Automatic parking planning path optimization method and device

Abstract

The invention discloses an automatic parking planning path optimization method and device, and relates to the technical field of automobiles, and the method comprises the following steps: obtaining a parking time efficiency ratio under a current automatic parking planning path according to a parking distance and parking time under the current automatic parking planning path; according to the relation between the parking time efficiency ratio under the current automatic parking planning path and a first preset parking time efficiency ratio, whether the automatic parking planning path is updated again or not is judged. Under the condition that the distance is certain, the automatic parking planning path with less time is selected, and the parking time is reduced. Or under the condition that the parking time is fixed, an automatic parking planning path with shorter parking time is selected, and the parking distance is reduced. According to the method, the automatic parking planning path with low efficiency can be eliminated through the parking time efficiency ratio, and the automatic parking efficiency is improved.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a method and device for optimizing an automatic parking planning path. Background Art

[0002] When planning the path for automatic parking, the intelligent driving system plans the vehicle's driving route according to the optimal route based on the surrounding space environment, and then sends the target driving distance and maximum speed to the longitudinal control module, which will control the vehicle's driving according to the target driving distance and maximum speed. If the vehicle needs to park in a very small space, it will be inefficient and may even fail to park in the target parking space after multiple attempts. Summary of the invention

[0003] The present application provides an automatic parking planning path optimization method and device to solve the problem that existing vehicles frequently and repeatedly park in the parking lot, which is inefficient and may even fail to park in the target parking space after multiple parking attempts.

[0004] In a first aspect, the present application provides a method for optimizing an automatic parking planning path, comprising the following steps:

[0005] According to the parking distance and parking time under the current automatic parking planning path, the parking time efficiency ratio under the current automatic parking planning path is obtained;

[0006] According to the relationship between the parking time efficiency ratio under the current automatic parking planning path and the first preset parking time efficiency ratio, it is determined whether to re-update the automatic parking planning path.

[0007] In this application, the parking time efficiency ratio under the current automatic parking planning path is obtained according to the parking distance and parking time under the current automatic parking planning path; according to the relationship between the parking time efficiency ratio under the current automatic parking planning path and the first preset parking time efficiency ratio, it is determined whether to re-update the automatic parking planning path. The parking time efficiency ratio can be calculated by the parking distance and the parking time. The parking time efficiency ratio = parking distance / parking time. The relationship between the parking time efficiency ratio and the first preset parking time efficiency ratio can be used to determine whether the parking time efficiency ratio under the current automatic parking planning path meets the requirements. If it does not meet the requirements, the automatic parking planning path is updated again, that is, a parking path is replaced until the parking time efficiency ratio meets the requirements, and automatic parking is performed. When the distance is fixed, the automatic parking planning path with less time can be selected to reduce the parking time. Or when the parking time is fixed, the automatic parking planning path with shorter parking time can be selected to reduce the parking distance. This application can eliminate inefficient automatic parking planning paths through the parking time efficiency ratio to improve the efficiency of automatic parking.

[0008] It should be noted that the present application does not require the selection of the parking method with the highest parking time efficiency ratio from multiple automatic parking schemes, but only focuses on ensuring that the parking time efficiency ratio of the currently selected automatic parking planning path meets the requirements. This can reduce the time spent on comparing multiple schemes and further improve the parking time efficiency ratio.

[0009] It should be noted that, in some cases, all parking routes of the current parking space cannot meet the parking time requirements. At this time, you can give up parking and change to other parking spaces.

[0010] In some embodiments, obtaining the parking time efficiency ratio under the current automatic parking planning path according to the parking distance and parking time under the current automatic parking planning path further includes:

[0011] Obtain the longitudinal travel distance of the vehicle under the current automatic parking planning path;

[0012] If the difference between the longitudinal travel distance length of the vehicle and the body length is less than the first preset difference, parking in the current parking space is abandoned.

