Vehicle parking control method, medium, device, vehicle control system and vehicle

Abstract

The application relates to the field of rail transit, and more particularly to a vehicle parking control method, a medium, an equipment, a vehicle control system and a vehicle. The method comprises the following steps: outputting a PWM traction enable signal after a vehicle enters a set section; and controlling the vehicle to stop at a target parking point under the protection of the PWM traction enable signal, wherein the PWM traction enable signal is determined based on a target maximum traction acceleration.

Description

Technical Field

[0001] This application relates to the field of rail transit, and more specifically, to a vehicle parking control method, a storage medium, an electronic device, a vehicle control system, and a vehicle. Background Technology

[0002] With the rapid development of railway transportation, the accurate parking of trains has become a major concern in the railway transport sector. For cost control reasons, it is necessary to shorten the civil engineering distance without reducing the number of trains in parking sections. This requires trains to be able to park accurately with a shorter safety protection distance. Current train parking control schemes cannot achieve this precise parking with a shorter safety protection distance.

[0003] Therefore, there is an urgent need to provide a vehicle parking control scheme that can be used to flexibly adjust the safety protection distance. Summary of the Invention

[0004] This application provides a vehicle parking control method, a storage medium, an electronic device, a vehicle control system, and a vehicle. It can shorten the safety protection distance and make vehicle parking control more precise, flexible, and safe.

[0005] Firstly, this embodiment provides a vehicle parking control method, including:

[0006] After the vehicle enters the designated section, a PWM traction enable signal is output.

[0007] Under the protection of the PWM traction enable signal, the vehicle is controlled to stop at the target parking point;

[0008] The PWM traction enable signal is determined based on the target maximum traction acceleration.

[0009] Optionally, the PWM traction enable signal is determined based on the target maximum traction acceleration, including:

[0010] Based on the distance between the target parking point and the mobile authorization endpoint, the target maximum traction acceleration of the designated section is determined;

[0011] The duty cycle and frequency of the traction enable signal are determined based on the time it takes for the vehicle to reach the target maximum traction acceleration and the time it takes to cut off the target maximum traction acceleration.

[0012] Optionally, controlling the vehicle to stop at the target parking point under the protection of the PWM traction enable signal includes:

[0013] Under the protection of the PWM traction enable signal, the vehicle is controlled to stop at the target parking point according to the first vehicle parameters;

[0014] The first vehicle parameter is the parameter on which the ATO command curve is based, and the first vehicle parameter includes the target maximum traction acceleration.

[0015] Optionally, the target maximum traction acceleration is the minimum traction acceleration required for vehicle operation. Before controlling the vehicle to stop at the target parking point based on the first vehicle parameters, the method further includes:

[0016] The values ​​of the first vehicle parameters are determined based on the minimum traction acceleration and the time required to remove the minimum traction acceleration.

[0017] Optionally, before the output PWM pull enable signal, the method further includes:

[0018] Output a low-level traction enable signal within a set time period;

[0019] Wherein, the set time is greater than the time required for the vehicle to cut off the maximum traction acceleration in the second vehicle parameters, the second vehicle parameters are the operating parameters used by the vehicle before entering the set section, and the maximum traction acceleration in the second vehicle parameters is greater than the target maximum traction acceleration.

[0020] Optionally, after the output PWM pull enable signal, the method further includes:

[0021] The first feedback time for the traction enable signal to output a high level and the second feedback time for it to output a low level are obtained.

[0022] If the difference between the first feedback time and the second feedback time is greater than a time threshold, an emergency braking command is output.

[0023] Optionally, the method further includes:

[0024] After the vehicle stops at the target parking point, the vehicle parameters are updated from the first vehicle parameters to the second vehicle parameters;

[0025] The second vehicle parameter refers to the operating parameters used by the vehicle before it enters the designated section.

