Control method, device and system of automatic parking function and vehicle

Abstract

The embodiment of the invention provides a control method, device and system for an automatic parking function and a vehicle, the automatic parking function can be actively started when the vehicle driving state and the external environment meet specific conditions, a driver does not need to manually start the automatic parking function, the use experience of the driver is improved, and the user experience is improved. And meanwhile, safety accidents possibly caused by the fact that a driver forgets to manually start the automatic parking function are avoided. The control method of the automatic parking function comprises the steps that it is determined that a driver is in a main driving position; acquiring first driving parameter information and first external environment information of the vehicle; and in response to determining that the first vehicle driving parameter information meets a preset condition and determining that the first external environment information indicates that the vehicle is in a target driving scene, controlling an automatic parking function to be started, the target driving scene being an uphill scene, a traffic light waiting scene or a congestion scene.

Description

[Technical field]

[0001] The embodiments of the present application relate to the field of vehicle technology, and in particular, to a control method, device, system and vehicle for an automatic parking function. [Background technology]

[0002] At present, most vehicles are equipped with an automatic parking function (AUTO HOLD). After activation, the automatic parking function allows users to park temporarily more conveniently. However, in order for the automatic parking function to work, it is often necessary for the user to manually turn on the automatic parking function every time the vehicle is powered on. The operation is cumbersome and users are prone to forget. [Summary of the invention]

[0003] The embodiments of the present application provide a control method, device, system and vehicle for an automatic parking function, which can actively activate the automatic parking function when the vehicle's driving state and external environment meet specific conditions, without the need for the driver to manually activate it, thereby improving the driver's user experience and avoiding safety accidents that may be caused by the driver forgetting to manually activate the automatic parking function.

[0004] In a first aspect, an embodiment of the present application provides a method for controlling an automatic parking function, the method comprising:

[0005] Make sure the driver is in the main driving position;

[0006] Acquire first driving parameter information and first external environment information of the vehicle, wherein the first driving parameter information includes a vehicle state, a gear state, and a vehicle speed;

[0007] In response to determining that the first vehicle driving parameter information meets preset conditions and determining that the first external environment information indicates that the vehicle is in a target driving scenario, the automatic parking function is controlled to be turned on, wherein the preset conditions include that the vehicle state is in a start-up state or a drivable state, the gear state is a forward gear or a reverse gear, the vehicle speed is less than a set threshold, and the target driving scenario is an uphill scenario, a waiting for traffic lights scenario, or a congested scenario.

[0008] In an embodiment of the present application, when the driving state of the vehicle meets specific conditions, for example, the vehicle state is in a starting state or a drivable state, the gear is in a forward gear or a reverse gear, and the vehicle speed is low; and the external environment of the vehicle meets specific conditions, for example, the external environment is an uphill scene, a scene of waiting for traffic lights, or a congested scene, it can be considered that the vehicle is likely to need temporary parking. Therefore, the automatic parking function can be controlled to be actively turned on without the driver having to turn it on manually, thereby improving the driver's user experience and avoiding safety accidents caused by the driver forgetting to manually turn on the automatic parking function.

[0009] Optionally, the first external environment information includes road guide arrow information, traffic light graphics, and traffic light color, and determining that the first external environment information indicates that the vehicle is in a target driving scene includes:

[0010] Determining a matching traffic light graphic according to the direction indicated by the road guide arrow information;

[0011] In response to determining that the traffic light color corresponding to the traffic light graphic represents warning / no passage, it is determined that the vehicle is in the waiting traffic light scene.

[0012] In the embodiment of the present application, the direction indicated by the road guide arrow can be considered as the current driving direction of the vehicle. Then, the corresponding traffic light graphic (left turn graphic, straight go graphic, right turn graphic) is matched according to the current driving direction of the vehicle. If the signal light color corresponding to the traffic light graphic represents warning / no passage, it indicates that the vehicle is not allowed to continue driving in the current driving direction, so that it can be accurately judged that the vehicle is currently in a scene of waiting for a traffic light.

[0013] Optionally, the first external environment information includes a speed of a front vehicle in the same lane and a relative distance to the front vehicle in the same lane, and determining that the first external environment information indicates that the vehicle is in a target driving scene includes:

[0014] In response to determining that the speed is less than a preset speed threshold and the relative distance is less than a preset distance threshold, it is determined that the vehicle is in the congestion scenario.

[0015] In an embodiment of the present application, if the speed of the vehicle in front of the current vehicle in the same lane is lower and the relative distance between the current vehicle and the vehicle in front of the same lane is also lower, it indicates that the current vehicle cannot travel quickly in the current lane, thereby accurately determining that the vehicle is currently in a congested scene.

[0016] Optionally, the first external environment information includes an initial slope value, and determining that the first external environment information indicates that the vehicle is in a target driving scene includes:

[0017] Determining an initial slope correction coefficient, wherein the initial slope correction coefficient is related to the real-time vehicle speed, the set vehicle speed range, and the vehicle wheelbase;

[0018] Determining a target slope correction coefficient based on the initial slope correction coefficient and the slope update period;

[0019] Determine the slope value of the current cycle according to the initial slope value, the slope value of the previous cycle and the target slope correction coefficient;

[0020] If the slope value of the current cycle is greater than the preset slope value, it is determined that the vehicle is in the uphill scene.

[0021] In the embodiment of the present application, during the uphill process of the vehicle, the speed and wheelbase of the vehicle will affect the pitch state of the vehicle, and the pitch state of the vehicle has a significant impact on the estimation of the slope. Therefore, when the initial slope value is obtained, the initial slope correction coefficient can be determined according to the actual speed and wheelbase of the current vehicle, and on this basis, the target slope correction coefficient can be determined, and then the current cycle slope value can be accurately determined by combining the initial slope value, the slope value of the previous cycle and the target slope correction coefficient. If the determined current cycle slope value is large, it can be accurately judged that the current vehicle is in an uphill scene.

[0022] Optionally, an initial slope correction factor is determined, including:

[0023] When the real-time vehicle speed is less than the lower limit of the set vehicle speed range, determining the initial slope correction coefficient according to the lower limit of the set vehicle speed range and the wheelbase;

[0024] When the real-time vehicle speed is within the set vehicle speed range, determining the initial slope correction coefficient according to the real-time vehicle speed and the wheelbase;

[0025] When the real-time vehicle speed is greater than the upper limit of the set vehicle speed range, the initial slope correction coefficient is determined according to the upper limit of the set vehicle speed range and the wheelbase.