[0013] By obtaining the longitudinal distance length of the vehicle under the current automatic parking planning path; if the difference between the longitudinal distance length of the vehicle and the body length is less than a first preset difference, parking in the current parking space is abandoned. In some extreme cases, for example, when the distance in front of the parking space for the body to travel longitudinally is extremely narrow, multiple small path adjustments are required to maneuver back and forth to enter the parking space, or when it takes a very long time and the vehicle may not be able to enter the parking space, the automatic parking can be abandoned in time and a new parking space can be switched, thereby improving the automatic parking experience.

[0014] It should be noted that the first preset difference is usually 0.7 to 1 m. The parking space is narrow and the adjustment space is small, which affects the parking efficiency and the experience.

[0015] In some embodiments, obtaining the parking time efficiency ratio under the current automatic parking planning path according to the parking distance and parking time under the current automatic parking planning path further includes:

[0016] Obtain the longitudinal distance that the vehicle can travel under the current automatic parking planning path;

[0017] If the difference between the longitudinal travel distance of the vehicle and the vehicle body length is greater than or equal to the first preset difference and less than the second preset difference, obtaining the fixed obstacle situation in the parking space;

[0018] If there is a fixed obstacle in the parking space, the current parking space will be abandoned;

[0019] The second preset difference is greater than the first preset difference.

[0020] In some parking spaces that are relatively less crowded, the number of times the vehicle needs to be maneuvered into the parking space will be relatively less. However, at this time, it is necessary to pay attention to whether there are fixed obstacles in the parking space, such as raised piles and pillars that hinder the vehicle's travel. If these fixed obstacles exist, even if the difference between the length of the entire vehicle's longitudinal travel and the length of the vehicle body meets the minimum requirement, the existence of these immovable obstacles will still cause the obstacles to divide the driving space into irregular actual driving spaces, resulting in the need for repeated maneuvers into the parking space, or even the inability to enter the parking space. At this time, by giving up the parking space under such conditions and changing to other parking spaces in time, you can actually improve parking efficiency and enhance user experience.

[0021] In some embodiments, obtaining the parking time efficiency ratio under the current automatic parking planning path according to the parking distance and parking time under the current automatic parking planning path further includes:

[0022] Get the distance between the current parking space and surrounding parking spaces and the number of round trips of the current automatic parking planning path;

[0023] If the ratio of the distance to the number of round trips is less than a threshold, parking in the current parking space is abandoned.

[0024] In some parking spaces, the distance between the parking space and the surrounding parking spaces is relatively small, and the longitudinal driving distance of the vehicle is relatively narrow. When a vehicle traveling laterally wants to park in the longitudinal narrow parking space, it needs to repeatedly maneuver the parking space, which affects the parking efficiency. Therefore, by pre-obtaining the distance between the current parking space and the surrounding parking spaces and the number of round trips of the current automatic parking planning path, if the ratio of the distance to the number of round trips is less than the threshold, parking in the current parking space is abandoned. This can eliminate such parking spaces with low parking efficiency and select other parking spaces for automatic parking to improve parking efficiency.

[0025] In some embodiments, obtaining the parking time efficiency ratio under the current automatic parking planning path according to the parking distance and parking time under the current automatic parking planning path includes:

[0026] According to the system response time, acceleration time, cruising time and deceleration time under the current automatic parking planning path, the total parking time under the current automatic parking planning path is obtained;

[0027] According to the total parking distance and total parking time under the current automatic parking planning path, the parking time efficiency ratio under the current automatic parking planning path is obtained.

[0028] The total parking time t of the target driving distance section consists of four parts: the time from issuing the command to the drive system responding t1, the time t2 for the drive system to reach the target speed, the vehicle cruising time t4, and the vehicle deceleration time t3 when approaching the target distance. t=t1+t2+t3+t4.

[0029] In some embodiments, the total parking time under the current automatic parking planning path is obtained according to the system response time, acceleration time, cruising time and deceleration time under the current automatic parking planning path:

[0030] The cruising time is t4, the total parking distance is S, the cruising speed is V3, the maximum speed during deceleration is V2, the maximum deceleration during deceleration is a2, the maximum speed during acceleration is V1, and the maximum acceleration during acceleration is a1, satisfying: t4 = (S-V1 2 / (2*a1)-V2 2 / (2*a2)) / V3.

