Parking method, parking system and vehicle

Abstract

The present application relates to a parking method, a parking system and a vehicle. The parking method includes: in response to the vehicle satisfying the parking condition, providing a theoretical parking current value corresponding to the current vehicle inclination angle to the drive motor. In response to the actual parking current value of the drive motor being equal to the theoretical parking current value, controlling the drive motor to lock the position of the rotor to complete parking. By outputting the theoretical parking current corresponding to the current vehicle inclination angle to the drive motor, after judging that the actual parking current value is equal to the theoretical parking current value, controlling the drive motor to lock the position of the rotor based on the theoretical parking current, thereby achieving automatic parking to meet the increasingly diversified user needs.

Description

Technical Field

[0001] The present application relates to the field of parking technology, and in particular to a parking method, a parking system and a vehicle. Background Art

[0002] In the related art, the power source of pure electric vehicles is a motor, which is usually parked using an electronic parking system. Current pure electric vehicles cannot achieve automatic parking based on the current road slope, making it difficult to meet the diverse usage needs of users. Summary of the invention

[0003] The embodiments of the present application provide a parking method, a parking system and a vehicle, which can output a corresponding theoretical parking current to a drive motor based on the current vehicle inclination angle to lock the position of the rotor and achieve automatic parking.

[0004] In order to achieve the above object, according to a first aspect of the present application, a parking method is provided, comprising:

[0005] In response to the vehicle meeting the parking condition, providing a theoretical parking current value corresponding to the current vehicle inclination angle to the drive motor;

[0006] In response to the actual parking current value of the drive motor being equal to the theoretical parking current value, the drive motor is controlled to lock the position of the rotor to complete parking.

[0007] Optionally, the parking condition includes:

[0008] The vehicle is in a running state, and the vehicle maintains a vehicle speed less than or equal to a first preset speed for a first preset time period.

[0009] Optionally, when it is determined that the vehicle satisfies any of the following conditions, it is determined that the vehicle is in a running state:

[0010] The vehicle is in the D gear state, or the vehicle is in the R gear state, or the vehicle is in the N gear state, or the vehicle is in the P gear state and the electronic parking system is disabled.

[0011] Optionally, the parking condition further includes:

[0012] The driving torque value corresponding to the throttle depth of the vehicle is less than or equal to the current actual parking torque value of the vehicle, and the braking torque value corresponding to the braking depth of the vehicle is less than or equal to the current actual parking torque value of the vehicle.

[0013] Optionally, the method for obtaining the actual parking torque value includes:

[0014] When the running speed of the vehicle is reduced to the first preset speed, the current torque value of the driving motor is obtained and used as the current actual parking torque value of the vehicle.

[0015] Optionally, the parking condition further includes:

[0016] The actual parking torque value is less than the theoretical parking torque value.

[0017] Optionally, the vehicle has a theoretical parking torque value corresponding to different vehicle tilt angle states, and a method for obtaining the theoretical parking torque value corresponding to the current vehicle tilt angle of the vehicle includes:

[0018] Inputting the current vehicle inclination angle of the vehicle into a control unit, wherein a database of the control unit stores first corresponding data between the vehicle inclination angle of the vehicle and the theoretical parking torque value, the control unit compares the current vehicle inclination angle of the vehicle with the first corresponding data, and outputs the theoretical parking torque value corresponding to the current vehicle inclination angle of the vehicle;

[0019] Alternatively, based on a first corresponding relationship between the whole vehicle inclination angle of the vehicle and the theoretical parking torque value, the theoretical parking torque value corresponding to the current whole vehicle inclination angle of the vehicle is calculated.

[0020] Optionally, the method for acquiring the first corresponding relationship includes:

[0021] Obtaining at least two minimum parking torque values ​​corresponding to the vehicle in a fully loaded state under at least two vehicle tilt angle states;

[0022] Based on the at least two vehicle inclination angles and the at least two minimum parking torque values, a first corresponding relationship between the vehicle inclination angle and the theoretical parking torque value is acquired.

[0023] Optionally, in response to the vehicle satisfying the parking condition, providing the driving motor with a theoretical parking current value corresponding to the current vehicle inclination angle of the vehicle includes:

[0024] In response to the vehicle satisfying the parking condition, a theoretical parking current value corresponding to the current vehicle inclination angle of the vehicle is obtained, and the theoretical parking current value is output to the drive motor.

[0025] Optionally, the vehicle has a theoretical parking current value corresponding to different vehicle inclination angles, and a method for obtaining the theoretical parking current value corresponding to the front vehicle inclination angle of the vehicle includes:

[0026] Inputting the current vehicle inclination angle of the vehicle into a control unit, wherein a database of the control unit stores second corresponding data between the vehicle inclination angle of the vehicle and the theoretical parking current value, the control unit compares the current vehicle inclination angle of the vehicle with the second corresponding data, and outputs the theoretical parking current value corresponding to the current vehicle inclination angle of the vehicle;

[0027] Alternatively, based on the second corresponding relationship between the whole vehicle inclination angle of the vehicle and the theoretical parking current value, the theoretical parking current value corresponding to the current whole vehicle inclination angle of the vehicle is calculated.

[0028] Optionally, a method for acquiring the second corresponding relationship includes:

[0029] Obtaining at least two minimum parking current values ​​corresponding to the vehicle in a fully loaded state under at least two vehicle tilt angle states;

[0030] Based on the at least two vehicle inclination angles and the at least two minimum parking current values, a second corresponding relationship between the vehicle inclination angle and the theoretical parking current value is obtained.

[0031] Optionally, in response to the actual parking current value of the drive motor being equal to the theoretical parking current value, controlling the position of the drive motor to lock the rotor to complete parking includes:

[0032] In response to the actual parking current value of the drive motor being equal to the theoretical parking current value corresponding to the current vehicle inclination angle of the vehicle after a second preset time has passed, the drive motor is controlled to apply the received actual parking current to the stator, and based on the rotor position signal of the vehicle and the actual parking current, the stator generates an equivalent magnetic field that coincides with the permanent magnet magnetic field of the rotor to lock the position of the rotor and complete parking.

[0033] Optionally, after receiving the actual parking current, the stator decomposes the actual parking current into a direct-axis current and a quadrature-axis current at an angle, wherein the direct-axis current is a positive magnetizing current, and the quadrature-axis current has the same direction as the driving current corresponding to the current gear position of the vehicle.

[0034] Optionally, in response to the actual parking current value of the drive motor being equal to the theoretical parking current value, controlling the position of the drive motor to lock the rotor, after completing the parking step, further comprising:

[0035] In response to the vehicle satisfying the exit-parking condition, parking is ended.

[0036] Optionally, the exit parking condition includes:

[0037] After a third preset time period, the current speed of the vehicle is greater than the second preset speed;

[0038] Wherein, the second preset speed is less than or equal to the first preset speed of the vehicle.

