An automatic parking planning path optimization method and device

Abstract

The application discloses an automatic parking planning path optimization method and device, and relates to the technical field of automobiles, and comprises the following steps: obtaining a parking timeliness ratio of a current automatic parking planning path according to a parking distance and a parking time of the current automatic parking planning path; and judging whether to update the automatic parking planning path again according to a relationship between the parking timeliness ratio of the current automatic parking planning path and a first preset parking timeliness ratio. In the case that the distance is certain, the automatic parking planning path with less time can be selected, and the parking time is reduced. Or in the case that the parking time is fixed, the automatic parking planning path with shorter parking time can be selected, and the parking distance is reduced. The application can eliminate the automatic parking planning path with low efficiency through the parking timeliness ratio, and improve the automatic parking efficiency.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobiles, in particular to an automatic parking planning path optimization method and device. BACKGROUND

[0002] In the path planning of automatic parking of intelligent driving, the vehicle driving route is planned according to the surrounding space environment according to the optimal route, and then the target driving distance and the maximum vehicle speed are sent to the longitudinal control module. The longitudinal control module will control the vehicle driving according to the target driving distance and the maximum vehicle speed. If parking in a very small space, the vehicle needs to be parked frequently and multiple times, which is low in efficiency, and even multiple times of rubbing the garage may still not be able to stop at the target parking space. SUMMARY

[0003] The present application provides an automatic parking planning path optimization method and device to solve the problem that the existing vehicle frequently and multiple times rubs the garage for parking, which is low in efficiency, and even multiple times of rubbing the garage may still not be able to stop at the target parking space.

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

[0005] According to the parking distance and the 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 judged whether to update the automatic parking planning path.

[0007] In the present application, the parking time efficiency ratio under the current automatic parking planning path is obtained according to the parking distance and the 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 judged whether to update the automatic parking planning path. The parking time efficiency ratio can be calculated by the parking distance and the parking time, and the relationship between the parking time efficiency ratio and the first preset parking time efficiency ratio can be obtained. 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, that is, a parking path is replaced, until the parking time efficiency ratio meets the requirements, and the automatic parking is performed. In the case of a certain distance, the automatic parking planning path with less time is selected to reduce the parking time. Or in the case of fixed parking time, the automatic parking planning path with shorter parking time is selected to reduce the parking distance. The present application can eliminate the automatic parking planning path with low efficiency through the parking time efficiency ratio, and improve the efficiency of automatic parking.

[0008] It should be noted that the application does not require selecting the parking mode with the maximum parking time efficiency ratio among multiple automatic parking schemes, but only focuses on whether the parking time efficiency ratio of the currently selected automatic parking planning path meets the requirements, which can reduce the time consumption of multiple scheme comparison and further improve the parking time efficiency ratio.

[0009] It should be noted that in individual cases, all parking routes of the current parking space cannot meet the requirements of the parking time efficiency, at which time the parking can be abandoned and other parking spaces can be replaced.

[0010] In some embodiments, the parking time efficiency ratio of the current automatic parking planning path is obtained according to the parking distance and the parking time under the current automatic parking planning path, and the method further comprises:

[0011] Obtaining the length of the vehicle longitudinal driving path under the current automatic parking planning path;

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

[0013] By obtaining the length of the vehicle longitudinal driving path under the current automatic parking planning path, if the difference between the length of the vehicle longitudinal driving path and the length of the vehicle body is less than the first preset difference, the parking of the current parking space is abandoned, which can make it possible to abandon the current automatic parking and replace a new parking space in some extreme cases, such as the case where the distance available for the vehicle body to drive longitudinally in front of the parking position is extremely narrow, and the vehicle needs to be adjusted multiple times to enter the garage, or the time consumption is very long and the vehicle may not be able to enter the garage, thereby improving the automatic parking experience.

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

[0015] In some embodiments, the parking time efficiency ratio of the current automatic parking planning path is obtained according to the parking distance and the parking time under the current automatic parking planning path, and the method further comprises:

[0016] Obtaining the length of the vehicle longitudinal driving path under the current automatic parking planning path;

[0017] If the difference between the length of the vehicle longitudinal driving path and the length of the vehicle body is greater than or less than the first preset difference and less than the second preset difference, the fixed obstacle situation in the driving space of the parking is obtained.

[0018] If there is a fixed obstacle in the driving space of the parking, the parking of the current parking space is abandoned.