[0031] Drive system response time t1: It consists of three parts: network communication time + system software operation + system startup time. After the overall architecture solution is frozen, t1 is basically fixed for different models. For example, for a certain SUV model, t1 is about 100ms.

[0032] Reaching the target speed t2: This time is determined by the maximum speed V1 and the maximum acceleration a1 that the vehicle can allow, t2 = V1 / a1. Considering the comfort of the automatic parking process, the maximum acceleration a1 cannot be too large and is generally fixed in a small range. Therefore, it can be set to a fixed value by default. Taking a certain SUV model as an example, a1 is about 0.1m / s 2 . Therefore t2≈V1 / 0.1.

[0033] Vehicle deceleration time t3: This time is determined by the maximum vehicle speed V2 and the maximum allowable deceleration speed a2 of the vehicle, t3 = V2 / a2. Considering the comfort of the automatic parking process, the maximum acceleration a2 cannot be too large and is generally fixed in a small range. Therefore, it can be set to a fixed value by default. Taking a certain SUV model as an example, a2 is about 0.15m / s 2 . Therefore t3≈V2 / 0.15.

[0034] Total target distance S-starting distance S2-braking distance S4=cruising distance S3, t4=S3 / V3=t4=[S-V1 2 / (2*a1)-V2 2 / (2*a2)] / V3≈(S-V1 2 / 0.1-V 2 / 0.15) / V3.

[0035] The total driving time of this section is t = t1 + t2 + t3 + t4. Taking a certain SUV as an example, t≈0.1+V1 / 0.1+(S-V1 2 / 0.1-V2 2 / 0.150) / V+V2 / 0.15.

[0036] In some embodiments, judging whether to re-update the automatic parking planning path according to the relationship between the parking time efficiency ratio under the current automatic parking planning path and the first preset parking time efficiency ratio includes:

[0037] If the parking time efficiency ratio under the current automatic parking planning path is less than the first preset parking time efficiency ratio, the automatic parking planning path is updated again.

[0038] By re-updating the automatic parking planning path, parking paths whose parking time efficiency ratio under the current automatic parking planning path is less than the first preset parking time efficiency ratio can be eliminated, thereby improving parking efficiency.

[0039] In some embodiments, the first preset parking time efficiency ratio is μ0, 0.75≤μ0≤0.9. When parking in a narrow parking space, the vehicle does need a smaller path to move back and forth to ensure that the vehicle can be parked smoothly in the parking space. The first preset parking time efficiency ratio is within this range, which can take into account the higher automatic parking time efficiency of the vehicle and can also meet the requirements of successfully parking the vehicle in a narrow parking space with a vehicle length of L+0.7m.

[0040] In some embodiments, in the method of determining whether to re-update the automatic parking planning path according to the relationship between the parking time efficiency ratio under the current automatic parking planning path and the first preset parking time efficiency ratio, the method of updating the automatic parking planning path includes adjusting the heading angle of the vehicle. When re-updating the automatic parking planning path, the heading angle of the vehicle can be adjusted to change the driving trajectory of the vehicle, for example, from the right-angled side of the rectangular area of ​​the parking path to the oblique side, which can increase the straight driving path of the vehicle, reduce the driving time, and thus improve the time efficiency ratio.

[0041] In a second aspect, the present application provides an automatic parking planning path optimization device, comprising:

[0042] an acquisition unit, configured to obtain a parking time efficiency ratio under the current automatic parking planning path according to the parking distance and parking time under the current automatic parking planning path; and

[0043] The execution unit determines whether to re-update the automatic parking planning path according to the relationship between the parking time efficiency ratio under the current automatic parking planning path and the first preset parking time efficiency ratio. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0045] Figure 1 Flow chart of an automatic parking planning path optimization method according to an embodiment of the present application.

[0046] Figure 2 Flow chart of an automatic parking planning path optimization method according to an embodiment of the present application.

[0047] Figure 3 Flow chart of an automatic parking planning path optimization method according to an embodiment of the present application.

[0048] Figure 4 Flow chart of an automatic parking planning path optimization method according to an embodiment of the present application.