[0039] Optionally, the exit parking condition further includes:

[0040] The motor temperature of the vehicle is greater than or equal to a first preset temperature, and / or the electronic control temperature of the vehicle is greater than or equal to a second preset temperature.

[0041] Optionally, the exit parking condition further includes:

[0042] The vehicle is in a vehicle power-down state, and / or the gear position of the vehicle changes, and a driving torque value corresponding to a throttle depth of the vehicle is greater than a current actual parking torque value of the vehicle, and / or the gear position of the vehicle changes, and a braking torque value corresponding to a braking depth of the vehicle is greater than a current actual parking torque value of the vehicle.

[0043] Optionally, when it is determined that the vehicle satisfies any of the following conditions, it is determined that the gear position of the vehicle has changed:

[0044] The vehicle is switched from the P gear to the D gear, or the vehicle is switched from the P gear to the R gear.

[0045] Optionally, in response to the vehicle satisfying the exit parking condition, ending the parking includes:

[0046] In response to the vehicle satisfying the exit parking condition, the actual parking current value of the driving motor is reduced to zero.

[0047] Optionally, in response to the vehicle satisfying the exit parking condition, reducing the actual parking current value of the drive motor to zero includes:

[0048] In response to the vehicle satisfying the exit parking condition, within a fourth preset time period, the actual parking current value of the drive motor is reduced to zero in a certain step.

[0049] According to a second aspect of the present application, a parking system is provided, comprising:

[0050] Drive motor;

[0051] Angle sensor, used to obtain the current vehicle inclination angle;

[0052] A control unit is electrically connected to the angle sensor and the drive motor. In response to the vehicle satisfying the parking condition, the control unit provides the drive motor with a theoretical parking current value corresponding to the current vehicle inclination angle. In response to the actual parking current value of the drive motor being equal to the theoretical parking current value, the control unit controls the drive motor to lock the position of the rotor to complete parking.

[0053] Optionally, the parking system further includes:

[0054] An inverter is electrically connected to the control unit and the drive motor, and the inverter is used to receive an electrical signal from the control unit to provide the drive motor with a parking current value corresponding to the inclination angle of the entire vehicle.

[0055] Optionally, the parking system further includes:

[0056] A Hall sensor is electrically connected to the control unit. The Hall sensor is installed between the inverter and the drive motor and is used to obtain an actual parking current value of the drive motor and send it to the control unit.

[0057] Optionally, the parking system further includes:

[0058] A position sensor is electrically connected to the drive motor and the control unit, and is used to obtain a rotor position signal of the drive motor and send the signal to the control unit.

[0059] Optionally, the control unit comprises:

[0060] A control module, electrically connected to the angle sensor and the drive motor;

[0061] A comparison module, electrically connected to the control module;

[0062] A storage module is electrically connected to the comparison module, and stores theoretical parking current values ​​and theoretical parking torque values ​​corresponding to the vehicle in each vehicle tilt state.

[0063] According to a third aspect of the present application, there is also provided an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the aforementioned method when executing the program.

[0064] According to a fourth aspect of the present application, a non-transitory computer-readable storage medium is also provided, on which a computer program is stored, and when the computer program is executed by a processor, the method as described above is implemented.

[0065] According to a fifth aspect of the present application, a vehicle is also provided, comprising the parking system as described above.

[0066] In the parking method, parking system and vehicle of the embodiments of the present application, a theoretical parking current corresponding to the current vehicle inclination angle is output to the drive motor. After it is determined that the actual parking current value is equal to the theoretical parking current value, the drive motor is controlled to lock the position of the rotor based on the theoretical parking current, thereby achieving automatic parking to meet the increasingly diversified user needs.

[0067] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative work.

[0069] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same figure numbers represent the same parts in the following description.

[0070] Figure 1 is one of the flow charts of the parking method provided in an exemplary embodiment of the present disclosure;

[0071] Figure 2 is a flowchart of obtaining a first corresponding relationship provided in an exemplary embodiment of the present disclosure;

[0072] Figure 3 is a flowchart of obtaining a second corresponding relationship provided in an exemplary embodiment of the present disclosure;

[0073] Figure 4 is one of the structural schematic diagrams of the parking system provided in the exemplary embodiment of the present disclosure;

[0074] Figure 5 is a second structural schematic diagram of a parking system provided in an exemplary embodiment of the present disclosure;

[0075] Figure 6 is a second flowchart of a parking method provided in an exemplary embodiment of the present disclosure;

[0076] Figure 7 is a curve diagram showing the relationship between the vehicle inclination angle and the theoretical parking current provided in an exemplary embodiment of the present disclosure;

[0077] Figure 8 is a parking control process curve diagram provided in an exemplary embodiment of the present disclosure;

[0078] Fig. 9is a schematic structural diagram of an electronic device provided in an exemplary embodiment of the present disclosure.

[0079] Description of reference numerals:

[0080] 100. Driving motor;

[0081] 200, angle sensor;

[0082] 300, control unit; 310, control module; 320, comparison module; 330, storage module;

[0083] 400, inverter;

[0084] 500, Hall sensor;

[0085] 600, position sensor;

[0086] 910, processor; 920, communication interface; 930, memory; 940, communication bus. DETAILED DESCRIPTION

[0087] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0088] See also Figures 1 to 8 , the present application provides a parking method, comprising the following steps:

[0089] S110 . In response to the vehicle satisfying the parking condition, providing the driving motor 100 with a theoretical parking current value corresponding to the current vehicle inclination angle.

[0090] S120 , in response to the actual parking current value of the drive motor 100 being equal to the theoretical parking current value, controlling the drive motor 100 to lock the position of the rotor to complete parking.

[0091] In some embodiments, by outputting a theoretical parking current corresponding to the current inclination angle of the vehicle to the drive motor 100, after determining that the actual parking current value is equal to the theoretical parking current value, the drive motor 100 is controlled to lock the position of the rotor based on the theoretical parking current, thereby achieving automatic parking to meet the increasingly diversified user needs.

[0092] In some embodiments, the vehicle's entire vehicle inclination angle can be obtained by an angle sensor 200 or a gyroscope installed on the vehicle. The inverter 400 can provide a three-phase current to the drive motor 100. For each automatic parking, the inverter 400 outputs a theoretical parking current of a corresponding value to the drive motor 100 based on the current vehicle inclination angle.

[0093] Among them, the current vehicle inclination angle can reflect the slope of the current road surface. The vehicle inclination angle is usually between 0° and the maximum design slope of the vehicle. Based on different models, the maximum design slope of the vehicle can be set to 20° to 30°.

[0094] It is understandable that the vehicle control unit 300 first determines whether the vehicle meets the parking condition. After the parking condition is met, the theoretical parking current corresponding to the vehicle inclination angle is output to the drive motor 100. If the vehicle does not meet the parking condition, the subsequent steps are stopped.