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

[0020] In less congested parking spaces, fewer maneuvers are needed. However, it's crucial to be aware of fixed obstacles within the parking area, such as protruding posts or pillars, that obstruct vehicle movement. Even if the difference between the vehicle's longitudinal travel distance and its length meets the minimum requirement, these immovable obstacles can still divide the space into irregular sections, leading to repeated maneuvers or even complete parking difficulties. In such cases, abandoning the parking space and promptly seeking another can improve parking efficiency and enhance the user experience.

[0021] In some embodiments, the step of obtaining the parking efficiency ratio under the current automatic parking planning path based on 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 the surrounding parking spaces, as well as the number of round trips for the current automatic parking planned path;

[0023] If the ratio of distance to number of round trips is less than a threshold, then 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, while the longitudinal driving distance of vehicles is relatively narrow. When vehicles traveling laterally want to park in the narrow longitudinal parking spaces, they need to repeatedly maneuver around the space, which affects parking efficiency. Therefore, by pre-measuring the distance between the current parking space and the surrounding parking spaces, as well as the number of round trips of the current automatic parking planned path, if the ratio of distance to round trips is less than a 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, thereby improving parking efficiency.

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

[0026] Based on 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] Based on the total parking distance and total parking time under the current automatic parking planning path, the parking efficiency ratio under the current automatic parking planning path is obtained.

[0028] The total parking time t for the target driving distance segment consists of four parts: t1 from issuing the command to the drive system response, t2 the time for the drive system to reach the target speed, t4 the vehicle cruising time, and t3 the vehicle deceleration time 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 based on 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. The following conditions must be met: t4 = (S - V1) 2 / (2*a1)-V2 2 / (2*a2)) / V3.

[0031] The drive system response time t1 consists of three parts: network communication time, system software computation time, and system startup time. T1 is basically fixed for different vehicle models after the overall architecture is finalized. Taking a certain SUV model as an example, t1 is approximately 100ms.

[0032] Reaching the target speed t2: This time is determined by the maximum vehicle speed V1 and the vehicle's maximum allowable acceleration a1, t2 = V1 / a1. Considering the comfort of the automatic parking process, the maximum acceleration a1 cannot be too large, and is generally fixed within a small range, so it can be assumed to be a constant value. Taking a certain SUV model as an example, a1 is approximately 0.1 m / s². 2 Therefore, t2≈V1 / 0.1.

[0033] Vehicle deceleration time t3: This time is determined by the maximum vehicle speed V2 and the maximum permissible deceleration speed a2, t3 = V2 / a2. Considering the comfort of the automatic parking process, the maximum acceleration a2 cannot be too large, and is generally fixed within a small range, so it can be assumed to be a constant value. Taking a certain SUV model as an example, a2 is approximately 0.15 m / s². 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 travel time for this section of road 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, determining whether to update the automatic parking planning path based on the relationship between the parking efficiency ratio under the current automatic parking planning path and the first preset parking efficiency ratio includes:

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

[0038] By updating the automatic parking planning path, parking paths with a parking efficiency ratio lower than the first preset parking efficiency ratio can be eliminated, thereby improving parking efficiency.

[0039] In some embodiments, the first preset parking time efficiency ratio is μ0, where 0.75 ≤ μ0 ≤ 0.9. When parking in narrow spaces, the vehicle does need to maneuver back and forth along a shorter path to ensure it can be parked smoothly. The first preset parking time efficiency ratio is within this range, which can simultaneously ensure high automatic parking efficiency while also allowing the vehicle to successfully park in a narrow space with a length of L + 0.7m.

[0040] In some embodiments, the method for determining whether to update the automatic parking planning path based on the relationship between the parking efficiency ratio under the current automatic parking planning path and the first preset parking efficiency ratio includes adjusting the vehicle's heading angle. When updating the automatic parking planning path, adjusting the vehicle's heading angle can change the vehicle's trajectory, for example, by turning from the right-angled side of the parking path rectangle to the hypotenuse, which can increase the vehicle's straight-line travel distance, reduce travel time, and thus improve the efficiency ratio.

[0041] Secondly, this application provides an automatic parking path planning and optimization device, comprising:

[0042] The acquisition unit is used to obtain the parking efficiency ratio under the current automatic parking planning path based on the parking distance and parking time under the current automatic parking planning path; and

[0043] The execution unit determines whether to update the automatic parking planning path based on the relationship between the parking efficiency ratio under the current automatic parking planning path and the first preset parking efficiency ratio. Attached Figure Description

[0044] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1 This is a flowchart of an automatic parking path planning optimization method according to an embodiment of this application.