[0026] In the embodiment of the present application, when the real-time vehicle speed is within the set speed range, it indicates that the size of the real-time vehicle speed is relatively appropriate, and the initial slope correction coefficient can be directly determined in combination with the real-time vehicle speed and the wheelbase. At this time, the determined initial slope correction coefficient can play a better correction role; if the real-time vehicle speed is less than the lower limit of the set speed range, it indicates that the real-time vehicle speed is small. At this time, if the real-time vehicle speed and the wheelbase are directly used to determine the initial slope correction coefficient, the initial slope correction coefficient will also be small, so that the correction effect cannot be played. Therefore, the lower limit of the set speed range and the wheelbase can be used to jointly determine the initial slope correction coefficient, thereby increasing the initial slope correction coefficient to a certain extent, so that it can play a correction role; conversely, if the real-time vehicle speed is greater than the upper limit of the set speed range, it indicates that the real-time vehicle speed is large. At this time, if the real-time vehicle speed and the wheelbase are directly used to jointly determine the initial slope correction coefficient, the initial slope correction coefficient will be large, resulting in excessive correction. Therefore, the upper limit of the set speed range and the wheelbase can be used to jointly determine the initial slope correction coefficient, thereby reducing the initial slope correction coefficient to a certain extent, so that it will not be corrected too much.

[0027] Optionally, determining the slope value of the current cycle according to the initial slope value, the slope value of the previous cycle and the target slope correction coefficient includes:

[0028] If the initial slope value is less than the difference between the slope value of the previous cycle and the target slope correction coefficient, the slope value of the current cycle is the difference between the slope value of the previous cycle and the target slope correction coefficient;

[0029] If the initial slope value is not less than the difference between the slope value of the previous cycle and the target slope correction coefficient, and is not greater than the sum of the slope value of the previous cycle and the target slope correction coefficient, the slope value of the current cycle is the initial slope value;

[0030] If the initial slope value is greater than the sum of the slope value of the previous cycle and the target slope correction coefficient, the slope value of the current cycle is the sum of the slope value of the previous cycle and the target slope correction coefficient.

[0031] In the embodiment of the present application, under normal circumstances, the slope value of the current cycle will not change suddenly compared with the slope value of the previous cycle. Therefore, after the slope value of the previous cycle is known and a relatively accurate target slope correction coefficient is determined, it can be considered that the slope value of the current cycle is within the slope range determined by the slope value of the previous cycle and the target slope correction coefficient, which is more reasonable. Therefore, if the initial slope value is not less than the difference between the slope value of the previous cycle and the target slope correction coefficient, and is not greater than the sum of the slope value of the previous cycle and the target slope correction coefficient, then the slope value of the current cycle is the initial slope value; if the initial slope value is less than the difference between the slope value of the previous cycle and the target slope correction coefficient, it is considered that the initial slope value is too much smaller than the slope value of the previous cycle, which is not very reasonable, and the slope value of the current cycle is set to the lower limit value of the slope range determined by the slope value of the previous cycle and the target slope correction coefficient, that is, the difference between the slope value of the previous cycle and the target slope correction coefficient; if the initial slope value is greater than the sum of the slope value of the previous cycle and the target slope correction coefficient, it is considered that the initial slope value is too much larger than the slope value of the previous cycle, which is not very reasonable, and the slope value of the current cycle is set to the upper limit value of the slope range determined by the slope value of the previous cycle and the target slope correction coefficient, that is, the sum of the slope value of the previous cycle and the target slope correction coefficient.

[0032] Optionally, after controlling the automatic parking function to be turned on, the method further includes:

[0033] Acquiring second driving parameter information of the vehicle;

[0034] In response to determining that the second driving parameter information meets a preset condition for activating the automatic parking function and detecting a pressing operation on an automatic parking switch, the automatic parking function is controlled to be turned off.

[0035] In the embodiment of the present application, after the vehicle is controlled to actively turn on the automatic parking function, if the activation condition of the automatic parking function is met, the automatic parking function should be activated at this time, so that the vehicle enters a temporary parking state. At this time, if it is detected that the user manually presses the automatic parking switch, it indicates that the user does not want to use the automatic parking function, so the automatic parking function can be controlled to be turned off.

[0036] Optionally, after controlling the automatic parking function to be turned off, the method further includes:

[0037] Acquiring third driving parameter information and second external environment information of the vehicle;

[0038] In response to determining that the third driving parameter information meets the preset condition and determining that the second external environment information indicates that the vehicle is in the target driving scenario, enabling the automatic parking function is prohibited.

[0039] In an embodiment of the present application, when it is determined that the user does not want to use the automatic parking function and the automatic parking function is turned off, if the vehicle meets the conditions for actively turning on the automatic parking function again, the automatic parking function will not be actively turned on again during the current power-on cycle, thereby giving priority to meeting the needs of the user.

[0040] Optionally, in response to determining that the third driving parameter information meets the preset condition and determining that the second external environment information indicates that the vehicle is in the target driving scene, prohibiting activation of the automatic parking function includes:

[0041] updating a first value of a target field to a second value, wherein the first value indicates that the automatic parking function is allowed to be actively turned on, and the second value indicates that the automatic parking function is not allowed to be actively turned on;

[0042] In response to determining that the third driving parameter information meets the preset condition, determining that the second external environment information indicates that the vehicle is in the target driving scenario, and the target field is the second value, the automatic parking function is prohibited from being turned on.

[0043] In the embodiment of the present application, a target field is used to manage whether the vehicle is allowed to automatically turn on the automatic parking function. When the vehicle is powered on, the target field is set to the first value, that is, the automatic parking function is allowed to be actively turned on by default. When it is determined that the user does not want to use the automatic parking function, the target field is set to the second value, that is, it indicates that the automatic parking function is not allowed to be actively turned on. On this basis, even if the vehicle meets the conditions for actively turning on the automatic parking function again, the automatic parking function cannot be actively turned on again because the target field is currently the second value, thereby avoiding the need to manually turn off the automatic parking function multiple times in the same power-on cycle when the user does not want to use the automatic parking function.

[0044] Optionally, the method further includes:

[0045] After determining that the vehicle is powered on again, the target field is restored from the second value to the first value.

[0046] In the embodiment of the present application, after the vehicle is powered on again, the target field will be restored from the second value to the first value, so that after the power is restored, the user's need to actively turn on the automatic parking function can be met.