[0095] The vehicle control unit 300 also needs to determine whether the actual parking current value of the drive motor 100 is equal to the theoretical parking current value. When this condition is met, the drive motor 100 is controlled to lock the rotor to complete the automatic parking. If this condition is not met, the automatic parking is stopped.

[0096] In some embodiments, the parking condition includes: the vehicle is in a running state, and the vehicle maintains a speed less than or equal to a first preset speed for a first preset time period.

[0097] It is understandable that the current speed of the vehicle needs to be reduced to below the first preset speed and maintained for at least the first preset time before the subsequent automatic parking process can be carried out.

[0098] When executing the parking method, the parking system has a control cycle. A control cycle takes the acquisition of the vehicle inclination angle and responds to the vehicle satisfying the parking condition as the starting node, and the completion of parking as the ending node. For example, a control cycle can be set to 100 microseconds. The first preset duration can be set to 1 to 10 control cycles. For example, the first preset duration is set to 3 control cycles. It can be understood that the shorter the first preset duration, the faster the response speed; the longer the first preset duration, the higher the response accuracy.

[0099] The first preset speed may be set to 0-0.15 km / h (kilometers per hour). For example, the first preset speed is set to 0 km / h.

[0100] In some embodiments, the vehicle is determined to be in the running state when it is determined that the vehicle satisfies any of the following conditions: the vehicle is in the D gear state. Or, the vehicle is in the R gear state. Or, the vehicle is in the N gear state. Or, the vehicle is in the P gear state and the electronic parking system is disabled.

[0101] It is understandable that the subsequent automatic parking process can only be carried out when the vehicle is in the above-mentioned gear state. In the above-mentioned gear state, the vehicle is in a powered state. Automatic parking is only required when the vehicle is powered. If the vehicle is in a power-off state, on the one hand, it has completed parking through mechanical braking, and on the other hand, it is impossible to output the theoretical parking current to the drive motor 100. Therefore, the vehicle cannot be automatically parked in a power-off state.

[0102] Among them, when the vehicle is in P gear and the electronic parking system is effective, the handbrake can be directly applied through the electronic parking system to complete the parking.

[0103] In some embodiments, the parking condition also includes: the driving torque value corresponding to the throttle depth of the vehicle is less than or equal to the current actual parking torque value of the vehicle, and the braking torque value corresponding to the braking depth of the vehicle is less than or equal to the current actual parking torque value of the vehicle.

[0104] The throttle depth of the vehicle corresponds to the driving torque of the driving motor 100. When the driving torque value corresponding to the throttle depth of the vehicle is greater than the current actual parking torque value of the vehicle, the vehicle will have a tendency to move forward or backward, and automatic parking will not be possible at this time. Therefore, the driving torque value corresponding to the throttle depth of the vehicle needs to be less than or equal to the current actual parking torque value of the vehicle to ensure that the vehicle does not have a tendency to move forward or backward and to ensure that subsequent automatic parking can be performed.

[0105] The braking depth of the vehicle corresponds to the braking torque of the vehicle. When the braking torque value corresponding to the braking depth of the vehicle is greater than the actual parking torque value of the vehicle, the vehicle has completed the parking brake through the mechanical brake, and at this time, there is no need to perform automatic parking. Therefore, it is necessary to satisfy the braking torque value corresponding to the braking depth of the vehicle is less than or equal to the actual parking torque value of the vehicle before subsequent automatic parking is necessary.

[0106] In some embodiments, the actual parking torque value is obtained by:

[0107] When the driving speed of the vehicle is reduced to the first preset speed, the current torque value of the driving motor 100 is obtained and used as the current actual parking torque value of the vehicle.

[0108] It is understandable that the parking condition includes the judgment of the vehicle speed within the first preset time. When the vehicle speed gradually decreases and is lower than the first preset speed, the subsequent process of automatic parking can be triggered. When the vehicle speed is just the first preset speed, the current torque value of the drive motor 100 is collected to use the torque value as the actual parking torque value.

[0109] In some embodiments, the parking condition further includes: the actual parking torque value is less than the theoretical parking torque value.

[0110] It is understandable that if the actual parking torque value is greater than or equal to the theoretical parking torque value, the vehicle has been able to park and there is no need to perform subsequent steps.

[0111] In some embodiments, the vehicle has a theoretical parking torque value corresponding to different vehicle inclination angles. The method for obtaining the theoretical parking torque value corresponding to the current vehicle inclination angle includes:

[0112] The current vehicle inclination angle of the vehicle is input to the control unit 300. The database of the control unit 300 stores the first corresponding data between the vehicle inclination angle and the theoretical parking torque value. The control unit 300 compares the current vehicle inclination angle of the vehicle with the first corresponding data and outputs the theoretical parking torque value corresponding to the current vehicle inclination angle of the vehicle. Alternatively, based on the first corresponding relationship between the vehicle inclination angle and the theoretical parking torque value, the theoretical parking torque value corresponding to the current vehicle inclination angle of the vehicle is calculated.

[0113] In some embodiments, the theoretical parking torque value corresponding to the current vehicle inclination angle can be obtained through the first corresponding data stored in the database. For example, the first corresponding data records the theoretical parking torque value corresponding to each degree of vehicle inclination angle. Taking the maximum design slope of the vehicle as 20° as an example, the first corresponding data records the theoretical parking torque value corresponding to each integer angle between 0° and 20°. After obtaining the vehicle's inclination angle, it can be rounded off, or only the integer part can be taken, and then compared with the first corresponding data, and the corresponding theoretical parking torque value can be obtained based on the comparison result.

[0114] Alternatively, the first corresponding data records the theoretical parking torque value corresponding to the vehicle inclination angle range. Taking the maximum design slope of the vehicle as 20° as an example, the first corresponding data records a theoretical parking torque value corresponding to the vehicle inclination angle of 0° to 5°, a theoretical parking torque value corresponding to the vehicle inclination angle of 6° to 10°, a theoretical parking torque value corresponding to the vehicle inclination angle of 11° to 15°, and a theoretical parking torque value corresponding to the vehicle inclination angle of 16° to 20°. After obtaining the vehicle inclination angle of the vehicle, the control unit 300 selects the theoretical parking torque value of the corresponding interval in the first corresponding data based on the current vehicle inclination angle. It can be understood that the smaller the span of the vehicle inclination angle range, the more accurate the output theoretical parking torque value.

[0115] In some embodiments, the current theoretical parking torque value can be calculated by the first correspondence between the vehicle's entire vehicle inclination angle and the theoretical parking torque value. For example, the entire vehicle inclination angle α and the theoretical parking torque value τ are in a linear relationship, then: τ=k·α. Therefore, after obtaining the entire vehicle inclination angle, the first correspondence is directly introduced to obtain the corresponding theoretical parking torque value. Figure 7 As shown, in other embodiments of the present application, the relationship between the vehicle inclination angle and the theoretical parking torque value can also be a quadratic function, an exponential function or other functional relationship.