[0049] Figure 5 Flow chart of an automatic parking planning path optimization method according to an embodiment of the present application.

[0050] Figure 6 Flow chart of an automatic parking planning path optimization method according to an embodiment of the present application.

[0051] Figure 7 Schematic diagram of an automatic parking planning path optimization device according to an embodiment of the present application. DETAILED DESCRIPTION

[0052] In order to make the purpose, technical solution and advantages of the present application clearer, the technical solution of the present application will be clearly and completely described below in combination with the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present application.

[0053] When planning the path for automatic parking, the intelligent driving controller will plan the vehicle's driving route according to the optimal route based on the surrounding space environment, and then send the target driving distance and maximum speed to the longitudinal control module, which will control the vehicle's driving according to the target driving distance and maximum speed. If the vehicle needs to park in a very small space, the target driving distance and maximum speed sent by the intelligent driving controller will be relatively small, the efficiency will be low, and there may even be a situation where the target parking space cannot be parked after multiple parking attempts.

[0054] Therefore, improvements on automatic parking path planning are emerging in an endless stream, such as an automatic parking path planning function optimization method, device, medium and equipment, wherein the true values ​​of the multiple automatic parking trajectories are ideal parking trajectories with the least number of turns, the shortest length and the least number of changes in trajectory bending direction obtained by parking in the multiple automatic parking scenarios. This path planning only considers the theoretical trajectory and does not consider the execution efficiency of the specific actuator. A planning method, planning device and storage medium for an automatic parking path, the method comprising: obtaining environmental perception information of the vehicle, the environmental perception information including the current position of the vehicle, the target position of the vehicle and obstacle information within a preset distance of the target position; obtaining a preset path planning template, the preset path planning template including a preset path; generating a planned path for automatic parking based on the environmental perception information and the preset path planning template. This path planning only considers the theoretical trajectory and does not consider the execution efficiency of the specific actuator.

[0055] The path planning of intelligent driving during the automatic parking process is only the optimal solution for the theoretical path. If the actual response time of execution is taken into account, the overall time efficiency of this path is not the shortest.

[0056] In view of this, the present application provides an automatic parking planning path optimization method and device to solve the problem that existing vehicles frequently and repeatedly park in the parking lot, which is inefficient and may even fail to park in the target parking space after multiple parking attempts.

[0057] First, as Figure 1 As shown, the present application provides an automatic parking planning path optimization method, comprising the following steps:

[0058] S100, obtaining a parking time efficiency ratio under the current automatic parking planning path according to the parking distance and parking time under the current automatic parking planning path;

[0059] S200: Determine whether to re-update the automatic parking planning path according to a relationship between the parking time efficiency ratio under the current automatic parking planning path and a first preset parking time efficiency ratio.

[0060] In this application, the parking time efficiency ratio under the current automatic parking planning path is obtained according to the parking distance and parking time under the current automatic parking planning path; according to the relationship between the parking time efficiency ratio under the current automatic parking planning path and the first preset parking time efficiency ratio, it is determined whether to re-update the automatic parking planning path. The parking time efficiency ratio can be calculated by the parking distance and the parking time. The parking time efficiency ratio = parking distance / parking time. The relationship between the parking time efficiency ratio and the first preset parking time efficiency ratio can be used to determine whether the parking time efficiency ratio under the current automatic parking planning path meets the requirements. If it does not meet the requirements, the automatic parking planning path is updated again, that is, a parking path is replaced until the parking time efficiency ratio meets the requirements, and automatic parking is performed. When the distance is fixed, the automatic parking planning path with less time can be selected to reduce the parking time. Or when the parking time is fixed, the automatic parking planning path with shorter parking time can be selected to reduce the parking distance. This application can eliminate inefficient automatic parking planning paths through the parking time efficiency ratio to improve the efficiency of automatic parking.

[0061] It should be noted that the present application does not require the selection of the parking method with the highest parking time efficiency ratio from multiple automatic parking schemes, but only focuses on ensuring that the parking time efficiency ratio of the currently selected automatic parking planning path meets the requirements. This can reduce the time spent on comparing multiple schemes and further improve the parking time efficiency ratio.