[0026] Optionally, the method further includes:

[0027] Obtain the authorized movement range in front of the vehicle;

[0028] When the target parking point exists within the mobile authorization range, obtain the distance between the vehicle's current location and the mobile authorization endpoint;

[0029] If the distance between the vehicle's current location and the designated mobile authorization endpoint is less than or equal to a set distance, the vehicle is determined to have entered the designated segment.

[0030] Secondly, this embodiment provides a storage medium having a computer program stored thereon, which, when executed by a processor, implements the method as described in any one of the first aspects of this application.

[0031] Thirdly, this embodiment provides an electronic device, including a memory and a processor, wherein the memory is used to store computer instructions, and the processor is used to invoke the computer instructions from the memory to perform the method as described in any one of the first aspects of this application.

[0032] Fourthly, this embodiment provides a vehicle control system, including electronic equipment as described in the third aspect of this application.

[0033] Fifthly, this embodiment provides a vehicle including electronic equipment as described in the third aspect of this application.

[0034] In this embodiment, after the vehicle enters a designated section within the parking zone, a PWM traction enable signal is output. This PWM signal limits the vehicle's maximum traction acceleration to a target maximum traction acceleration, ensuring the vehicle accurately stops at the target parking point under the protection of this target maximum traction acceleration. This embodiment adjusts the vehicle's maximum traction acceleration by regulating the PWM traction enable signal, thus making vehicle parking control more flexible. Furthermore, compared to the continuous high-level traction enable signal in existing technologies, the PWM traction enable signal reduces the vehicle's maximum traction acceleration. Under this relatively smaller maximum traction acceleration limit, the parking point the vehicle can reach will be closer to the mobile authorization terminal, thereby shortening the minimum safety protection distance. In addition, the PWM traction enable signal is output by ATP (Automatic Power Assist), and ATP-based protection makes vehicle parking control safer.

[0035] Other features and advantages of this application will become clear from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description

[0036] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments of the present application and, together with their description, serve to explain the principles of the present application.

[0037] Figure 1 The diagram illustrates the vehicle control curves of the prior art provided in the embodiments of this application.

[0038] Figure 2 A flowchart of a vehicle parking control method provided in an embodiment of this application is shown.

[0039] Figure 3 The diagram shows a vehicle parking control curve provided in an embodiment of this application.

[0040] Figure 4 A block diagram of an electronic device according to an embodiment of this application is shown. Detailed Implementation

[0041] Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the present application.

[0042] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the scope of this application and its application or use.

[0043] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0044] In all the examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0045] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0046] With the rapid development of railway transportation, the accurate parking of rolling stock has become a key concern in the railway transport sector. For cost control reasons, it is necessary to shorten the distance between vehicles in the depot parking area without reducing the number of vehicles parked there. This requires vehicles to be able to park accurately with a shorter safety clearance.

[0047] For ease of understanding, combined with Figure 1 First, let me briefly introduce the safe protection distance. Figure 1 This shows the speed and traction enable parameters involved in the currently used vehicle control methods, including the emergency braking execution curve. Figure 1 EB execution speed curve), emergency braking trigger curve ( Figure 1 (Intermediate trigger speed curve), (Full-use braking trigger curve) Figure 1 The FSB_V curve and the ATO command curve ( Figure 1 The Cmd_V curve is shown in the figure. The horizontal axis represents distance (m), and the vertical axis represents speed (km / h).

[0048] The calculation of the safety protection distance needs to consider the values ​​of the train's maximum traction acceleration, braking response time, emergency braking deceleration, time for complete emergency braking establishment, time for complete traction cut-off, and safety protection margin for emergency braking establishment time. It also needs to consider the range of values ​​for key parameters such as the train's guaranteed braking rate, the maximum gradient of the track, trackside equipment installation errors, and signal system response time. Based on these, the minimum length of the protection zone is determined. Considering the most unfavorable locomotive envelope and the safety margin under the most unfavorable conditions, the safety protection distance must simultaneously ensure that the train can enter the station at normal control speed and that it does not run out of the protection zone during emergency braking due to overspeeding. Typically, the farthest point that the vehicle can reach is used as the stopping point for calculation, and the minimum safety protection distance is... Figure 1 The distance corresponding to S is the distance between the position where the emergency braking execution speed is 0 and the position where the ATO command speed is 0.