[0116] like Figure 2 As shown, in some embodiments, the method for obtaining the first corresponding relationship includes:

[0117] S210. Obtain at least two minimum parking torque values ​​corresponding to the vehicle in a fully loaded state under at least two vehicle tilt angle states.

[0118] S220: Based on at least two vehicle inclination angles and at least two minimum parking torque values, obtain a first corresponding relationship between the vehicle inclination angle and the theoretical parking torque value.

[0119] It can be understood that, by calculating the relationship between the theoretical parking torque value and the vehicle inclination angle using the minimum parking torque corresponding to a fully loaded vehicle, the calculated theoretical parking torque value can meet the parking requirements of an empty, fully loaded, or any state in between.

[0120] The following description is given by taking the maximum design slope of the vehicle as 20° as an example.

[0121] For example, two minimum parking torque values ​​corresponding to a fully loaded vehicle at vehicle inclination angles of 0° and 20° can be obtained, thereby obtaining a linear relationship between the vehicle inclination angle between 0° and 20° and the theoretical parking torque value, and using this linear relationship as the first corresponding relationship.

[0122] For example, the five minimum parking torque values ​​corresponding to the vehicle in the fully loaded state at the vehicle tilt angle states of 0°, 5°, 10°, 15° and 20° can be obtained, so as to obtain the linear relationship between the vehicle tilt angles of 0° to 5°, 5° to 10°, 10° to 15° and 15° to 20° and the theoretical parking torque value, so as to use the multiple linear relationships as the first corresponding relationship. It can be understood that the smaller the span of the vehicle tilt angle range, the more accurate the output first corresponding relationship.

[0123] For example, the five minimum parking torque values ​​corresponding to the vehicle in a fully loaded state at the vehicle inclination angles of 0°, 5°, 10°, 15° and 20° can be obtained, thereby outputting the functional relationship between the vehicle inclination angle in the range of 0° to 20° and the theoretical parking torque value, and using the functional relationship as the first corresponding relationship.

[0124] In some embodiments, in response to the vehicle meeting the parking condition, providing the drive motor 100 with a theoretical parking current value corresponding to the current vehicle inclination angle of the vehicle includes:

[0125] In response to the vehicle satisfying the parking condition, a theoretical parking current value corresponding to the current vehicle tilt angle of the vehicle is acquired, and the theoretical parking current value is output to the drive motor 100 .

[0126] It is understandable that after the parking condition is met, the vehicle will obtain a theoretical parking current value based on the current vehicle inclination angle, and supply a current equal to the theoretical parking current value to the drive motor 100 so that the drive motor 100 can lock the rotor position.

[0127] In some embodiments, the vehicle has a theoretical parking current value corresponding to different vehicle tilt angles. The method for obtaining the theoretical parking current value corresponding to the front vehicle tilt angle of the vehicle includes:

[0128] The current vehicle inclination angle of the vehicle is input to the control unit 300. The database of the control unit 300 stores the second corresponding data between the vehicle inclination angle and the theoretical parking current value. The control unit 300 compares the current vehicle inclination angle of the vehicle with the second corresponding data and outputs the theoretical parking current value corresponding to the current vehicle inclination angle of the vehicle. Alternatively, based on the second corresponding relationship between the vehicle inclination angle and the theoretical parking current value, the theoretical parking current value corresponding to the current vehicle inclination angle of the vehicle is calculated.

[0129] In some embodiments, the theoretical parking current value corresponding to the current vehicle inclination angle can be obtained through the second corresponding data stored in the database. For example, the second corresponding data records the theoretical parking current value corresponding to each degree of the vehicle inclination angle. Taking the maximum design slope of the vehicle as 20° as an example, the second corresponding data records the theoretical parking current value corresponding to each integer angle between 0° and 20°. After obtaining the vehicle's inclination angle, it can be rounded off, or only the integer part can be taken, and then compared with the second corresponding data, and the corresponding theoretical parking current value can be obtained based on the comparison result.

[0130] Alternatively, the second corresponding data records the theoretical parking current value corresponding to the vehicle inclination angle range. Taking the maximum design slope of the vehicle as 20° as an example, the second corresponding data records a theoretical parking current value corresponding to the vehicle inclination angle of 0° to 5°, a theoretical parking current value corresponding to the vehicle inclination angle of 6° to 10°, a theoretical parking current value corresponding to the vehicle inclination angle of 11° to 15°, and a theoretical parking current value corresponding to the vehicle inclination angle of 16° to 20°. After obtaining the vehicle inclination angle of the vehicle, the control unit 300 selects the theoretical parking current value of the corresponding interval in the second corresponding data based on the current vehicle inclination angle. It can be understood that the smaller the span of the vehicle inclination angle range, the more accurate the output theoretical parking current value.

[0131] In some embodiments, the current theoretical parking current value can be calculated by the second corresponding relationship between the vehicle's entire vehicle inclination angle and the theoretical parking current value. For example, the entire vehicle inclination angle α and the theoretical parking current value I are in a linear relationship, then: I=k·α. Therefore, after obtaining the entire vehicle inclination angle, the second corresponding relationship can be directly brought into play to obtain the corresponding theoretical parking current value. In other embodiments of the present application, the relationship between the entire vehicle inclination angle and the theoretical parking current value can also be a quadratic function, an exponential function, or other functional relationship.

[0132] like Figure 3 As shown, in some embodiments, the method for obtaining the second corresponding relationship includes:

[0133] S310: Obtain at least two minimum parking current values ​​corresponding to the vehicle in a fully loaded state under at least two vehicle tilt angle states.

[0134] S320: Based on at least two vehicle inclination angles and at least two minimum parking current values, obtain a second corresponding relationship between the vehicle inclination angle and the theoretical parking current value.

[0135] It can be understood that, by calculating the relationship between the theoretical parking current value and the vehicle inclination angle using the minimum parking current value corresponding to a fully loaded vehicle, the calculated theoretical parking current value can meet the parking requirements of no-load, full-load, and any state between no-load and full-load.

[0136] The following description is given by taking the maximum design slope of the vehicle as 20° as an example.

[0137] For example, two minimum parking current values ​​corresponding to a fully loaded vehicle at vehicle inclination angles of 0° and 20° can be obtained, thereby obtaining a linear relationship between the vehicle inclination angle between 0° and 20° and the theoretical parking current value, and using this linear relationship as the second corresponding relationship.

[0138] For example, the five minimum parking current values ​​corresponding to the vehicle in the fully loaded state at the vehicle tilt angle states of 0°, 5°, 10°, 15° and 20° can be obtained, so as to obtain the linear relationship between the vehicle tilt angles of 0° to 5°, 5° to 10°, 10° to 15° and 15° to 20° and the theoretical parking current value, so as to use the multiple linear relationships as the second corresponding relationship. It can be understood that the smaller the span of the vehicle tilt angle range, the more accurate the output second corresponding relationship.