[0062] It should be noted that, in some cases, all parking routes of the current parking space cannot meet the parking time requirements. At this time, you can give up parking and change to other parking spaces.

[0063] In combination with the first aspect, in some embodiments provided in the present application, such as Figure 2 As shown, the method of obtaining the parking time efficiency ratio under the current automatic parking planning path according to the parking distance and parking time under the current automatic parking planning path also includes:

[0064] S001. Obtaining the longitudinal travel distance of the vehicle under the current automatic parking planning path;

[0065] S002. If the difference between the longitudinal travel distance of the vehicle and the body length is less than a first preset difference, parking in the current parking space is abandoned.

[0066] By obtaining the longitudinal distance length of the vehicle under the current automatic parking planning path; if the difference between the longitudinal distance length of the vehicle and the body length is less than a first preset difference, parking in the current parking space is abandoned. In some extreme cases, for example, when the distance in front of the parking space for the body to travel longitudinally is extremely narrow, multiple small path adjustments are required to maneuver back and forth to enter the parking space, or when it takes a very long time and the vehicle may not be able to enter the parking space, the automatic parking can be abandoned in time and a new parking space can be switched, thereby improving the automatic parking experience.

[0067] It should be noted that the first preset difference is usually 0.7 to 1 m. The parking space is narrow and the adjustment space is small, which affects the parking efficiency and the experience.

[0068] It should be noted that if the difference between the longitudinal travel distance length of the vehicle and the body length is greater than or equal to the first preset difference, the automatic parking planning path optimization steps S100 and S200 are executed.

[0069] In combination with the first aspect, in some embodiments provided in the present application, such as Figure 3 As shown, the method of obtaining the parking time efficiency ratio under the current automatic parking planning path according to the parking distance and parking time under the current automatic parking planning path also includes:

[0070] S003, obtaining the longitudinal travel distance of the vehicle under the current automatic parking planning path;

[0071] S004. If the difference between the longitudinal travel distance of the vehicle and the vehicle body length is greater than or equal to the first preset difference and less than the second preset difference, obtain the fixed obstacle situation in the parking space;

[0072] S005. If there is a fixed obstacle in the parking space, abandon parking in the current parking space;

[0073] The second preset difference is greater than the first preset difference.

[0074] In some parking spaces that are not so crowded, the number of parking spaces will be relatively small. However, it is necessary to pay attention to whether there are fixed obstacles in the parking space, such as raised piles and pillars that hinder the vehicle's travel. If these fixed obstacles exist, even if the difference between the length of the entire vehicle's longitudinal travel and the length of the vehicle body meets the minimum requirement, the obstacles will still divide the travel space into irregular actual travel spaces due to the existence of these immovable obstacles, resulting in the need for repeated parking spaces, or even the inability to enter the parking space. At this time, by abandoning the parking space under this condition and changing to other parking spaces in time, it can improve parking efficiency and user experience. The second preset difference can be 0.7 to 1m, which is greater than the first preset difference, which can be 1 to 1.2m.

[0075] It should be noted that if there are no fixed obstacles in the parking space, or if there are obstacles that can be cleared manually, the obstacles can be removed and then the automatic parking planning path optimization steps S100 and S200 can be performed.

[0076] In combination with the first aspect, in some embodiments provided in the present application, such as Figure 4As shown, the method of obtaining the parking time efficiency ratio under the current automatic parking planning path according to the parking distance and parking time under the current automatic parking planning path also includes:

[0077] S006. Obtain the distance between the current parking space and surrounding parking spaces and the number of round trips of the current automatic parking planning path;

[0078] S007: If the ratio of the distance to the number of round trips is less than a threshold, parking in the current parking space is abandoned.