[0047] In a second aspect, an embodiment of the present application provides a control device for an automatic parking function, the device comprising:

[0048] A determination unit, used for determining that the driver is in the main driving position;

[0049] An acquisition unit, configured to acquire first driving parameter information of the vehicle and first external environment information, wherein the first driving parameter information includes a vehicle state, a gear state, and a vehicle speed;

[0050] A control unit, for controlling the automatic parking function to be turned on in response to determining that the first vehicle driving parameter information meets preset conditions and determining that the first external environment information indicates that the vehicle is in a target driving scenario, wherein the preset conditions include that the vehicle is in a start-up state or a drivable state, the gear state is a forward gear or a reverse gear, the vehicle speed is less than a set threshold, and the target driving scenario is an uphill scenario, a waiting traffic light scenario, or a congested scenario.

[0051] Optionally, the first external environment information includes road guide arrow information, traffic light graphics, and traffic light colors, and the control unit is specifically configured to:

[0052] Determining a matching traffic light graphic according to the direction indicated by the road guide arrow information;

[0053] In response to determining that the traffic light color corresponding to the traffic light graphic represents warning / no passage, it is determined that the vehicle is in the waiting traffic light scene.

[0054] Optionally, the first external environment information includes a speed of a vehicle ahead in the same lane, and a relative distance between the vehicle ahead in the same lane, and the control unit is specifically configured to:

[0055] In response to determining that the speed is less than a preset speed threshold and the relative distance is less than a preset distance threshold, it is determined that the vehicle is in the congestion scenario.

[0056] Optionally, the first external environment information includes an initial slope value, and the control unit includes:

[0057] A coefficient determination subunit, used to determine an initial slope correction coefficient, wherein the initial slope correction coefficient is related to the real-time vehicle speed, the set vehicle speed range and the vehicle wheelbase;

[0058] The coefficient determination subunit is further used to determine a target slope correction coefficient based on the initial slope correction coefficient and the slope update period;

[0059] A slope determination subunit, configured to determine a slope value of a current cycle according to the initial slope value, the slope value of a previous cycle and the target slope correction coefficient;

[0060] The scene determination subunit is used to determine that the vehicle is in the uphill scene if the slope value of the current cycle is greater than a preset slope value.

[0061] Optionally, the coefficient determination subunit is specifically used for:

[0062] When the real-time vehicle speed is less than the lower limit of the set vehicle speed range, determining the initial slope correction coefficient according to the lower limit of the set vehicle speed and the wheelbase;

[0063] When the real-time vehicle speed is within the set vehicle speed range, determining the initial slope correction coefficient according to the real-time vehicle speed and the wheelbase;

[0064] When the real-time vehicle speed is greater than the upper limit of the set vehicle speed range, the initial slope correction coefficient is determined according to the upper limit of the set vehicle speed range and the wheelbase.

[0065] Optionally, the slope determination subunit is specifically used for:

[0066] If the initial slope value is less than the difference between the slope value of the previous cycle and the target slope correction coefficient, the slope value of the current cycle is the difference between the slope value of the previous cycle and the target slope correction coefficient;

[0067] If the initial slope value is not less than the difference between the slope value of the previous cycle and the target slope correction coefficient, and is not greater than the sum of the slope value of the previous cycle and the target slope correction coefficient, the slope value of the current cycle is the initial slope value;

[0068] If the initial slope value is greater than the sum of the slope value of the previous cycle and the target slope correction coefficient, the slope value of the current cycle is the sum of the slope value of the previous cycle and the target slope correction coefficient.

[0069] Optionally, the acquisition unit is further used for:

[0070] Acquiring second driving parameter information of the vehicle;

[0071] The control unit is also used for:

[0072] In response to determining that the second driving parameter information meets a preset condition for activating the automatic parking function and detecting a pressing operation on an automatic parking switch, the automatic parking function is controlled to be turned off.

[0073] Optionally, the acquisition unit is further used for:

[0074] Acquiring third driving parameter information and second external environment information of the vehicle;

[0075] The control unit is also used for:

[0076] In response to determining that the third driving parameter information meets the preset condition and determining that the second external environment information indicates that the vehicle is in the target driving scenario, enabling the automatic parking function is prohibited.

[0077] Optionally, the control unit is specifically used for:

[0078] updating a first value of a target field to a second value, wherein the first value indicates that the automatic parking function is allowed to be actively turned on, and the second value indicates that the automatic parking function is not allowed to be actively turned on;

[0079] In response to determining that the third driving parameter information meets the preset condition, determining that the second external environment information indicates that the vehicle is in the target driving scenario, and the target field is the second value, the automatic parking function is prohibited from being turned on.

[0080] Optionally, the control unit is further used for:

[0081] After determining that the vehicle is powered on again, the target field is restored from the second value to the first value.

[0082] In a third aspect, an embodiment of the present application provides an electronic stability control system, which includes a memory for storing computer program instructions and a processor for executing the program instructions, wherein when the computer program instructions are executed by the processor, the electronic stability control system is triggered to execute the steps of the method described in any embodiment of the second aspect.

[0083] In a fourth aspect, an embodiment of the present application provides a vehicle, comprising the electronic stability control system in the embodiment of the third aspect.

[0084] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium is used to store computer instructions, and when the computer is running, the computer enables the computer to execute the steps of the method described in any embodiment of the first aspect.

[0085] It should be understood that the second to fifth aspects of the embodiments of the present application are consistent with the technical solutions of the first aspect of the embodiments of the present application, and the beneficial effects achieved by each aspect and the corresponding feasible implementation methods are similar and will not be repeated here.

Brief Description of the Drawings

[0086] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this specification. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0087] Figure 1 A flow chart of a control method for an automatic parking function provided in an embodiment of the present application;

[0088] Figure 2 A schematic diagram of a process for determining a scene of waiting for a traffic light provided in an embodiment of the present application;

[0089] Figure 3 A schematic diagram of a process for determining a congestion scenario provided in an embodiment of the present application;

[0090] Figure 4 A schematic diagram of a process for determining an uphill scenario provided in an embodiment of the present application;

[0091] Figure 5 A schematic flow chart of a method for determining an initial slope correction coefficient provided in an embodiment of the present application;

[0092] Figure 6 A flowchart of a method for determining a slope value of a current cycle provided in an embodiment of the present application;

[0093] Figure 7 A schematic diagram of a flow chart of a method for disabling an automatic parking function provided in an embodiment of the present application;

[0094] Figure 8 A flowchart of a method for prohibiting active activation of an automatic parking function provided in an embodiment of the present application;

[0095] Fig. 9 A flowchart of a method for prohibiting active activation of an automatic parking function provided in an embodiment of the present application;

[0096] Fig.10A schematic diagram of the structure of a control device for an automatic parking function provided in an embodiment of the present application;

[0097] Fig.11 A schematic diagram of the structure of an electronic stability control system provided in an embodiment of the present application;

[0098] Fig.12 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. [Specific implementation method]

[0099] In order to better understand the technical solution of this specification, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0100] It should be clear that the described embodiments are only part of the embodiments of this specification, not all of the embodiments. Based on the embodiments in this specification, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this specification.