[0139] For example, the five minimum parking current values ​​corresponding to the vehicle in a fully loaded state at the vehicle inclination angles of 0°, 5°, 10°, 15° and 20° can be obtained, thereby outputting the functional relationship between the vehicle inclination angle in the range of 0° to 20° and the theoretical parking current value, and using this functional relationship as the second corresponding relationship.

[0140] In some embodiments, in response to the vehicle satisfying the parking conditions, the judgment can be made in the following order: first judge the operating state of the vehicle, then judge the vehicle speed within a first preset time period, and then judge the output current value corresponding to the throttle depth of the vehicle and the braking current value corresponding to the braking depth.

[0141] When obtaining the corresponding relationship between the vehicle inclination angle and the minimum parking current value of the vehicle in a fully loaded state, the minimum parking current value may have a certain margin, which can avoid the situation where the vehicle cannot be parked successfully due to the influence of slippery road surface.

[0142] It is understandable that the larger the theoretical parking current value of the drive motor 100 is, the faster the heating will be during parking, and the more likely it will overheat. In this application, the minimum parking current value that meets the parking condition is selected as the theoretical parking current value, which can improve the overheating problem of the drive motor 100.

[0143] In some embodiments, in response to the actual parking current value of the drive motor 100 being equal to the theoretical parking current value, the drive motor 100 is controlled to lock the rotor position to complete parking, including:

[0144] In response to the fact that after the second preset time has passed, the actual parking current value of the drive motor 100 is equal to the theoretical parking current value corresponding to the current vehicle inclination angle, the drive motor 100 is controlled to apply the received actual parking current to the stator. Based on the vehicle's rotor position signal and the actual parking current, the stator generates an equivalent magnetic field that coincides with the permanent magnet magnetic field of the rotor to lock the position of the rotor and complete parking.

[0145] The drive motor 100 will receive the actual parking current corresponding to the current inclination angle of the whole vehicle. The actual parking current value directly acts on the stator of the drive motor 100. Combined with the current rotor position signal, the equivalent magnetic field generated by the stator coincides with the magnetic field of the permanent magnet of the rotor. As a result, the stator and the rotor attract each other to form a magnetic connection to lock the position of the rotor. Based on the rotor position of the drive motor 100 being locked, automatic parking is completed.

[0146] It is understandable that when executing the parking method, the parking system has a control cycle, and the actual parking current value needs a certain response time to gradually increase to the theoretical parking current value. Therefore, based on monitoring and judging the actual parking current value, it is ensured that when the actual parking current acts on the stator of the drive motor 100, the equivalent magnetic field generated by the stator can overlap with the magnetic field of the permanent magnet of the rotor.

[0147] For example, one control cycle can be set to 100 microseconds. The second preset duration can be set to 1 to 10 control cycles. For example, the second preset duration is set to 3 control cycles. It can be understood that the shorter the second preset duration, the faster the response speed; the longer the second preset duration, the higher the response accuracy.

[0148] The actual parking current value of the vehicle can be obtained by the Hall sensor 500. Specifically, the Hall sensor 500 is installed between the inverter 400 and the drive motor 100, and the three-phase current provided by the inverter 400 to the drive motor 100 can be obtained, thereby obtaining the actual parking current value.

[0149] In some embodiments, after receiving the actual parking current, the stator decomposes the actual parking current into a direct-axis current and a quadrature-axis current at an angle, wherein the direct-axis current is a positive magnetizing current, and the quadrature-axis current has the same direction as the driving current corresponding to the current gear position of the vehicle.

[0150] The actual parking current received by the stator is Is, and the received Is will be decomposed into a direct-axis current Id and a quadrature-axis current Iq at an angle. The angle can be an acute angle, a right angle, or an obtuse angle. When decomposing, the direction and the minimum value of Id can be selected first, and then the quadrature-axis current Iq can be obtained. Based on Id being a positive magnetizing current, combined with Iq and the current rotor position signal of the drive motor 100, the equivalent magnetic field formed by the stator can be directed to the rotor side. Due to the action of the magnetic field force, the equivalent magnetic field formed by the stator based on the actual parking current Is will coincide with the magnetic field of the permanent magnet of the rotor, so that the rotor of the drive motor 100 is fixed at the current position.

[0151] In some embodiments, in response to the actual parking current value of the drive motor 100 being equal to the theoretical parking current value, the drive motor 100 is controlled to lock the rotor position, and after completing the parking step, the following steps are further included:

[0152] In response to the vehicle satisfying the exit-parking condition, parking is ended.

[0153] It can be understood that when parking is completed and the vehicle is parked for a period of time, the parking will be ended.

[0154] After parking is completed, the vehicle can be driven forward or backward, or mechanical braking can be achieved using an electronic parking system or a handbrake, or the automatic parking process can be restarted, that is, the vehicle can be parked again starting from the acquisition of the vehicle's entire vehicle inclination angle.

[0155] In some embodiments, the exit parking condition includes: after a third preset time period, the current speed of the vehicle is greater than a second preset speed, wherein the second preset speed is less than or equal to the first preset speed of the vehicle.

[0156] It is understandable that after parking is completed, the current speed of the vehicle is 0 km / h. When the current speed of the vehicle is greater than the second preset speed within the third preset time, the vehicle has a tendency to move forward or backward, and at this time, parking is completed.

[0157] Wherein, based on the judgment of the current vehicle speed within the third preset time, it can also be determined whether the automatic parking is successful. That is, when the current vehicle speed of the vehicle is less than or equal to the second preset speed within the third preset time, it means that the automatic parking is successful and the vehicle can maintain the automatic parking state.

[0158] In some embodiments, the third preset time length may be set to 1 to 10 control cycles. For example, the third preset time length is set to 4 control cycles.

[0159] In some embodiments, the second preset speed is less than or equal to the first preset speed. For example, the first preset speed and the second preset speed are both set to 0 km / h. For example, the first preset speed is set to 0.15 km / h, and the second preset speed is set to 0 km / h.

[0160] In some embodiments, the exit parking condition further includes: the motor temperature of the vehicle is greater than or equal to a first preset temperature, and / or the electric control temperature of the vehicle is greater than or equal to a second preset temperature.

[0161] It is understandable that if the motor temperature of the vehicle is lower than the first preset temperature and the electronic control temperature of the vehicle is lower than the second preset temperature, the vehicle maintains the current parking state.

[0162] Since the parking state needs to be maintained by continuously providing parking current to the drive motor 100, the motor temperature and the electric control temperature will gradually increase under the action of the parking current. When the motor temperature is greater than or equal to the first preset temperature, and / or the electric control temperature is greater than or equal to the second preset temperature, overheating is likely to occur. Therefore, parking is terminated at this time to ensure safety.

[0163] In some embodiments, the first preset temperature may be set to 120° C. to 150° C. (Celsius). For example, the first preset temperature is set to 150° C. The second preset temperature may be set to 60° C. to 80° C. For example, the second preset temperature is set to 80° C.