[0079] In some parking spaces, the distance between the parking space and the surrounding parking spaces is relatively small, and the longitudinal driving distance of the vehicle is relatively narrow. When a vehicle traveling horizontally wants to park in a longitudinal narrow parking space, it needs to repeatedly maneuver the parking space, which affects the parking efficiency. Therefore, by pre-obtaining the distance between the current parking space and the surrounding parking spaces and the number of round trips of the current automatic parking planning path, if the ratio of the distance to the number of round trips is less than the threshold, the current parking space is abandoned. This type of parking space with low parking efficiency can be eliminated, and other parking spaces can be selected for automatic parking to improve parking efficiency. The threshold of the ratio can be 0.2 to 0.4 m / time.

[0080] It should be noted that if the ratio of the distance to the number of round trips is greater than or equal to the threshold, the automatic parking planning path optimization steps S100 and S200 are executed.

[0081] In combination with the first aspect, in some embodiments provided in the present application, such as Figure 5 As shown, the method of obtaining the parking time efficiency ratio under the current automatic parking planning path according to the parking distance and parking time under the current automatic parking planning path includes:

[0082] S101, obtaining a total parking time under the current automatic parking planning path according to a system response time, an acceleration time, a cruising time, and a deceleration time under the current automatic parking planning path;

[0083] S102: Obtain a parking time efficiency ratio under the current automatic parking planning path according to the total parking distance and the total parking time under the current automatic parking planning path.

[0084] The total parking time t of the target driving distance section consists of four parts: the time from issuing the command to the drive system responding t1, the time t2 for the drive system to reach the target speed, the vehicle cruising time t4, and the vehicle deceleration time t3 when approaching the target distance. t=t1+t2+t3+t4.

[0085] In combination with the first aspect, in some embodiments provided in the present application, the total parking time under the current automatic parking planning path is obtained according to the system response time, acceleration time, cruising time and deceleration time under the current automatic parking planning path:

[0086] The cruising time is t4, the total parking distance is S, the cruising speed is V3, the maximum speed during deceleration is V2, the maximum deceleration during deceleration is a2, the maximum speed during acceleration is V1, and the maximum acceleration during acceleration is a1, satisfying: t4 = (S-V1 2 / (2*a1)-V2 2 / (2*a2)) / V3.

[0087] Drive system response time t1: It consists of three parts: network communication time + system software operation + system startup time. After the overall architecture solution is frozen, t1 is basically fixed for different models. For example, for a certain SUV model, t1 is about 100ms.

[0088] Reaching the target speed t2: This time is determined by the maximum speed V1 and the maximum acceleration a1 that the vehicle can allow, t2 = V1 / a1. Considering the comfort of the automatic parking process, the maximum acceleration a1 cannot be too large and is generally fixed in a small range. Therefore, it can be set to a fixed value by default. Taking a certain SUV model as an example, a1 is about 0.1m / s 2 . Therefore t2≈V1 / 0.1.

[0089] Vehicle deceleration time t3: This time is determined by the maximum vehicle speed V2 and the maximum allowable deceleration speed a2 of the vehicle, t3 = V2 / a2. Considering the comfort of the automatic parking process, the maximum acceleration a2 cannot be too large and is generally fixed in a small range. Therefore, it can be set to a fixed value by default. Taking a certain SUV model as an example, a2 is about 0.15m / s 2 . Therefore t3≈V2 / 0.15.

[0090] Total target distance S-starting distance S2-braking distance S4=cruising distance S3, t4=S3 / V3=t4=[S-V1 2 / (2*a1)-V2 2 / (2*a2)] / V3≈(S-V1 2 / 0.1-V 2 / 0.15) / V3.

[0091] The total driving time of this section is t = t1 + t2 + t3 + t4. Taking a certain SUV as an example, t≈0.1+V1 / 0.1+(S-V1 2 / 0.1-V2 2 / 0.15) / V+V2 / 0.15.

[0092] In combination with the first aspect, in some embodiments provided in the present application, such as Figure 6 As shown, judging whether to re-update the automatic parking planning path according to the relationship between the parking time efficiency ratio under the current automatic parking planning path and the first preset parking time efficiency ratio includes:

[0093] S201: If the parking time efficiency ratio under the current automatic parking planning path is less than a first preset parking time efficiency ratio, re-update the automatic parking planning path.