[0101] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit this specification. The singular forms of "a", "said" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings.

[0102] At present, most vehicles are equipped with an automatic parking function, which allows users to park temporarily more conveniently after activation. However, in order for the automatic parking function to work, it is often necessary for the user to manually turn on the automatic parking function every time the vehicle is powered on. The operation is cumbersome and users are prone to forget.

[0103] In view of this, an embodiment of the present application provides a method for controlling an automatic parking function. In this method, when the driving state of the vehicle and the external environment meet certain conditions, it can be considered that the vehicle is more likely to need temporary parking. Therefore, the automatic parking function can be controlled to be actively turned on without the driver having to turn it on manually, thereby improving the driver's user experience and avoiding safety accidents that may be caused by the driver forgetting to manually turn on the automatic parking function.

[0104] The technical solution protected by the embodiments of the present application is described in detail below with reference to the accompanying drawings.

[0105] See also Figure 1 , is a flow chart of a control method of an automatic parking function provided in an embodiment of the present application. The method is applied to an electronic stability control system (ESC), and the flow of the method is described as follows:

[0106] Step 101: Determine that the driver is in the main driving position.

[0107] In the embodiment of the present application, the driver being in the main driving position is used as one of the preconditions for actively turning on the automatic parking function, in order to ensure that the vehicle is in a controllable state after the automatic parking function is activated in the subsequent process. The method of determining that the driver is in the main driving position is described in detail below.

[0108] First, check whether the driver is in the main driving position based on the gravity sensor. A gravity sensor is set under the main driving position. If the gravity value of the gravity sensor obtained by the ESC is greater than the set threshold, it is determined that the driver is in the main driving position.

[0109] Second, it is determined based on vehicle state parameters related to the driver's driving behavior. As a possible implementation, if ESC detects that the seat belt state is switched from an unactivated state to an activated state, it is determined that the driver is in the primary driving position; as another possible implementation, if ESC detects that the lane deviation degree is less than a set degree, it is determined that the driver is in the primary driving position. Of course, it is also possible to determine that the driver is in the primary driving position only when the above two conditions are met at the same time, and this application does not impose any special restrictions on this.

[0110] Step 102: Acquire first driving parameter information and first external environment information of the vehicle.

[0111] In an embodiment of the present application, whether it is necessary to actively turn on the automatic parking function can be determined in combination with the first driving parameter information of the vehicle and the first external environment information. For example, the first driving parameter information includes the vehicle status, gear status and vehicle speed, and of course can also include other driving parameters. The present application does not impose any special restrictions on this.

[0112] Step 103: In response to determining that the first vehicle driving parameter information meets a preset condition.

[0113] In the embodiment of the present application, the vehicle needs to actively activate the parking function, usually when temporary parking is required in the driving state. Therefore, before temporary parking, the vehicle's entire state should be in the starting state or the driving state, the gear state should be in the forward gear or the reverse gear, and the vehicle speed should be lower than the set threshold. It should be understood that if the vehicle speed is lower than the set threshold, it indicates that the current vehicle speed is low, so the possibility of temporary parking demand is higher. Therefore, the vehicle speed lower than the set threshold is also used as a precondition for determining whether the automatic parking function needs to be actively activated.

[0114] Step 104: In response to determining that the first external environment information indicates that the vehicle is in a target driving scenario.

[0115] In the embodiment of the present application, after determining that the driving state of the vehicle meets the preconditions for actively turning on the automatic parking function, it is necessary to further determine whether the external environment of the vehicle also meets the preconditions for actively turning on the automatic parking function. For example, based on the first external environment information, it is determined whether the vehicle is in the target driving scene, where the target driving scene can be an uphill scene, a scene waiting for a traffic light, or a congested scene. The following is a detailed description of how to determine the above three scenes.

[0116] See also Figure 2 , is a flow chart of determining a waiting traffic light scene provided by an embodiment of the present application. Step 104 can be implemented by executing sub-steps 1041 to 1042:

[0117] Step 1041: Determine a matching traffic light graphic according to the direction indicated by the road guide arrow information.

[0118] Step 1042: In response to determining that the traffic light color corresponding to the traffic light graphic represents warning / no passage, determining that the vehicle is in a scene of waiting for a traffic light.

[0119] In the embodiment of the present application, the first external environment information may include road guide arrow information, traffic light graphics, and traffic light colors. The direction indicated by the road guide arrow can be considered as the current driving direction of the vehicle, and then the corresponding traffic light graphics (left turn graphics, straight graphics, right turn graphics) are matched according to the current driving direction of the vehicle. If the traffic light color corresponding to the traffic light graphics represents warning / no passage, it indicates that the vehicle is not allowed to continue driving in the current driving direction, so that it can be accurately judged that the vehicle is currently in a scene of waiting for a traffic light.

[0120] For example, when the road guide arrow indicates a left turn, the matching traffic light graphic is determined to be a left turn signal light. If the left turn signal light is a yellow light or a red light, it is determined to be in a scene of waiting for the left turn traffic light.

[0121] For another example, when the road guide arrow indicates a right turn, the matching traffic light graphic is determined to be a right turn signal light. If the right turn signal light is a yellow light or a red light, it is determined to be in a scene of waiting for the right turn traffic light.

[0122] For another example, when the road guide arrow indicates going straight, the traffic light graphic that matches it is determined to be a straight signal light. If the straight signal light is a yellow light or a red light, it is determined to be in a scene of waiting for the straight traffic light.

[0123] See also Figure 3 , is a flow chart of determining a congestion scenario provided in an embodiment of the present application. Step 104 can be implemented by executing sub-step 1043:

[0124] Step 1043: In response to determining that the speed of the vehicle ahead in the same lane is less than a preset speed threshold, and the relative distance between the vehicle ahead in the same lane is less than a preset distance threshold, it is determined that the vehicle is in a congestion scenario.