[0164] In some embodiments, the exit parking condition further includes: the vehicle is in a state of complete vehicle power-off. And / or, the gear position of the vehicle changes, and the driving torque value corresponding to the throttle depth of the vehicle is greater than the current actual parking torque value of the vehicle. And / or, the gear position of the vehicle changes, and the braking torque value corresponding to the braking depth of the vehicle is greater than the current actual parking torque value of the vehicle.

[0165] When the vehicle is in the vehicle power-off state, the parking current cannot be provided to the drive motor 100. At this time, the parking state is exited and the automatic parking is terminated.

[0166] When the gear position of the vehicle changes and the driving torque value corresponding to the throttle depth of the vehicle is greater than the current actual parking torque value of the vehicle, the vehicle will move forward or backward. At this time, the parking state is exited and the automatic parking is ended.

[0167] When the gear position of the vehicle changes, and the braking torque value corresponding to the braking depth of the vehicle is greater than the current actual parking torque value of the vehicle, the vehicle has achieved mechanical braking through braking. At this time, the parking state is exited and the automatic parking is ended.

[0168] In some embodiments, when it is determined that the vehicle satisfies any of the following conditions, determining that the gear position of the vehicle has changed includes: the vehicle is switched from the P gear to the D gear. Or, the vehicle is switched from the P gear to the R gear.

[0169] If the vehicle is switched from P to D, it will start moving forward. If the vehicle is switched from P to R, it will start moving backward.

[0170] In some embodiments, in response to the vehicle satisfying the exit-parking condition, ending parking includes:

[0171] In response to the vehicle satisfying the exit-parking condition, the actual parking current value of the drive motor 100 is reduced to zero.

[0172] It is understandable that when the vehicle meets the exit parking condition, the actual parking current value of the drive motor 100 is reduced to zero, and the rotor of the drive motor 100 will be unlocked. At this time, the rotor of the drive motor 100 will be able to rotate freely, thereby ending the automatic parking.

[0173] In some embodiments, in response to the vehicle satisfying the exit parking condition, reducing the actual parking current value of the drive motor 100 to zero includes:

[0174] In response to the vehicle satisfying the exit parking condition, within a fourth preset time period, the actual parking current value of the drive motor 100 is reduced to zero in a certain step.

[0175] The actual parking current value of the drive motor 100 is reduced to zero in a certain step within the fourth preset time, so that the parking current in the drive motor 100 is cleared within the fourth preset time. This can avoid unexpected current shock or torque shock caused by the mismatch between the current of the drive motor 100 and the real-time position when switching to the non-parking mode (for example, switching to the D gear mode) after exiting the parking state.

[0176] In some embodiments, the fourth preset time length is set to 0-10 milliseconds. For example, the fourth preset time length is set to 4 milliseconds.

[0177] In some embodiments, the actual parking current value of the drive motor 100 is reduced to zero in a certain step, which can be: the actual parking current value of the drive motor 100 is gradually reduced with a certain slope until it is cleared to zero. Alternatively, the actual parking current value of the drive motor 100 is gradually reduced in a quadratic function or exponential function manner until it is cleared to zero.

[0178] like Figure 6 and Figure 8 As shown, the parking method provided in the embodiment of the present application may include the following steps:

[0179] Get the vehicle's overall inclination angle.

[0180] Determine the running state of the vehicle. If the vehicle is in the D gear state, or the vehicle is in the R gear state, or the vehicle is in the N gear state, or the vehicle is in the P gear state and the electronic parking system fails, then proceed to the subsequent steps. Otherwise, exit the parking function.

[0181] The current speed of the vehicle is determined. If the vehicle maintains a speed less than or equal to a first preset speed for a first preset time, the subsequent steps are performed. Otherwise, the parking function is exited.

[0182] Determine the output torque value corresponding to the throttle depth of the vehicle and the braking torque value corresponding to the brake depth. If the driving torque value corresponding to the throttle depth of the vehicle is less than or equal to the current actual parking torque value of the vehicle, and the braking torque value corresponding to the brake depth of the vehicle is less than or equal to the current actual parking torque value of the vehicle, proceed to the subsequent steps. Otherwise, exit the parking function.

[0183] Based on the current vehicle inclination angle of the vehicle, the driving motor 100 obtains the theoretical parking current. The current speed of the vehicle is determined. If within the second preset time period, the actual parking current value of the vehicle is equal to the theoretical parking current value corresponding to the current vehicle inclination angle of the vehicle, the subsequent steps are performed. Otherwise, the parking function is exited. During the execution of this step, the parking-related flag of the parking system is assigned a state of 1.

[0184] The drive motor 100 applies the received actual parking current to the stator. Based on the rotor position signal of the vehicle and the actual parking current, the stator generates an equivalent magnetic field that coincides with the permanent magnet magnetic field of the rotor to lock the position of the rotor.

[0185] Determine the current speed of the vehicle. If the vehicle maintains a speed less than or equal to the second preset speed within the third preset time, the parking state is maintained and the subsequent steps are performed. Otherwise, the parking function is exited. During the execution of this step, the parking-related flag of the parking system is assigned a state of 2.

[0186] The motor temperature and the electric control temperature are determined. If the motor temperature of the vehicle is less than the first preset temperature, and the electric control temperature of the vehicle is less than the second preset temperature, the parking state is maintained and the subsequent steps are performed. Otherwise, the parking function is exited.

[0187] Determine the vehicle status. If the vehicle is in the state of full vehicle power-off. And / or, the gear position of the vehicle changes, and the driving torque value corresponding to the throttle depth of the vehicle is greater than the current actual parking torque value of the vehicle. And / or, the gear position of the vehicle changes, and the braking torque value corresponding to the brake depth of the vehicle is greater than the current actual parking torque value of the vehicle. Then it is necessary to start the exit parking function.

[0188] The parking current value of the driving motor 100 is reduced to zero according to a certain step. During the execution of this step, the parking-related flag of the parking system is assigned a state of 3.

[0189] After the parking current is cleared, the active parking function is exited. During the execution of this step, the parking-related flag bit of the parking system is assigned a state of 0.

[0190] See also Figure 4 The present application also provides a parking system. The parking system is used to execute the parking method in the above embodiment, and has all the beneficial effects of the parking method in the above embodiment, which will not be described in detail here.

[0191] The parking system includes a drive motor 100, an angle sensor 200 and a control unit 300. The angle sensor 200 is used to obtain the vehicle's entire vehicle inclination angle. The control unit 300 is electrically connected to the angle sensor 200 and the drive motor 100. In response to the vehicle meeting the parking condition, the control unit 300 provides the drive motor 100 with a theoretical parking current value corresponding to the vehicle's current entire vehicle inclination angle. The control unit 300 also controls the drive motor 100 to lock the rotor position in response to the actual parking current value of the drive motor 100 being equal to the theoretical parking current value, thereby completing parking.