[0046] Figure 2 This is a flowchart of an automatic parking path planning optimization method according to an embodiment of this application.

[0047] Figure 3 This is a flowchart of an automatic parking path planning optimization method according to an embodiment of this application.

[0048] Figure 4 This is a flowchart of an automatic parking path planning optimization method according to an embodiment of this application.

[0049] Figure 5 This is a flowchart of an automatic parking path planning optimization method according to an embodiment of this application.

[0050] Figure 6 This is a flowchart of an automatic parking path planning optimization method according to an embodiment of this application.

[0051] Figure 7 This is a schematic diagram of an automatic parking path planning and optimization device according to an embodiment of this application. Detailed Implementation

[0052] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below in conjunction with the embodiments of this application. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0053] When planning the path for automatic parking, intelligent driving systems calculate the optimal route based on the surrounding environment and then send the target distance and maximum speed to the longitudinal control module. The longitudinal control module then controls the vehicle's movement based on these parameters. However, when parking in extremely confined spaces, requiring frequent maneuvers to find the parking spot, the target distance and maximum speed sent by the intelligent driving controller will be relatively small, resulting in lower efficiency and potentially failing to park at the desired space even after multiple attempts.

[0054] Therefore, numerous improvements have emerged in automatic parking path planning. For example, there is an automatic parking path planning function optimization method, device, medium, and equipment. The true values ​​of the multiple automatic parking trajectories are the ideal parking trajectories obtained by parking in the multiple automatic parking scenarios with the fewest backtracking times, the shortest length, and the fewest changes in trajectory curvature direction. This path planning only considers the theoretical trajectory and does not consider the execution efficiency of the specific actuator. An automatic parking path planning method, planning device, and storage medium are also provided. The method includes: acquiring environmental perception information of the vehicle, including the vehicle's current position, the vehicle's target position, and obstacle information within a preset distance of the target position; acquiring a preset path planning template, including a preset path; and generating an automatic parking planning path 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 used by intelligent driving systems during automatic parking is only the optimal solution of the theoretical path. If the actual response time is taken into account, the total time of this path is not the shortest.

[0056] In view of this, this application provides an automatic parking planning path optimization method and device to solve the problem that existing vehicles frequently and repeatedly try to park in the parking space, resulting in low efficiency, and even situations where multiple attempts to park in the parking space still fail to reach the target parking space.

[0057] Firstly, such as Figure 1 As shown, this application provides an automatic parking path planning optimization method, including the following steps:

[0058] S100. Based on the parking distance and parking time under the current automatic parking planning path, obtain the parking efficiency ratio under the current automatic parking planning path;

[0059] S200: Based on the relationship between the parking efficiency ratio under the current automatic parking planning path and the first preset parking efficiency ratio, determine whether to update the automatic parking planning path.

[0060] This application calculates the parking efficiency ratio of the current automatic parking planning path based on the parking distance and parking time. It then determines whether to update the automatic parking planning path based on the relationship between the current parking efficiency ratio and a first preset parking efficiency ratio. The parking efficiency ratio can be calculated using parking distance and parking time: Parking efficiency ratio = Parking distance / Parking time. The relationship between the parking efficiency ratio and the first preset parking efficiency ratio indicates whether the parking efficiency ratio of the current automatic parking planning path meets the requirements. If it does not meet the requirements, the automatic parking planning path is updated, i.e., a different parking path is chosen, until the parking efficiency ratio meets the requirements, at which point automatic parking is performed. This allows for the selection of the automatic parking planning path with shorter parking time when the distance is fixed, thus reducing parking time. Alternatively, it allows for the selection of the automatic parking planning path with shorter parking time when the parking time is fixed, thus reducing parking distance. This application can eliminate inefficient automatic parking planning paths based on the parking efficiency ratio, thereby improving automatic parking efficiency.

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

[0062] It should be noted that in some cases, all parking routes for the current parking space may not meet the parking time requirements. In such cases, you may choose to abandon the current parking and park in another space.

[0063] In conjunction with the first aspect, in some embodiments provided in this application, such as Figure 2 As shown, before obtaining the parking efficiency ratio under the current automatic parking planning path based on the parking distance and parking time under the current automatic parking planning path, the process also includes:

[0064] S001. Obtain 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 length of the vehicle body is less than the first preset difference, then the parking in the current parking space is abandoned.