[0125] In an embodiment of the present application, if the speed of the vehicle in front of the current vehicle in the same lane is lower and the relative distance between the current vehicle and the vehicle in front of the same lane is also lower, it indicates that the current vehicle cannot travel quickly in the current lane, thereby accurately determining that the vehicle is currently in a congested scene.

[0126] See also Figure 4 , is a flow chart of determining an uphill scene provided in an embodiment of the present application. Step 104 can be implemented by executing sub-steps 1044 to 1047:

[0127] Step 1044: Determine the initial slope correction factor.

[0128] In the embodiment of the present application, during the uphill process of the vehicle, the vehicle speed and wheelbase will affect the pitch state of the vehicle, and the pitch state of the vehicle has a significant impact on the estimation of the slope. Therefore, the initial slope correction coefficient can be determined according to the actual speed of the current vehicle, the set speed range and the wheelbase.

[0129] The following is a detailed description of how to determine the initial slope correction factor based on the actual vehicle speed, set speed range and wheelbase.

[0130] See also Figure 5 , is a flow chart of a method for determining an initial slope correction coefficient provided in an embodiment of the present application. Step 1044 can be implemented by executing sub-steps 10441 to 10443:

[0131] Step 10441: When the real-time vehicle speed is less than the lower limit of the set vehicle speed range, the initial slope correction coefficient is determined according to the lower limit of the set vehicle speed range and the wheelbase.

[0132] In an embodiment of the present application, if the real-time vehicle speed is less than the lower limit of the set vehicle speed range, it indicates that the real-time vehicle speed is relatively small. At this time, if the real-time vehicle speed and wheelbase are directly used to determine the initial slope correction coefficient, the initial slope correction coefficient will also be relatively small, making it impossible to play a correction role. Therefore, the initial slope correction coefficient can be jointly determined by the lower limit of the set vehicle speed range and the wheelbase, thereby increasing the initial slope correction coefficient to a certain extent so that it can play a correction role.

[0133] Step 10442: When the real-time vehicle speed is within the set vehicle speed range, the initial slope correction coefficient is determined based on the real-time vehicle speed and the wheelbase.

[0134] In an embodiment of the present application, when the real-time vehicle speed is within the set vehicle speed range, it indicates that the real-time vehicle speed is relatively appropriate, and the initial slope correction coefficient can be directly determined in combination with the real-time vehicle speed and the wheelbase. At this time, the determined initial slope correction coefficient can play a better correction role.

[0135] Step 10443: When the real-time vehicle speed is greater than the upper limit of the set vehicle speed range, the initial slope correction coefficient is determined according to the upper limit of the set vehicle speed range and the wheelbase.

[0136] In an embodiment of the present application, if the real-time vehicle speed is greater than the upper limit value of the set vehicle speed range, it indicates that the real-time vehicle speed is relatively large. At this time, if the real-time vehicle speed and wheelbase are directly used to jointly determine the initial slope correction coefficient, the initial slope correction coefficient will be relatively large, resulting in excessive correction. Therefore, the initial slope correction coefficient can be jointly determined by the upper limit value of the set vehicle speed range and the wheelbase, thereby reducing the initial slope correction coefficient to a certain extent so that it will not be corrected excessively.

[0137] It is worth noting that since the vehicle speed is positively correlated with the pitch state and the wheelbase is negatively correlated with the pitch state, when the initial slope correction coefficient is determined based on the vehicle speed and wheelbase, the initial slope correction coefficient is positively correlated with the vehicle speed and negatively correlated with the wheelbase.

[0138] The calculation method of the initial slope correction coefficient is shown in formula (1):

[0139] x=n*k / L(1)

[0140] Among them, x represents the initial slope correction coefficient, n represents the slope correction constant, k represents the vehicle speed value within the set speed range, and L represents the vehicle wheelbase.

[0141] When the real-time vehicle speed V<V_LimMin, k=V_LimMin; when V_LimMin≤Vx≤VxLimMax, k=V; when the vehicle speed V>V_LimMax, k=V_LimMax, wherein V_LimMin represents the lower limit value of the set vehicle speed range, and V_LimMax represents the upper limit value of the set vehicle speed range.

[0142] Step 1045: Determine a target slope correction coefficient based on the initial slope correction coefficient and the slope update period.

[0143] In the embodiment of the present application, the slope update cycle can be considered as the interval length of each time the vehicle calculates the slope. The initial slope correction coefficient calculated in step 1044 can be considered as the slope correction value per unit time, and the target slope correction coefficient determined based on the initial slope correction coefficient and the slope update cycle can be considered as the slope value that needs to be corrected within a slope update cycle, that is, the maximum change allowed in the slope value within a slope update cycle.

[0144] The target slope correction coefficient is calculated as shown in formula (2):

[0145] Del_Slope=x*t(2)

[0146] Wherein, Del_Slope represents the target slope correction coefficient, x represents the initial slope correction coefficient, and t represents the slope update period.

[0147] Step 1046: Determine the slope value of the current cycle based on the initial slope value, the slope value of the previous cycle and the target slope correction coefficient.

[0148] In the embodiment of the present application, the first external environment information may include an initial slope value, on which the slope value of the current cycle may be determined in combination with the slope value of the previous cycle and the target slope correction coefficient. The following describes in detail how to determine the slope value of the current cycle.

[0149] See also Figure 6 , is a flow chart of a method for determining the slope value of the current cycle provided in an embodiment of the present application. Step 1046 can be implemented by executing sub-steps 10461 to 10463:

[0150] Step 10461: If the initial slope value is less than the difference between the slope value of the previous cycle and the target slope correction coefficient, the slope value of the current cycle is the difference between the slope value of the previous cycle and the target slope correction coefficient.

[0151] In an embodiment of the present application, if the initial slope value is smaller than the difference between the slope value of the previous cycle and the target slope correction coefficient, it is considered that the initial slope value is much smaller than the slope value of the previous cycle. Under normal circumstances, the slope value of the current cycle will not change suddenly compared with the slope value of the previous cycle. Therefore, the slope value of the current cycle is set to the lower limit value of the slope range determined by the slope value of the previous cycle and the target slope correction coefficient, that is, the difference between the slope value of the previous cycle and the target slope correction coefficient. This avoids the slope value of the current cycle being much smaller than the ramp value of the previous cycle, thereby improving the accuracy of the determined slope value of the current cycle.