[0192] In some embodiments, by outputting a theoretical parking current corresponding to the current inclination angle of the vehicle to the drive motor 100, after determining that the actual parking current value is equal to the theoretical parking current value, the drive motor 100 is controlled to lock the position of the rotor based on the theoretical parking current, thereby achieving automatic parking to meet the increasingly diversified user needs.

[0193] After the drive motor 100 receives the parking current, the parking current can make the equivalent magnetic field generated by the stator coincide with the magnetic field of the permanent magnet of the rotor. As a result, the stator and the rotor attract each other to form a magnetic connection to lock the position of the rotor. Based on the rotor position of the drive motor 100 being locked, automatic parking is completed.

[0194] like Figure 5 As shown, in some embodiments, the parking system further includes an inverter 400. The inverter 400 is electrically connected to the control unit 300 and the drive motor 100, and the inverter 400 is used to receive an electrical signal from the control unit 300 to provide the drive motor 100 with a parking current value corresponding to the vehicle inclination angle.

[0195] It is understandable that the inverter 400 can provide three-phase current to the drive motor 100. Based on the current vehicle tilt angle of the vehicle, the inverter 400 provides the drive motor 100 with a three-phase current of the same magnitude as the theoretical parking current value.

[0196] Please continue reading Figure 5 In some embodiments, the parking system further includes a Hall sensor 500. The Hall sensor 500 is electrically connected to the control unit 300. The Hall sensor 500 is installed between the inverter 400 and the drive motor 100, and is used to obtain the actual parking current value of the drive motor 100 and send it to the control unit 300.

[0197] It is understandable that the Hall sensor 500 can obtain the actual parking current value of the vehicle. Based on sending the actual parking current value of the vehicle to the control unit 300, the actual parking current value is compared with the theoretical parking current value. When the actual parking current value is equal to the theoretical parking current value, the subsequent automatic parking process is executed.

[0198] Please continue reading Figure 5 In some embodiments, the parking system further includes a position sensor 600 . The position sensor 600 is electrically connected to the drive motor 100 and the control unit 300 . The position sensor 600 is used to obtain a rotor position signal of the drive motor 100 and send it to the control unit 300 .

[0199] It is understandable that the position sensor 600 can obtain the rotor position signal of the drive motor 100 and send the rotor position signal to the control unit 300. The control unit 300 can combine the rotor position signal and the parking current to make the equivalent magnetic field generated by the stator coincide with the magnetic field of the permanent magnet of the rotor. As a result, the stator and the rotor attract each other to form a magnetic connection to lock the position of the rotor. Based on the rotor position of the drive motor 100 being locked, automatic parking is completed.

[0200] Please continue reading Figure 5 In some embodiments, the control unit 300 includes a control module 310, a comparison module 320 and a storage module 330. The control module 310 is electrically connected to the angle sensor 200 and the drive motor 100. The comparison module 320 is electrically connected to the control module 310. The storage module 330 is electrically connected to the comparison module 320, and the storage module 330 stores the theoretical parking current value and the theoretical parking torque value corresponding to each vehicle tilt state.

[0201] It is understandable that the control module 310 is used to implement the central control. The comparison module 320 can be used to compare the vehicle speed, torque value and current value, and output a comparison signal based on the comparison result to enable the control module 310 to continue to execute subsequent steps or end parking. The storage module 330 stores the theoretical parking current value and the theoretical parking torque value, and also stores the first preset speed, the second preset speed, etc.

[0202] like Fig. 9 As shown, an embodiment of the present application further provides an electronic device. The electronic device may include: a processor (processor) 910, a communication interface (Communications Interface) 920, a memory (memory) 930 and a communication bus 940, wherein the processor 910, the communication interface 920, and the memory 930 communicate with each other through the communication bus 940. The processor 910 may call the logic instructions in the memory 930 to execute the parking method in the above embodiment.

[0203] In addition, the logic instructions in the above-mentioned memory 930 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods of various embodiments of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0204] The embodiment of the present application also provides a non-transitory computer-readable storage medium on which a computer program is stored. When the computer program is executed by the processor 910, the parking method in the aforementioned embodiment is implemented.

[0205] The embodiment of the present application also provides a vehicle. The vehicle includes the parking system in the above embodiment. The vehicle has all the beneficial effects of the parking system in the above embodiment, which will not be repeated here.

[0206] The vehicle may be a plug-in hybrid vehicle or a new energy vehicle, and the present disclosure does not impose any specific limitation on this.

[0207] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0208] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0209] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0210] The above are only preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A parking method, characterized in that: include: In response to the vehicle meeting the parking condition, providing a theoretical parking current value corresponding to the current vehicle inclination angle to the drive motor; In response to the actual parking current value of the drive motor being equal to the theoretical parking current value, controlling the position of the drive motor to lock the rotor to complete parking; The parking conditions include: The driving torque value corresponding to the throttle depth of the vehicle is less than or equal to the current actual parking torque value of the vehicle, and the braking torque value corresponding to the brake depth of the vehicle is less than or equal to the current actual parking torque value of the vehicle; In response to the actual parking current value of the driving motor being equal to the theoretical parking current value, controlling the position of the driving motor to lock the rotor to complete parking, comprises: In response to the actual parking current value of the drive motor being equal to the theoretical parking current value corresponding to the current vehicle inclination angle of the vehicle after a second preset time has passed, the drive motor is controlled to apply the received actual parking current to the stator, and based on the rotor position signal of the vehicle and the actual parking current, the stator generates an equivalent magnetic field that coincides with the permanent magnet magnetic field of the rotor to lock the position of the rotor and complete parking.

2. The parking method according to claim 1, characterized in that: The parking conditions include: The vehicle is in a running state, and the vehicle maintains a vehicle speed less than or equal to a first preset speed for a first preset time period.

3. The parking method according to claim 2, characterized in that: When it is determined that the vehicle satisfies any of the following conditions, it is determined that the vehicle is in a running state: The vehicle is in the D gear state, or the vehicle is in the R gear state, or the vehicle is in the N gear state, or the vehicle is in the P gear state and the electronic parking system is disabled.

4. The parking method according to claim 3, characterized in that: The method for obtaining the actual parking torque value includes: When the running speed of the vehicle is reduced to the first preset speed, the current torque value of the driving motor is obtained and used as the current actual parking torque value of the vehicle.

5. The parking method according to claim 3, characterized in that: The parking conditions also include: The actual parking torque value is less than the theoretical parking torque value.

6. The parking method according to claim 5, characterized in that: The vehicle has a theoretical parking torque value corresponding to different vehicle inclination angles, and a method for obtaining the theoretical parking torque value corresponding to the current vehicle inclination angle of the vehicle includes: Inputting the current vehicle inclination angle of the vehicle into a control unit, wherein a database of the control unit stores first corresponding data between the vehicle inclination angle of the vehicle and the theoretical parking torque value, the control unit compares the current vehicle inclination angle of the vehicle with the first corresponding data, and outputs the theoretical parking torque value corresponding to the current vehicle inclination angle of the vehicle; Alternatively, based on a first corresponding relationship between the whole vehicle inclination angle of the vehicle and the theoretical parking torque value, the theoretical parking torque value corresponding to the current whole vehicle inclination angle of the vehicle is calculated.