[0094] By re-updating the automatic parking planning path, parking paths whose parking time efficiency ratio under the current automatic parking planning path is less than the first preset parking time efficiency ratio can be eliminated, thereby improving parking efficiency.

[0095] In combination with the first aspect, in some embodiments provided in the present application, the first preset parking time efficiency ratio is μ0, 0.75≤μ0≤0.9. When parking in a narrow parking space, the vehicle does need a smaller path to move back and forth to ensure that the vehicle can be parked smoothly in the parking space. The first preset parking time efficiency ratio is within this range, which can take into account the higher automatic parking time efficiency of the vehicle and can also meet the requirements of successfully parking the vehicle in a narrow parking space with a vehicle length of L+0.7m.

[0096] In conjunction with the first aspect, in some embodiments provided by the present application, in the method of determining whether to re-update the automatic parking planning path according to the relationship between the parking time efficiency ratio under the current automatic parking planning path and the first preset parking time efficiency ratio, the method of updating the automatic parking planning path includes adjusting the heading angle of the vehicle. When re-updating the automatic parking planning path, the heading angle of the vehicle can be adjusted to change the driving trajectory of the vehicle, for example, from the right-angled side of the rectangular area of ​​the parking path to the oblique side, which can increase the straight-line driving path of the vehicle, reduce the driving time, and thus improve the time efficiency ratio.

[0097] Second, as Figure 7 As shown, the present application provides an automatic parking planning path optimization device, comprising:

[0098] an acquisition unit, configured to obtain a parking time efficiency ratio under the current automatic parking planning path according to the parking distance and parking time under the current automatic parking planning path; and

[0099] The execution unit determines whether to re-update the automatic parking planning path according to the relationship between the parking time efficiency ratio under the current automatic parking planning path and the first preset parking time efficiency ratio.

[0100] According to the parking distance and parking time under the current automatic parking planning path, the parking time efficiency ratio under the current automatic parking planning path is obtained; according to the relationship between the parking time efficiency ratio under the current automatic parking planning path and the first preset parking time efficiency ratio, it is determined whether to re-update the automatic parking planning path. The parking time efficiency ratio can be calculated by the parking distance and the parking time. The parking time efficiency ratio = parking distance / parking time. The relationship between the parking time efficiency ratio and the first preset parking time efficiency ratio can be used to determine whether the parking time efficiency ratio under the current automatic parking planning path meets the requirements. If it does not meet the requirements, the automatic parking planning path is updated again, that is, a parking path is replaced until the parking time efficiency ratio meets the requirements, and automatic parking is performed. When the distance is fixed, the automatic parking planning path with less time can be selected to reduce the parking time. Or when the parking time is fixed, the automatic parking planning path with shorter parking time can be selected to reduce the parking distance. This application can eliminate inefficient automatic parking planning paths through the parking time efficiency ratio to improve the efficiency of automatic parking.

[0101] In summary, in this application, the parking time efficiency ratio under the current automatic parking planning path is obtained according to the parking distance and parking time under the current automatic parking planning path; according to the relationship between the parking time efficiency ratio under the current automatic parking planning path and the first preset parking time efficiency ratio, it is determined whether to re-update the automatic parking planning path. The parking time efficiency ratio can be calculated by the parking distance and the parking time. The parking time efficiency ratio = parking distance / parking time. The relationship between the parking time efficiency ratio and the first preset parking time efficiency ratio can be used to determine whether the parking time efficiency ratio under the current automatic parking planning path meets the requirements. If it does not meet the requirements, the automatic parking planning path is updated again, that is, a parking path is replaced until the parking time efficiency ratio meets the requirements, and automatic parking is performed. When the distance is certain, the automatic parking planning path with less time can be selected to reduce the parking time. Or when the parking time is fixed, the automatic parking planning path with shorter parking time can be selected to reduce the parking distance. This application can eliminate inefficient automatic parking planning paths through the parking time efficiency ratio to improve the efficiency of automatic parking.

[0102] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, device, product or equipment that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or equipment. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to be different types.