[0152] Step 10462: If the initial slope value is not less than the difference between the slope value of the previous cycle and the target slope correction coefficient, and is not greater than the sum of the slope value of the previous cycle and the target slope correction coefficient, the slope value of the current cycle is the initial slope value.

[0153] In an embodiment of the present application, if the initial slope value is not less than the difference between the slope value of the previous cycle and the target slope correction coefficient, and is not greater than the sum of the slope value of the previous cycle and the target slope correction coefficient, then it can be considered that the determined initial slope value is more reasonable. Therefore, the determined initial slope value can be used as the slope value of the current cycle.

[0154] Step 10463: If the initial slope value is greater than the sum of the slope value of the previous cycle and the target slope correction coefficient, the slope value of the current cycle is the sum of the slope value of the previous cycle and the target slope correction coefficient.

[0155] In an embodiment of the present application, if the initial slope value is greater than the sum of the slope value of the previous cycle and the target slope correction coefficient, it is considered that the initial slope value is much greater than the slope value of the previous cycle. Under normal circumstances, the slope value of the current cycle will not change suddenly compared with the slope value of the previous cycle. Therefore, the slope value of the current cycle is set to the upper limit value of the slope range determined by the slope value of the previous cycle and the target slope correction coefficient, that is, the sum of the slope value of the previous cycle and the target slope correction coefficient. This avoids the slope value of the current cycle being much greater than the slope value of the previous cycle, thereby improving the accuracy of the determined slope value of the current cycle.

[0156] The calculation method of the slope value of the current cycle is shown in formulas (3)-(5):

[0157] When Slope_Init<Slope_Init_K1-Del_Slope:

[0158] Slope_Est_K0= Slope_Est_K1 - Del_Slope (3)

[0159] When Slope_Est_K1-Del_Slope≤Slope_Init≤Slope_Est_K1+Del_Slope:

[0160] Slope_Est_K0 = Slope_Init (4)

[0161] When Slope_Init>Slope_Est_K1+Del_Slope:

[0162] Slope_Est_K0= Slope_Est_K1+Del_Slope (5)

[0163] Among them, Slope_Est_K0 represents the slope value of the current cycle, Slope_Est_K1 represents the slope value of the previous cycle, Del_Slope represents the target slope correction coefficient, and Slope_Init represents the initial slope value.

[0164] Step 1047: If the slope value of the current cycle is greater than the preset slope value, it is determined that the vehicle is in an uphill scenario.

[0165] In the embodiment of the present application, the actual driving road cannot be completely flat, that is, the actual driving road has a certain slope more or less. Therefore, if the slope value of the current cycle is greater than the preset slope value, it is determined that the vehicle is in an uphill scene.

[0166] Step 105: Control the automatic parking function to start.

[0167] In the embodiment of the present application, when it is determined that the driving state of the vehicle and the external environment in which it is located meet the preset conditions, the automatic parking function can be controlled to be turned on.

[0168] In some embodiments, considering that not every driver wants to actively turn on the automatic parking function while driving a vehicle, in an embodiment of the present application, after the automatic parking function is turned on, the automatic parking function can be turned off according to the driver's needs.

[0169] See also Figure 7 , is a flow chart of a method for turning off the automatic parking function provided in an embodiment of the present application. After executing step 105, steps 106 to 107 may be continued:

[0170] Step 106: Obtain second driving parameter information of the vehicle.

[0171] Step 107 : In response to determining that the second driving parameter information meets the preset condition for activating the automatic parking function and detecting a pressing operation on the automatic parking switch, controlling the automatic parking function to be turned off.

[0172] In the embodiment of the present application, after the vehicle is controlled to actively turn on the automatic parking function, the second driving parameter information of the vehicle can be obtained, and the second driving parameter information includes the gear state, the brake pedal state and the automatic parking function state. If the gear state is forward gear or reverse gear, the brake pedal state is stepped on (the brake pedal switch is detected to be closed, and the brake master cylinder pressure is not less than the set threshold), and the automatic parking function state is activated, the vehicle should be in a temporary parking state at this time. On this basis, if it is detected that the user manually presses the automatic parking switch, it indicates that the user does not want to use the automatic parking function, so the automatic parking function can be controlled to be turned off.

[0173] In some embodiments, considering that after the driver manually turns off the automatic parking function, the vehicle's driving state and external environment may again meet the requirements for actively turning on the automatic parking function during subsequent driving, in order to avoid the driver having to manually turn off the automatic parking function multiple times in the same power-on cycle, the mechanism for actively turning on the automatic parking function can be designed so that if the driver turns off the automatic parking function in the same power-on cycle, the automatic parking function cannot be actively turned on again even if the relevant conditions are met again during subsequent driving, thereby giving priority to meeting the driver's needs.

[0174] See also Figure 8 , which is a flow chart of a method for prohibiting active activation of the automatic parking function provided by an embodiment of the present application. After step 107, steps 108 to 109 may be continued:

[0175] Step 108: Obtain the third driving parameter information and the second external environment information of the vehicle.

[0176] Step 109: In response to determining that the third driving parameter information meets the preset condition and determining that the second external environment information indicates that the vehicle is in the target driving scenario, the automatic parking function is prohibited from being activated.

[0177] In an embodiment of the present application, when it is determined that the user does not want to use the automatic parking function and the automatic parking function is turned off, if the vehicle meets the conditions for actively turning on the automatic parking function again, the automatic parking function will not be actively turned on again during the current power-on cycle, thereby giving priority to meeting the needs of the user.

[0178] The following is a detailed description of how to disable the active parking function.

[0179] See also Fig. 9 , is a flow chart of a method for prohibiting active activation of the automatic parking function provided in an embodiment of the present application. Step 109 can be implemented by executing sub-steps 1091 to 1092:

[0180] Step 1091: Update the first value of the target field to a second value, the first value indicating that the automatic parking function is allowed to be actively turned on, and the second value indicating that the automatic parking function is not allowed to be actively turned on.

[0181] Step 1092: In response to determining that the third driving parameter information meets the preset condition, determining that the second external environment information indicates that the vehicle is in the target driving scenario, and the target field is a second value, the automatic parking function is prohibited from being turned on.