7. The parking method according to claim 6, characterized in that: The method for acquiring the first corresponding relationship includes: Obtaining at least two minimum parking torque values ​​corresponding to the vehicle in a fully loaded state under at least two vehicle tilt angle states; Based on the at least two vehicle inclination angles and the at least two minimum parking torque values, a first corresponding relationship between the vehicle inclination angle and the theoretical parking torque value is acquired.

8. The parking method according to claim 1, characterized in that: In response to the vehicle satisfying the parking condition, providing the driving motor with a theoretical parking current value corresponding to the current vehicle inclination angle of the vehicle, comprises: In response to the vehicle satisfying the parking condition, a theoretical parking current value corresponding to the current vehicle inclination angle of the vehicle is obtained, and the theoretical parking current value is output to the drive motor.

9. The parking method according to claim 8, characterized in that: The vehicle has a theoretical parking current value corresponding to different vehicle inclination angles, and a method for obtaining the theoretical parking current value corresponding to the front vehicle inclination angle of the vehicle includes: Inputting the current vehicle inclination angle of the vehicle into a control unit, wherein a database of the control unit stores second corresponding data between the vehicle inclination angle of the vehicle and the theoretical parking current value, the control unit compares the current vehicle inclination angle of the vehicle with the second corresponding data, and outputs the theoretical parking current value corresponding to the current vehicle inclination angle of the vehicle; Alternatively, based on the second corresponding relationship between the whole vehicle inclination angle of the vehicle and the theoretical parking current value, the theoretical parking current value corresponding to the current whole vehicle inclination angle of the vehicle is calculated.

10. The parking method according to claim 9, characterized in that: The method for acquiring the second corresponding relationship includes: Obtaining at least two minimum parking current values ​​corresponding to the vehicle in a fully loaded state under at least two vehicle tilt angle states; Based on the at least two vehicle inclination angles and the at least two minimum parking current values, a second corresponding relationship between the vehicle inclination angle and the theoretical parking current value is obtained.

11. The parking method according to claim 1, characterized in that: After receiving the actual parking current, the stator decomposes the actual parking current into a direct-axis current and a quadrature-axis current at an angle, wherein the direct-axis current is a positive magnetizing current, and the quadrature-axis current has the same direction as the driving current corresponding to the current gear position of the vehicle.

12. The parking method according to any one of claims 1 to 11, characterized in that: After the step of controlling the position of the drive motor to lock the rotor in response to the actual parking current value of the drive motor being equal to the theoretical parking current value and completing the parking step, the method further comprises: In response to the vehicle satisfying the exit-parking condition, parking is ended.

13. The parking method according to claim 12, characterized in that: The exit parking conditions include: After a third preset time period, the current speed of the vehicle is greater than the second preset speed; Wherein, the second preset speed is less than or equal to the first preset speed of the vehicle.

14. The parking method according to claim 12, characterized in that: The exit parking condition also includes: The motor temperature of the vehicle is greater than or equal to a first preset temperature, and / or the electronic control temperature of the vehicle is greater than or equal to a second preset temperature.

15. The parking method according to claim 12, characterized in that: The exit parking condition also includes: The vehicle is in a vehicle power-down state, and / or the gear position of the vehicle changes, and a driving torque value corresponding to a throttle depth of the vehicle is greater than a current actual parking torque value of the vehicle, and / or the gear position of the vehicle changes, and a braking torque value corresponding to a braking depth of the vehicle is greater than a current actual parking torque value of the vehicle.

16. The parking method according to claim 15, characterized in that: When it is determined that the vehicle satisfies any of the following conditions, it is determined that the gear position of the vehicle has changed: The vehicle is switched from the P gear to the D gear, or the vehicle is switched from the P gear to the R gear.

17. The parking method according to claim 12, characterized in that: In response to the vehicle satisfying the exit parking condition, ending the parking comprises: In response to the vehicle satisfying the exit parking condition, the actual parking current value of the driving motor is reduced to zero.

18. The parking method according to claim 17, characterized in that: In response to the vehicle satisfying the exit parking condition, reducing the actual parking current value of the drive motor to zero includes: In response to the vehicle satisfying the exit parking condition, within a fourth preset time period, the actual parking current value of the drive motor is reduced to zero in a certain step.

19. A parking system, characterized in that: include: Drive motor; Angle sensor, used to obtain the current vehicle inclination angle; a control unit, electrically connected to the angle sensor and the drive motor, wherein the control unit provides a theoretical parking current value corresponding to the current vehicle inclination angle to the drive motor in response to the vehicle satisfying the parking condition, and the control unit further controls the drive motor to lock the position of the rotor in response to the actual parking current value of the drive motor being equal to the theoretical parking current value to complete parking; The parking conditions include: The driving torque value corresponding to the throttle depth of the vehicle is less than or equal to the current actual parking torque value of the vehicle, and the braking torque value corresponding to the brake depth of the vehicle is less than or equal to the current actual parking torque value of the vehicle; The control unit also controls the position of the drive motor to lock the rotor in response to the actual parking current value of the drive motor being equal to the theoretical parking current value, thereby completing parking, including: In response to the actual parking current value of the drive motor being equal to the theoretical parking current value corresponding to the current vehicle inclination angle of the vehicle after a second preset time period, the control unit controls the drive motor to apply the received actual parking current to the stator, and based on the rotor position signal of the vehicle and the actual parking current, the stator generates an equivalent magnetic field that coincides with the permanent magnet magnetic field of the rotor to lock the position of the rotor and complete parking.

20. The parking system according to claim 19, characterized in that: The parking system further comprises: An inverter is electrically connected to the control unit and the drive motor, and the inverter is used to receive an electrical signal from the control unit to provide the drive motor with a parking current value corresponding to the inclination angle of the entire vehicle.

21. The parking system according to claim 20, characterized in that: The parking system further comprises: A Hall sensor is electrically connected to the control unit. The Hall sensor is installed between the inverter and the drive motor and is used to obtain an actual parking current value of the drive motor and send it to the control unit.

22. The parking system according to claim 19, characterized in that: The parking system further comprises: A position sensor is electrically connected to the drive motor and the control unit, and is used to obtain a rotor position signal of the drive motor and send the signal to the control unit.

23. The parking system according to any one of claims 19 to 22, characterized in that: The control unit comprises: A control module, electrically connected to the angle sensor and the drive motor; A comparison module, electrically connected to the control module; A storage module is electrically connected to the comparison module, and stores theoretical parking current values ​​and theoretical parking torque values ​​corresponding to the vehicle in each vehicle tilt state.

24. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the method according to any one of claims 1 to 18 is implemented.

25. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 18 is implemented.

26. A vehicle, characterized in that: Comprising a parking system as claimed in any one of claims 19-23.

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