[0049] Based on current train control logic, the minimum safety protection distance required by the signaling system is typically 12 meters to ensure accurate stopping of the train at the designated stopping point. Existing train stopping control schemes cannot achieve accurate stopping with a shorter safety protection distance. Therefore, there is an urgent need for a train stopping control scheme that allows for flexible adjustment of the safety protection distance.

[0050] Analysis revealed that, for example Figure 1 As shown, the current parking control scheme involves the ATP continuously outputting a high-level traction enable signal. It should be noted that, for ease of observation, the value of the traction enable signal in this embodiment is amplified by 40 times. In the current parking control scheme, the maximum traction acceleration of the vehicle is determined by the vehicle's characteristics. In this embodiment, the scheme that controls the vehicle to stop using a continuously high-level traction enable signal and the maximum achievable traction acceleration determined by the vehicle's characteristics is referred to as the conventional braking scheme. This conventional braking scheme cannot flexibly adjust the maximum traction acceleration; therefore, it cannot flexibly adjust the safety protection distance.

[0051] Based on this, this application introduces PWM technology to output the traction enable signal in the form of a PWM wave. By adjusting the duty cycle and frequency of the PWM traction enable signal, the maximum traction acceleration of the vehicle can be reduced. Under a relatively small maximum traction acceleration limit, the stopping point that the vehicle can reach will be closer to the mobile authorization terminal, thereby shortening the minimum safety protection distance.

[0052] like Figure 2 As shown in the figure, this application provides a vehicle parking control method. The method may include steps S110 to S120.

[0053] Step S110: After the vehicle enters the designated section, output a PWM traction enable signal.

[0054] In this embodiment, the designated section is the section where the minimum safe protection distance needs to be adjusted by adjusting the vehicle's maximum traction force. The starting point of the designated section can be any position between the vehicle's position when braking begins and the stopping point position calculated according to the conventional braking mode. The vehicle's position when braking begins can be determined based on the vehicle's movement authorization endpoint according to the conventional braking mode. The endpoint of the designated section is the vehicle's target stopping point.

[0055] As an example, suppose Figure 1 This is the control curve for the vehicle under normal braking mode, where the vehicle starts braking from the position corresponding to -80m and stops at position A. In this example, the starting point of the set segment can be any position between the position corresponding to -80m and A.

[0056] The length of the designated parking section can be determined by considering both the target parking efficiency and the minimum required safety protection distance S. If the designated section is too long, vehicles will take a long time to park at the target parking point, resulting in low parking efficiency. If the designated section is too short, vehicles will not be able to park safely within the limited designated section. The length of the designated section can be pre-configured based on experience.

[0057] In this embodiment, after the vehicle enters the parking area, the movement authorization range ahead of the vehicle is obtained. If a target parking point exists within the movement authorization range ahead of the vehicle, the distance between the vehicle's current position and the movement authorization endpoint is obtained. If the distance between the vehicle's current position and the movement authorization endpoint is less than or equal to a set distance, it is determined that the vehicle has entered a set section. This set distance is the configured length of the set section.

[0058] In this embodiment, after the vehicle enters the parking area, before entering the designated section, it can first be braked according to the conventional braking scheme.

[0059] In this embodiment, the PWM traction enable signal is a signal indicating whether the traction force is allowed to be output. If this signal is high (1), it means that the traction force can be output normally; if this signal is low (0), it means that the traction force cannot be output, and the existing traction force will decrease.

[0060] The PWM traction enable signal is determined based on the target maximum traction acceleration. After determining the length of the set section, the target maximum traction acceleration of the set section can be predetermined based on the minimum safety protection distance to be achieved. A smaller target maximum traction acceleration corresponds to a smaller minimum safety protection distance. The duty cycle and frequency of the traction enable signal are determined based on the time it takes for the vehicle to reach the target maximum traction acceleration and the time it takes to cut off the target maximum traction acceleration.