[0182] In the embodiment of the present application, a target field (such as Auto_AVH_Enable) is used to manage whether the vehicle is allowed to automatically turn on the automatic parking function. When the vehicle is powered on, the target field is set to the first value, that is, the automatic parking function is allowed to be actively turned on by default. When it is determined that the user does not want to use the automatic parking function, the target field is set to the second value, that is, it is not allowed to actively turn on the automatic parking function. On this basis, even if the vehicle meets the conditions for actively turning on the automatic parking function again, the automatic parking function cannot be actively turned on again because the target field is currently the second value, thereby avoiding the need to manually turn off the automatic parking function multiple times in the same power-on cycle when the user does not want to use the automatic parking function.

[0183] It is worth noting that after the target field is updated from the first value to the second value, it will remain at the second value during the current power-on cycle until the vehicle is powered on again, at which point the target field will return to the first value. At this point, the vehicle will once again be in a state where the automatic parking function can be actively turned on under certain conditions.

[0184] See also Fig.10 Based on the same inventive concept, an embodiment of the present application provides a control device for an automatic parking function, the device comprising:

[0185] A determination unit 201, used to determine that the driver is in the main driving position;

[0186] An acquisition unit 202 is used to acquire first driving parameter information and first external environment information of the vehicle, where the first driving parameter information includes a vehicle state, a gear state, and a vehicle speed;

[0187] The control unit 203 is used to control the automatic parking function to be turned on in response to determining that the first vehicle driving parameter information meets the preset conditions and determining that the first external environment information indicates that the vehicle is in a target driving scenario, wherein the preset conditions include that the vehicle state is in a start-up state or a drivable state, the gear state is a forward gear or a reverse gear, the vehicle speed is less than a set threshold, and the target driving scenario is an uphill scenario, a waiting for traffic lights scenario or a congested scenario.

[0188] Optionally, the first external environment information includes road guide arrow information, traffic light graphics, and traffic light colors, and the control unit 203 is specifically configured to:

[0189] Determine a matching traffic light graphic according to the direction indicated by the road guide arrow information;

[0190] In response to determining that the traffic light color corresponding to the traffic light graphic represents warning / no passage, it is determined that the vehicle is in a scene of waiting for the traffic light.

[0191] Optionally, the first external environment information includes the speed of the vehicle ahead in the same lane, and the relative distance between the vehicle ahead in the same lane, and the control unit 203 is specifically configured to:

[0192] In response to determining that the speed is less than a preset speed threshold and the relative distance is less than a preset distance threshold, it is determined that the vehicle is in a congestion scenario.

[0193] Optionally, the first external environment information includes an initial slope value, and the control unit 203 includes:

[0194] A coefficient determination subunit is used to determine an initial slope correction coefficient, where the initial slope correction coefficient is related to the real-time vehicle speed, the set vehicle speed range, and the vehicle wheelbase;

[0195] The coefficient determination subunit is further used to determine a target slope correction coefficient based on the initial slope correction coefficient and the slope update period;

[0196] The slope determination subunit is used to determine the slope value of the current cycle according to the initial slope value, the slope value of the previous cycle and the target slope correction coefficient;

[0197] The scene determination subunit is used to determine that the vehicle is in the uphill scene if the slope value of the current cycle is greater than a preset slope value.

[0198] Optionally, the coefficient determination subunit is specifically used for:

[0199] When the real-time vehicle speed is less than the lower limit of the set vehicle speed range, the initial slope correction coefficient is determined according to the lower limit of the set vehicle speed and the wheelbase;

[0200] When the real-time vehicle speed is within the set speed range, the initial slope correction coefficient is determined according to the real-time vehicle speed and wheelbase;

[0201] When the real-time vehicle speed is greater than the upper limit of the set vehicle speed range, the initial slope correction coefficient is determined according to the upper limit of the set vehicle speed range and the wheelbase.

[0202] Optionally, the slope determination subunit is specifically used for:

[0203] If the initial slope value is less than the difference between the slope value of the previous cycle and the target slope correction coefficient, the slope value of the current cycle is the difference between the slope value of the previous cycle and the target slope correction coefficient;

[0204] If the initial slope value is not less than the difference between the slope value of the previous cycle and the target slope correction coefficient, and is not greater than the sum of the slope value of the previous cycle and the target slope correction coefficient, the slope value of the current cycle is the initial slope value;

[0205] If the initial slope value is greater than the sum of the slope value of the previous cycle and the target slope correction coefficient, the slope value of the current cycle is the sum of the slope value of the previous cycle and the target slope correction coefficient.

[0206] Optionally, the acquiring unit 201 is further configured to:

[0207] Acquiring second driving parameter information of the vehicle;

[0208] The control unit 203 is also used for:

[0209] In response to determining that the second driving parameter information meets the preset condition for activating the automatic parking function and detecting a pressing operation on the automatic parking switch, the automatic parking function is controlled to be turned off.

[0210] Optionally, the acquiring unit 201 is further configured to:

[0211] Acquiring third driving parameter information and second external environment information of the vehicle;

[0212] The control unit 203 is also used for:

[0213] In response to determining that the third driving parameter information meets the preset condition and determining that the second external environment information indicates that the vehicle is in the target driving scene, the automatic parking function is prohibited from being turned on.

[0214] Optionally, the control unit 203 is specifically configured to:

[0215] Updating a first value of the target field to a second value, wherein the first value indicates that the automatic parking function is allowed to be actively turned on, and the second value indicates that the automatic parking function is not allowed to be actively turned on;

[0216] In response to determining that the third driving parameter information meets the preset condition, determining that the second external environment information indicates that the vehicle is in the target driving scene, and the target field is the second value, the automatic parking function is prohibited from being turned on.

[0217] Optionally, the control unit 203 is further configured to:

[0218] After it is determined that the vehicle is powered on again, the target field is restored from the second value to the first value.

[0219] See also Fig.11 Based on the same inventive concept, the embodiment of the present application further provides an electronic stability control system, the electronic stability control system includes at least one processor 301, the processor 301 is used to execute the computer program stored in the memory, and implement the embodiment of the present application as provided in Figure 1-9 The flowchart diagram steps of the control method of the automatic parking function are shown.

[0220] Optionally, the processor 301 may specifically be a central processing unit, a specific ASIC, or one or more integrated circuits for controlling program execution.

[0221] Optionally, the electronic stability control system may further include a memory 302 connected to the at least one processor 301, and the memory 302 may include a ROM, a RAM, and a disk memory. The memory 302 is used to store data required by the processor 301 when it is running, that is, it stores instructions that can be executed by the at least one processor 301. The at least one processor 301 executes the instructions stored in the memory 302 to execute the following steps: Figure 1-9 The method shown. Wherein, the number of the memory 302 is one or more. Wherein, the number of the memory 302 is one or more.