[0103] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0104] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0105] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0106] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0107] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. An automatic parking planning path optimization method, characterized in that: The following steps are involved: According to the parking distance and parking time under the current automatic parking planning path, the parking time efficiency ratio under the current automatic parking planning path is obtained; According to the relationship between the parking time efficiency ratio under the current automatic parking planning path and the first preset parking time efficiency ratio, it is determined whether to re-update the automatic parking planning path.

2. The automatic parking planning path optimization method according to claim 1, characterized in that: The method of obtaining the parking time efficiency ratio under the current automatic parking planning path according to the parking distance and the parking time under the current automatic parking planning path also includes: Obtain the longitudinal travel distance of the vehicle under the current automatic parking planning path; If the difference between the longitudinal travel distance length of the vehicle and the body length is less than the first preset difference, parking in the current parking space is abandoned.

3. The automatic parking planning path optimization method according to claim 1, characterized in that: The method of obtaining the parking time efficiency ratio under the current automatic parking planning path according to the parking distance and the parking time under the current automatic parking planning path also includes: Obtain the longitudinal distance that the vehicle can travel under the current automatic parking planning path; If the difference between the longitudinal travel distance of the vehicle and the vehicle body length is greater than or equal to the first preset difference and less than the second preset difference, obtaining the fixed obstacle situation in the parking space; If there is a fixed obstacle in the parking space, the current parking space will be abandoned; The second preset difference is greater than the first preset difference.

4. The automatic parking planning path optimization method according to claim 1, characterized in that: The method of obtaining the parking time efficiency ratio under the current automatic parking planning path according to the parking distance and the parking time under the current automatic parking planning path also includes: The distance between the current parking space and the surrounding parking spaces and the number of round trips of the current automatic parking planning path are obtained; if the ratio of the distance to the number of round trips is less than a threshold, parking in the current parking space is abandoned.

5. The automatic parking planning path optimization method according to claim 1, characterized in that: The obtaining of the parking time efficiency ratio under the current automatic parking planning path according to the parking distance and parking time under the current automatic parking planning path includes: According to the system response time, acceleration time, cruising time and deceleration time under the current automatic parking planning path, the total parking time under the current automatic parking planning path is obtained; According to the total parking distance and total parking time under the current automatic parking planning path, the parking time efficiency ratio under the current automatic parking planning path is obtained.

6. The automatic parking planning path optimization method according to claim 5, characterized in that: According to the system response time, acceleration time, cruising time and deceleration time under the current automatic parking planning path, the total parking time under the current automatic parking planning path is obtained: The cruising time is t4, the total parking distance is S, the cruising speed is V3, the maximum speed during deceleration is V2, the maximum deceleration during deceleration is a2, the maximum speed during acceleration is V1, and the maximum acceleration during acceleration is a1, satisfying: t4 = [S-V1 2 / (2*a1)-V2 2 / (2*a2)] / V3.

7. The automatic parking planning path optimization method according to claim 1, characterized in that: The determining whether to re-update the automatic parking planning path according to the relationship between the parking time efficiency ratio under the current automatic parking planning path and the first preset parking time efficiency ratio comprises: If the parking time efficiency ratio under the current automatic parking planning path is less than the first preset parking time efficiency ratio, the automatic parking planning path is updated again.

8. The automatic parking planning path optimization method according to claim 1, characterized in that: The first preset parking time efficiency ratio is μ0, 0.75≤μ0≤0.

9.

9. The automatic parking planning path optimization method according to claim 1, characterized in that: In the method of determining whether to re-update the automatic parking planning path based on a relationship between the parking time efficiency ratio under the current automatic parking planning path and the first preset parking time efficiency ratio, the method of updating the automatic parking planning path includes adjusting the heading angle of the vehicle.

10. An automatic parking planning path optimization device, characterized in that: include: An acquisition unit, configured to obtain a parking time efficiency ratio under the current automatic parking planning path according to the parking distance and parking time under the current automatic parking planning path; as well as The execution unit determines whether to re-update the automatic parking planning path according to the relationship between the parking time efficiency ratio under the current automatic parking planning path and the first preset parking time efficiency ratio.

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