[0061] Optionally, the time required for the vehicle's acceleration to rise from 0 to the target maximum traction acceleration is used as the high-level output time of the PWM traction enable signal, and the time required for the vehicle's acceleration to return to 0 from the target maximum traction acceleration is used as the low-level output time of the PWM traction enable signal, thereby determining the duty cycle and frequency of the PWM traction enable signal. In this example, the high-level output time and the low-level output time of the PWM traction enable signal are the same; therefore, the duty cycle of the PWM traction enable signal is 1. Using a PWM traction enable signal with a duty cycle of 1 to control vehicle stopping, the traction applied during the high-level time can be completely cut off during the low-level time, preventing the traction acceleration from exceeding the target maximum traction acceleration.

[0062] Of course, this embodiment can also utilize other methods to determine the high and low levels of the PWM traction enable signal output, so as to limit the maximum traction acceleration of the target through PWM traction enable signals with other duty cycles and frequencies. This embodiment does not specifically limit the duty cycle of the PWM traction enable signal.

[0063] In step S120, under the protection of the PWM traction enable signal, the vehicle is controlled to stop at the target parking point.

[0064] In this embodiment, the PWM traction enable signal is the signal output by the ATP (Automatic Traction Power). With the protection of the ATP, the traction system can operate stably and reliably during vehicle parking, ensuring safer vehicle parking control.

[0065] In this embodiment, step S120 may include step S121, which, under the protection of the PWM traction enable signal, controls the vehicle to stop according to the first vehicle parameters. The first vehicle parameters are the parameters used to generate the ATO command curve, and include the target maximum traction acceleration.

[0066] In this embodiment, the first vehicle parameters may further include the time for cutting off the target maximum traction acceleration, the emergency braking traction cut-off delay, the emergency braking establishment delay, the emergency braking establishment time, and other parameters. The first vehicle parameters are input into the IEEE 1474 safety braking model to obtain the ATP protection curve, and based on the ATP protection curve, the ATO command curve is obtained. The VOBC controls the vehicle to stop at the target stopping point according to the ATO command curve.

[0067] In this embodiment, after the vehicle enters a designated section within the parking zone, a PWM traction enable signal is output. This PWM signal limits the vehicle's maximum traction acceleration to a target maximum traction acceleration, ensuring the vehicle accurately stops at the target parking point under the protection of this target maximum traction acceleration. Simultaneously, compared to the continuous high-level traction enable signal in existing technologies, the PWM signal reduces the vehicle's maximum traction acceleration. With a relatively smaller maximum traction acceleration limit, the vehicle can reach a parking point closer to the mobile authorization terminal, thus shortening the minimum safety protection distance. Furthermore, this embodiment allows adjustment of the vehicle's maximum traction acceleration by adjusting the PWM traction enable signal, making vehicle parking control more flexible. Moreover, the PWM traction enable signal is output by the ATP (Automatic Power Assist), and the protection provided by the ATP makes vehicle parking control safer.

[0068] To shorten the minimum safety protection distance, in some embodiments, the target maximum traction acceleration can be set as the minimum traction acceleration required for vehicle operation. In this embodiment, the minimum traction acceleration required for vehicle operation can be understood as the minimum traction acceleration required for ATO to control vehicle start-up or acceleration.

[0069] In this embodiment, before controlling the vehicle to stop at the target parking point according to the first vehicle parameters, the method of this embodiment may further include: determining the value of the first vehicle parameters based on the minimum traction acceleration and the time required to cut off the minimum traction acceleration.

[0070] In this embodiment, the minimum traction acceleration and the time required to cut off the minimum traction acceleration can be output to the IEEE1474 safe braking model to calculate the value of the first vehicle parameter.