[0222] See also Fig.12 Based on the same inventive concept, the present application embodiment provides a vehicle, which includes Fig.11 The electronic stability control system shown in the figure can be a pure electric vehicle, a plug-in hybrid vehicle, or an extended-range vehicle, and this application does not impose any special restrictions on this.

[0223] The present application also provides a computer storage medium, wherein the computer storage medium stores computer instructions, and when the computer instructions are executed on a computer, the computer executes Figure 1-9 method.

[0224] The above description is only a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of this specification should be included in the scope of protection of this specification.

Claims

1. A control method for an automatic parking function, characterized in that: The method comprises: Make sure the driver is in the main driving position; Acquire first driving parameter information and first external environment information of the vehicle, wherein the first driving parameter information includes a vehicle state, a gear state, and a vehicle speed; In response to determining that the first vehicle driving parameter information meets preset conditions and determining that the first external environment information indicates that the vehicle is in a target driving scenario, the automatic parking function is controlled to be turned on, wherein the preset conditions include that the vehicle state is in a start-up state or a drivable state, the gear state is a forward gear or a reverse gear, the vehicle speed is less than a set threshold, and the target driving scenario is an uphill scenario, a waiting for traffic lights scenario, or a congested scenario.

2. The method according to claim 1, characterized in that The first external environment information includes road guide arrow information, traffic light graphics, and traffic light color, and determining that the first external environment information indicates that the vehicle is in a target driving scene includes: Determining a matching traffic light graphic according to the direction indicated by the road guide arrow information; In response to determining that the traffic light color corresponding to the traffic light graphic represents warning / no passage, it is determined that the vehicle is in the waiting traffic light scene.

3. The method according to claim 1, characterized in that The first external environment information includes a speed of a front vehicle in the same lane and a relative distance to the front vehicle in the same lane, and determining that the first external environment information indicates that the vehicle is in a target driving scene includes: In response to determining that the speed is less than a preset speed threshold and the relative distance is less than a preset distance threshold, it is determined that the vehicle is in the congestion scenario.

4. The method according to claim 1, characterized in that The first external environment information includes an initial slope value, and determining that the first external environment information indicates that the vehicle is in a target driving scene includes: Determining an initial slope correction coefficient, wherein the initial slope correction coefficient is related to the real-time vehicle speed, the set vehicle speed range, and the vehicle wheelbase; Determining a target slope correction coefficient based on the initial slope correction coefficient and the slope update period; Determining the slope value of the current cycle according to the initial slope value, the slope value of the previous cycle and the target slope correction coefficient; If the slope value of the current cycle is greater than the preset slope value, it is determined that the vehicle is in the uphill scene.

5. The method according to claim 4, characterized in that Determine the slope correction factor, including: When the real-time vehicle speed is less than the lower limit of the set vehicle speed range, determining the slope correction coefficient according to the lower limit of the set vehicle speed and the wheelbase; When the real-time vehicle speed is within the set vehicle speed range, determining the slope correction coefficient according to the real-time vehicle speed and the wheelbase; When the real-time vehicle speed is greater than the upper limit of the set vehicle speed range, the slope correction coefficient is determined according to the upper limit of the set vehicle speed range and the wheelbase.

6. The method according to claim 4, characterized in that Determining the slope value of the current cycle according to the initial slope value, the slope value of the previous cycle and the target slope correction coefficient includes: If the initial slope value is less than the difference between the slope value of the previous cycle and the target slope correction coefficient, the slope value of the current cycle is the difference between the slope value of the previous cycle and the target slope correction coefficient; If the initial slope value is not less than the difference between the slope value of the previous cycle and the target slope correction coefficient, and is not greater than the sum of the slope value of the previous cycle and the target slope correction coefficient, the slope value of the current cycle is the initial slope value; If the initial slope value is greater than the sum of the slope value of the previous cycle and the target slope correction coefficient, the slope value of the current cycle is the sum of the slope value of the previous cycle and the target slope correction coefficient.

7. The method according to any one of claims 1 to 6, characterized in that: After controlling the automatic parking function to be turned on, the method further includes: Acquiring second driving parameter information of the vehicle; In response to determining that the second driving parameter information meets a preset condition for activating the automatic parking function and detecting a pressing operation on an automatic parking switch, the automatic parking function is controlled to be turned off.

8. The method according to claim 7, characterized in that After controlling the automatic parking function to be turned off, the method further includes: Acquiring third driving parameter information and second external environment information of the vehicle; In response to determining that the third driving parameter information meets the preset condition and determining that the second external environment information indicates that the vehicle is in the target driving scenario, enabling the automatic parking function is prohibited.

9. The method according to claim 8, characterized in that In response to determining that the third driving parameter information meets the preset condition and determining that the second external environment information indicates that the vehicle is in the target driving scene, prohibiting activation of the automatic parking function includes: updating a first value of a target field to a second value, wherein the first value indicates that the automatic parking function is allowed to be actively turned on, and the second value indicates that the automatic parking function is not allowed to be actively turned on; In response to determining that the third driving parameter information meets the preset condition, determining that the second external environment information indicates that the vehicle is in the target driving scenario, and the target field is the second value, the automatic parking function is prohibited from being turned on.

10. The method according to claim 9, characterized in that The method further comprises: After determining that the vehicle is powered on again, the target field is restored from the second value to the first value.

11. A control device for an automatic parking function, characterized in that: The device comprises: A determination unit, used for determining that the driver is in the main driving position; An acquisition unit, configured to acquire first driving parameter information of the vehicle and first external environment information, wherein the first driving parameter information includes a vehicle state, a gear state, and a vehicle speed; A control unit, for controlling the automatic parking function to be turned on in response to determining that the first vehicle driving parameter information meets preset conditions and determining that the first external environment information indicates that the vehicle is in a target driving scenario, wherein the preset conditions include that the vehicle is in a start-up state or a drivable state, the gear state is a forward gear or a reverse gear, the vehicle speed is less than a set threshold, and the target driving scenario is an uphill scenario, a waiting traffic light scenario, or a congested scenario.

12. An electronic stability control system, characterized in that: The electronic stability control system comprises a memory for storing computer program instructions and a processor for executing the program instructions, wherein when the computer program instructions are executed by the processor, the electronic stability control system is triggered to execute the steps of the method according to any one of claims 1 to 10.

13. A vehicle, characterized in that: The vehicle includes an electronic stability control system as claimed in claim 12.

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