited to the current situation can be quickly selected based on the parking safety level, thus improving parking safety and enhancing the user's driving experience. By controlling the target vehicle to park according to the target parking method, the vehicle can drive in the required parking manner, enabling it to adapt to different complex environments. This avoids parking failures due to environmental complexity, improves parking safety and accuracy, and solves the problem of poor safety during vehicle parking in existing technologies.

[0124] In some embodiments, the level determination module 402 is specifically used to: determine the current parking safety level as a first parking safety level when the current distance is greater than or equal to a first preset safety distance; determine the current parking safety level as a second parking safety level when the current distance is less than the first preset safety distance but greater than or equal to a second preset safety distance; and determine the current parking safety level as a third parking safety level when the current distance is less than the second preset safety distance, etc.; wherein the safety level of the first parking safety level, the second parking safety level, and the third parking safety level decreases sequentially.

[0125] In some embodiments, the method determination module 403 is specifically used to: determine the target parking method as fully automatic parking when the current parking safety level is the first parking safety level; determine the target parking method as human-machine co-driving parking when the current parking safety level is the second parking safety level; and determine the target parking method as manual parking when the current parking safety level is the third parking safety level.

[0126] In some embodiments, the driving control module 404 is specifically used to: when the target parking mode is a human-machine co-driving parking mode, acquire a first control quantity for the steering wheel output by the driver and a second control quantity for the steering wheel output by the automatic parking system; determine a distance optimization weight factor based on the current distance and a preset reference safe distance, and determine a speed optimization weight factor based on the current speed and a preset reference safe speed; determine the total steering wheel control quantity of the target vehicle based on the distance optimization weight factor, the speed optimization weight factor, the preset distance weight coefficient, the preset speed weight coefficient, the first control quantity, and the second control quantity; and control the target vehicle to drive based on the total steering wheel control quantity and the current speed.

[0127] In some embodiments, the driving control module 404 is further configured to: determine a distance offset based on the current distance and a reference safe distance, and obtain a first control output based on the parking safe distance using the following first preset formula based on the distance offset, a preset distance proportional coefficient, and a preset distance integral coefficient; determine a speed offset based on the current speed and a reference safe speed, and obtain a second control output based on the parking speed using the following second preset formula based on the speed offset, a preset speed proportional coefficient, and a preset speed integral coefficient; normalize the first control output to obtain a distance optimization weight factor, and normalize the second control output to obtain a speed optimization weight factor;

[0128] The first preset formula is:

[0129] u dis =-K P,d e d -K I,d ∫e d dt

[0130] Among them, u dis K represents the first control output quantity. P,d e represents the preset distance scaling factor. d K represents the distance offset. I,d Indicates the preset distance integration coefficient;

[0131] The second preset formula is:

[0132] u vel =-K P,v e v -K I,v ∫e v dt

[0133] Among them, u vel K represents the second control output quantity. P,v e represents the preset speed proportional coefficient. v K represents the velocity offset. I,vThis indicates the preset speed integral coefficient.

[0134] In some embodiments, the driving control module 404 is specifically used to: determine the total steering wheel control quantity using the following third preset formula based on the distance optimization weight factor, the speed optimization weight factor, the preset distance weight coefficient, the preset speed weight coefficient, the first control quantity, and the second control quantity:

[0135] u f =(W dis λ dis +W vel λ vel )u v +(1-W dis λ dis -W vel λ vel )u d

[0136] Among them, u f Indicates the total steering wheel control quantity, u v Indicates the second control variable, u d W represents the first control variable. dis λ represents the preset distance weighting coefficient. dis W represents the distance optimization weight factor. vel λ represents the preset speed weighting coefficient. vel This represents the speed optimization weight factor.

[0137] In some embodiments, the driving control module 404 is further configured to: send a prompt message to the driver when the target parking mode is manual parking mode, wherein the prompt message is used to indicate that the current parking safety level is third and to prompt the driver to drive manually; and in response to the driver's braking command based on the prompt message, control the target vehicle to stop and switch the target parking mode to manual parking mode.

[0138] It should be noted that the apparatus provided in this application can implement all the method steps of the above method and achieve the same technical effect, which will not be repeated here.

[0139] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0140] Figure 5 This is a schematic diagram of the electronic device 5 provided in an embodiment of this application. Figure 5As shown, the electronic device 5 of this embodiment includes: a processor 501, a memory 502, and a computer program 503 stored in the memory 502 and executable on the processor 501. When the processor 501 executes the computer program 503, it implements the steps in the various method embodiments described above. Alternatively, when the processor 501 executes the computer program 503, it implements the functions of each module / unit in the various device embodiments described above.

[0141] Electronic device 5 can be a desktop computer, laptop, handheld computer, cloud server, or other electronic device. Electronic device 5 may include, but is not limited to, processor 501 and memory 502. Those skilled in the art will understand that... Figure 5 This is merely an example of electronic device 5 and does not constitute a limitation on electronic device 5. It may include more or fewer components than shown, or different components.

[0142] The processor 501 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0143] The memory 502 can be an internal storage unit of the electronic device 5, such as a hard disk or RAM of the electronic device 5. The memory 502 can also be an external storage device of the electronic device 5, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, Flash Card, etc., equipped on the electronic device 5. The memory 502 can also include both internal and external storage units of the electronic device 5. The memory 502 is used to store computer programs and other programs and data required by the electronic device.

[0144] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0145] If integrated modules / units are implemented as software functional units and sold or used as independent products, they can be stored in a readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program may include computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The readable storage medium may include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc.