[0071] In this embodiment, the minimum traction acceleration required for vehicle operation can be calculated based on the relationship between vehicle traction cutoff and time, and the operating cycle of VOBC. As an example, it is assumed that the acceleration change and time have a linear relationship. The time for the PWM traction enable signal to output a high level is denoted as cycle_enable, the minimum traction acceleration required for vehicle operation is denoted as a_new, the maximum traction acceleration determined by vehicle performance is denoted as a_max, and the cutoff time for the maximum traction acceleration a_max is denoted as cutoff_max. Then, a_new = cycle_enable / cutoff_max * a_max.

[0072] The cutoff time corresponding to the minimum traction acceleration a_new is denoted as cutoff_new, where cutoff_new = cycle_enable. In this example, the values ​​of the first vehicle parameters are calculated based on a_new and cutoff_new.

[0073] This embodiment provides a more intuitive example. In a conventional braking scheme, the second vehicle parameter shows that the maximum traction acceleration a1 = 1.15 m / s². 2 The traction resection time is cutoff_max (800ms), and the EB reaction time is 700ms. t1 = cutoff_max + EB reaction time = 1500ms. Substituting a1, t1, and other parameters into the 1474 model, we can calculate S = 6.5m.

[0074] In the first vehicle parameters provided in this application embodiment, a new logic is used to output a 400ms low-level traction enable signal, followed by a 400ms high-level traction enable signal. After alternating outputs, the maximum traction acceleration of the vehicle is a1_new = a1 * cycle_enable / cutoff_max = 0.575m / s². 2 t1_new = cycle_enable (400ms) + EB reaction time (700ms) = 1100ms. Substituting a1_new, t1_new, and other parameters into the 1474 model, we can calculate S_new = 2m. Comparative calculations show that controlling the vehicle using the first vehicle parameter can shorten the distance between the vehicle's parking point and the mobile authorization endpoint by 4.5m.

[0075] In this embodiment, under the protection of the PWM traction enable signal, the first vehicle parameters are determined based on the minimum traction acceleration required for vehicle operation, and the vehicle is controlled to stop. This reduces the distance between the vehicle's stopping point and the authorized endpoint, shortens the minimum safety protection distance, and thus achieves precise parking within a limited civil engineering distance.

[0076] Considering the factor of control efficiency, the embodiments of this application can first perform rapid braking in the conventional braking mode after the vehicle starts braking. After entering the set section, the PWM traction enable signal provided in the embodiments of this application can be used to control the vehicle to stop at the target parking point with a lower acceleration than the conventional braking mode.

[0077] For ease of explanation, the conventional braking scheme will be referred to as the first braking scheme, which corresponds to the first braking mode. The scheme that uses a PWM traction enable signal to stop the vehicle after entering a designated section will be referred to as the second braking scheme, which corresponds to the second braking mode. The vehicle parameters corresponding to the first braking mode are the second vehicle parameters, and the vehicle parameters corresponding to the second braking mode are the first vehicle parameters.

[0078] like Figure 3 As shown in the figure, the horizontal axis represents distance (m), and the vertical axis represents speed (km / h). Figure 3 At a position of 150m, the first braking mode is switched to the second braking mode.

[0079] From the ATP protection curve in the figure ( Figure 3 Trigger speed curve and FSB_V curve) and ATO command curve ( Figure 3 The trend of the Cmd_V curve shows that after switching from the first braking mode to the second braking mode, the stopping point will move to a more distant location, meaning the vehicle can move closer to the MA (Movement Authority) endpoint, shortening the distance of the protected zone.

[0080] Since traction may exist after switching from the first braking mode to the second braking mode, in this embodiment, before step S110, the vehicle parking control method may further include: outputting a low-level traction enable signal for a set time period.

[0081] In this embodiment, the set time is greater than the time required for the vehicle to cut off the maximum traction acceleration in the second vehicle parameters. The second vehicle parameters are the operating parameters used by the vehicle before entering the set section. The maximum traction acceleration in the second vehicle parameters is greater than the target maximum traction acceleration.

[0082] This embodiment of the application ensures that any traction force that may exist during the control process of the first braking scheme is completely removed by using a low-level traction enable signal for a sufficient duration. In this way, the control process according to the first braking scheme will not affect the control process of the second braking scheme.

[0083] For safety protection, in some embodiments, the ATP can detect the actual output PWM traction enable signal. After step S110, the vehicle parking control method may further include steps S111 to S112.

[0084] Step S111: Obtain the first feedback time and the second feedback time of the PWM traction enable signal outputting a high level and outputting a low level.

[0085] In this embodiment, the first feedback time and the second feedback time are the time from when the ATP outputs a high level and a low level to when the output result feedback is received, respectively. This feedback information can reflect the actual time of the ATP output high level and low level.

[0086] Since the maximum traction acceleration may exceed the target maximum traction acceleration if the output time of the high-level traction enable signal is longer than the output time of the low-level traction enable signal, in this embodiment, step S112 outputs an emergency braking command if the difference between the first feedback time and the second feedback time is greater than a time threshold.

[0087] In this embodiment, the value of the time threshold is not specifically limited and can be determined according to the actual protection accuracy requirements.

[0088] In this embodiment, when the difference between the output time of the high-level traction enable signal and the output time of the low-level traction enable signal is greater than a time threshold, an emergency braking command is output, thereby achieving further safety protection.

[0089] In some embodiments, the vehicle parking control method may further include: updating vehicle parameters from first vehicle parameters to second vehicle parameters after the vehicle stops at the target parking point. The second vehicle parameters are the operating parameters used by the vehicle before entering the designated section.

[0090] In other words, after the vehicle stops at the target parking point, the braking scheme switches back to the first braking scheme from the second braking scheme.

[0091] In this embodiment, after the vehicle stops at the target parking point, the VOBC outputs a command to maintain braking, then exits control of the second vehicle parameters and updates the vehicle parameters from the first vehicle parameters to the second vehicle parameters.

[0092] In this embodiment, the first vehicle parameter can be set as the default parameter, and the second vehicle parameter is switched only after the vehicle enters the designated section. Furthermore, after the vehicle stops at the target parking point, the control of the second vehicle parameter ends, and the vehicle parameter is switched back to the default parameter so that the vehicle operation can be controlled by the first vehicle parameter in the future.

[0093] This application also provides a storage medium storing a computer program thereon, which, when executed by a processor, implements the method as described in any of the above embodiments.

[0094] This application also provides an electronic device. For example... Figure 4 As shown, the electronic device 100 includes a memory 110 and a processor 120. The memory 110 is used to store computer instructions, and the processor 120 is used to retrieve the computer instructions from the memory 110 to perform the method as described in any of the above embodiments.

[0095] This application also provides a vehicle control system, including the electronic equipment described in the above embodiments.

[0096] This application also provides a vehicle that includes the electronic equipment described in the above embodiments.

[0097] The various embodiments in this application are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the device and apparatus embodiments are basically similar to the method embodiments, so the descriptions are relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0098] The foregoing has described specific embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired results. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0099] This application may be a system, method, and / or computer program product. A computer program product may include a computer-readable storage medium having computer-readable program instructions loaded thereon for causing a processor to implement various aspects of this application.

[0100] Computer-readable storage media can be tangible devices capable of holding and storing instructions for use by an instruction execution device. Computer-readable storage media can be, for example—but not limited to—electrical storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, or any suitable combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), portable compact disc read-only memory (CD-ROM), digital multifunction disc (DVD), memory sticks, floppy disks, mechanical encoding devices, such as punch cards or recessed protrusions storing instructions thereon, and any suitable combination thereof. The computer-readable storage media used herein are not to be construed as transient signals themselves, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses through fiber optic cables), or electrical signals transmitted through wires.