[0146] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A method for parking a vehicle, characterized in that, include: Acquire parking data of the target vehicle, wherein the parking data includes the current distance between the target vehicle and surrounding obstacles and the current parking speed; Based on the current distance, the current parking safety level of the target vehicle is determined, wherein the current parking safety level includes a first parking safety level, a second parking safety level, or a third parking safety level; Based on the pre-set correspondence between parking safety levels and parking methods, the target parking method corresponding to the current parking safety level is determined, wherein the parking method includes fully automatic parking, human-machine co-driving parking, and manual parking. Controlling the target vehicle to park according to the target parking method includes: When the target parking mode is the human-machine co-driving parking mode, the first control quantity output by the driver for the steering wheel and the second control quantity output by the automatic parking system for the steering wheel are obtained. A distance optimization weighting factor is determined based on the current distance and a preset reference safe distance, and a speed optimization weighting factor is determined based on the current parking speed and a preset reference safe speed. Based on the distance optimization weight factor, speed optimization weight factor, preset distance weight coefficient, preset speed weight coefficient, first control quantity, and second control quantity, the total steering wheel control quantity of the target vehicle is determined. The target vehicle is controlled to move based on the total steering wheel control amount and the current parking speed.

2. The method according to claim 1, characterized in that, Determining the current parking safety level of the target vehicle based on the current distance includes: If the current distance is greater than or equal to the first preset safe distance, the current parking safety level is determined to be the first parking safety level; If the current distance is less than the first preset safety distance and greater than or equal to the second preset safety distance, the current parking safety level is determined to be the second parking safety level. If the current distance is less than the second preset safe distance, the current parking safety level is determined to be the third parking safety level; The safety levels of the first parking safety level, the second parking safety level, and the third parking safety level decrease sequentially.

3. The method according to claim 1, characterized in that, The step of determining the target parking method corresponding to the current parking safety level based on the pre-set correspondence between parking safety levels and parking methods includes: If the current parking safety level is the first parking safety level, the target parking method is determined to be the fully automatic parking method; If the current parking safety level is the second parking safety level, the target parking method is determined to be the human-machine co-driving parking method; If the current parking safety level is the third parking safety level, the target parking method is determined to be the manual parking method.

4. The method according to claim 1, characterized in that, The step of determining a distance optimization weight factor based on the current distance and a preset reference safe distance, and determining a speed optimization weight factor based on the current parking speed and a preset reference safe speed, includes: The distance offset is determined based on the current distance and the reference safe distance, and the first control output based on the parking safe distance is obtained using the following first preset formula based on the distance offset, the preset distance ratio coefficient and the preset distance integral coefficient. The speed offset is determined based on the current parking speed and the reference safe speed. Based on the speed offset, the preset speed proportional coefficient and the preset speed integral coefficient, the second control output quantity based on the parking speed is obtained using the following second preset formula. The distance optimization weight factor is obtained by normalizing the first control output, and the speed optimization weight factor is obtained by normalizing the second control output. The first preset formula is: in, This represents the first control output quantity. This represents the preset distance ratio coefficient. This represents the distance offset. This represents the preset distance integration coefficient; The second preset formula is: in, This indicates the second control output quantity. This represents the preset speed proportional coefficient. This indicates the speed offset. This represents the preset speed integral coefficient.

5. The method according to claim 1, characterized in that, The step of determining the total steering wheel control quantity of the target vehicle based on the distance optimization weight factor, speed optimization weight factor, preset distance weight coefficient, preset speed weight coefficient, first control quantity, and second control quantity includes: Based on the distance optimization weight factor, speed optimization weight factor, preset distance weight coefficient, preset speed weight coefficient, first control quantity, and second control quantity, the total steering wheel control quantity is determined using the following third preset formula: in, This indicates the total control quantity of the steering wheel. This represents the second control variable. This represents the first control variable. This represents the preset distance weighting coefficient. This represents the distance optimization weight factor. This represents the preset speed weighting coefficient. This represents the speed optimization weighting factor.

6. The method according to claim 1, characterized in that, Before controlling the target vehicle to park according to the target parking method, the method further includes: When the target parking method is manual parking, a prompt message is sent to the driver, wherein the prompt message is used to indicate that the current parking safety level is the third level and to prompt the driver to drive manually; In response to the driver's braking command based on the prompt information, the system controls the target vehicle to stop and switches the target parking mode to the manual parking mode.

7. A device for detecting parking spaces, characterized in that, include: The data acquisition module is used to acquire parking data of the target vehicle, wherein the parking data includes the current distance between the target vehicle and surrounding obstacles and the current parking speed; The level determination module is used to determine the current parking safety level of the target vehicle based on the current distance, wherein the current parking safety level includes a first parking safety level, a second parking safety level, or a third parking safety level; The method determination module is used to determine the target parking method corresponding to the current parking safety level based on the pre-set correspondence between parking safety levels and parking methods. The parking methods include fully automatic parking, human-machine co-driving parking, and manual parking. A driving control module is used to control the target vehicle to park according to the target parking method, including: when the target parking method is the human-machine co-driving parking method, acquiring a first control quantity for the steering wheel output by the driver and a second control quantity for the steering wheel output by the automatic parking system; determining a distance optimization weight factor based on the current distance and a preset reference safe distance, and determining a speed optimization weight factor based on the current parking speed and a preset reference safe speed; determining a total steering wheel control quantity for the target vehicle based on the distance optimization weight factor, the speed optimization weight factor, a preset distance weight coefficient, a preset speed weight coefficient, the first control quantity, and the second control quantity; and controlling the target vehicle to drive based on the total steering wheel control quantity and the current parking speed.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method as described in any one of claims 1 to 6.

9. A readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 6.

Images