[0101] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0102] The computer program instructions used to perform the operations of this application may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable program instructions may be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuits, such as programmable logic circuits, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), are personalized by utilizing state information from the computer-readable program instructions. These electronic circuits can execute the computer-readable program instructions to implement various aspects of this application.

[0103] Various aspects of this application are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It should 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-readable program instructions.

[0104] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0105] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0106] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction containing one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions. It will be well known to those skilled in the art that implementation in hardware, implementation in software, and implementation using a combination of software and hardware are equivalent.

[0107] The various embodiments of this application have been described above. These descriptions are exemplary and not exhaustive, nor are they limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical applications, or technical improvements to the technology in the market, or to enable others skilled in the art to understand the embodiments disclosed herein. The scope of this application is defined by the appended claims.

Claims

1. A vehicle parking control method, characterized in that, include: After the vehicle enters the designated section, a PWM traction enable signal is output; wherein, the designated section is the section in which the minimum safe protection distance needs to be adjusted by adjusting the vehicle's maximum traction force. Under the protection of the PWM traction enable signal, the vehicle is controlled to stop at the target parking point; The duty cycle and frequency of the PWM traction enable signal are determined based on the time it takes for the vehicle to reach the target maximum traction acceleration and the time it takes to cut off the target maximum traction acceleration. The target maximum traction acceleration is the minimum traction acceleration required for the vehicle to run, and the minimum traction acceleration is the minimum traction acceleration required for the ATO to control the vehicle to start or accelerate. Before the output PWM traction enable signal, the method further includes: Within a set time period, a low-level traction enable signal is output to cut off the traction force before the vehicle enters the set section.

2. The method according to claim 1, characterized in that, Under the protection of the PWM traction enable signal, controlling the vehicle to stop at the target parking point includes: Under the protection of the PWM traction enable signal, the vehicle is controlled to stop at the target parking point according to the first vehicle parameters; The first vehicle parameter is the parameter on which the ATO command curve is based, and the first vehicle parameter includes the target maximum traction acceleration.

3. The method according to claim 2, characterized in that, Before controlling the vehicle to stop at the target parking point based on the first vehicle parameters, the method further includes: The values ​​of the first vehicle parameters are determined based on the minimum traction acceleration and the time required to remove the minimum traction acceleration.

4. The method according to any one of claims 1 to 3, characterized in that, in, The set time is greater than the time required for the vehicle to cut off the maximum traction acceleration in the second vehicle parameter, which is the operating parameter used by the vehicle before entering the set section, and the maximum traction acceleration in the second vehicle parameter is greater than the target maximum traction acceleration.

5. The method according to claim 1, characterized in that, Following the output PWM pull enable signal, the method further includes: Obtain the first feedback time and the second feedback time of the PWM traction enable signal outputting a high level and outputting a low level; If the difference between the first feedback time and the second feedback time is greater than a time threshold, an emergency braking command is output.

6. The method according to claim 2, characterized in that, The method further includes: After the vehicle stops at the target parking point, the vehicle parameters are updated from the first vehicle parameters to the second vehicle parameters; The second vehicle parameter refers to the operating parameters used by the vehicle before it enters the designated section.

7. The method according to claim 1, characterized in that, The method further includes: Obtain the authorized movement range in front of the vehicle; When the target parking point exists within the mobile authorization range, obtain the distance between the vehicle's current location and the mobile authorization endpoint; If the distance between the vehicle's current location and the designated mobile authorization endpoint is less than or equal to a set distance, the vehicle is determined to have entered the designated segment.

8. A storage medium, characterized in that, It stores a computer program that, when executed by a processor, implements the method as described in any one of claims 1-7.

9. An electronic device, characterized in that, Including memory and processor, The memory is used to store computer instructions, and the processor is used to retrieve the computer instructions from the memory to perform the method as described in any one of claims 1-7.

10. A vehicle control system, characterized in that, Including the electronic device as described in claim 9.

11. A vehicle, characterized in that, Including the electronic device as described in claim 9.

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