[0066] By obtaining the longitudinal travel distance of the vehicle under the current automatic parking planning path; if the difference between the longitudinal travel distance and the vehicle length is less than a first preset difference, then abandoning parking in the current parking space, it can promptly abandon the automatic parking in some extreme cases, such as when the distance for longitudinal travel in front of the parking space is extremely narrow, requiring multiple small path adjustments and back-and-forth maneuvering to enter the parking space, or when it takes a very long time and there is no guarantee of entering the parking space, thereby improving the automatic parking experience.

[0067] It should be noted that the first preset difference is usually 0.7 to 1 meter. 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 of the vehicle and the length of the vehicle body is greater than or equal to the first preset difference, then the automatic parking planning path optimization steps S100 and S200 are executed.

[0069] In conjunction with the first aspect, in some embodiments provided in this application, such as Figure 3 As shown, before obtaining the parking efficiency ratio under the current automatic parking planning path based on the parking distance and parking time under the current automatic parking planning path, the process also includes:

[0070] S003. Obtain the longitudinal distance that the vehicle can travel 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 a first preset difference and less than a second preset difference, obtain the information on fixed obstacles in the parking space.

[0072] S005. If there is a fixed obstacle in the driving space where the vehicle is to be parked, then abandon parking in the current parking space.

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

[0074] In less congested parking spaces, fewer maneuvers are needed. However, it's crucial to check for fixed obstacles within the parking area, such as protruding posts or pillars. Even if the difference between the vehicle's longitudinal travel distance and its length meets the minimum requirement, these immovable obstacles can still divide the space into irregular sections, leading to repeated maneuvers or even failure to park. In such cases, abandoning the parking space and finding another can improve efficiency and enhance the user experience. The second preset difference can be 0.7–1m, and a difference greater than the first preset difference can be 1–1.2m.

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

[0076] In conjunction with the first aspect, in some embodiments provided in this application, such as Figure 4As shown, before obtaining the parking efficiency ratio under the current automatic parking planning path based on the parking distance and parking time under the current automatic parking planning path, the process also includes:

[0077] S006. Obtain the distance between the current parking space and the surrounding parking spaces, as well as the number of round trips for the current automatic parking planned path;

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

[0079] In some parking spaces where the distance between the current parking space and surrounding spaces is small, and the longitudinal driving distance for vehicles is also narrow, vehicles traveling laterally need to repeatedly maneuver to park in the narrow longitudinal spaces, affecting parking efficiency. Therefore, by pre-measuring the distance between the current parking space and surrounding parking spaces, as well as the number of round trips for the current automatic parking planned path, if the ratio of distance to round trips is less than a threshold, parking in the current parking space is abandoned. This eliminates such inefficient parking spaces and allows automatic parking in other spaces, improving overall parking efficiency. The threshold for this ratio can be 0.2–0.4 meters per trip.

[0080] It should be noted that if the ratio of distance to 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 conjunction with the first aspect, in some embodiments provided in this application, such as Figure 5 As shown, the step of obtaining the parking efficiency ratio under the current automatic parking planning path based on the parking distance and parking time under the current automatic parking planning path includes:

[0082] S101. Based on the system response time, acceleration time, cruising time, and deceleration time under the current automatic parking planning path, obtain the total parking time under the current automatic parking planning path;

[0083] S102. Based on the total parking distance and total parking time under the current automatic parking planning path, obtain the parking efficiency ratio under the current automatic parking planning path.

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

[0085] In conjunction with the first aspect, in some embodiments provided in this application, the total parking time under the current automatic parking planning path is obtained based on 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. The following conditions must be met: t4 = (S - V1) 2 / (2*a1)-V2 2 / (2*a2)) / V3.

[0087] The drive system response time t1 consists of three parts: network communication time, system software computation time, and system startup time. T1 is basically fixed for different vehicle models after the overall architecture is finalized. Taking a certain SUV model as an example, t1 is approximately 100ms.

[0088] Reaching the target speed t2: This time is determined by the maximum vehicle speed V1 and the vehicle's maximum allowable acceleration a1, t2 = V1 / a1. Considering the comfort of the automatic parking process, the maximum acceleration a1 cannot be too large, and is generally fixed within a small range, so it can be assumed to be a constant value. Taking a certain SUV model as an example, a1 is approximately 0.1 m / s². 2 Therefore, t2≈V1 / 0.1.

[0089] Vehicle deceleration time t3: This time is determined by the maximum vehicle speed V2 and the maximum permissible deceleration speed a2, t3 = V2 / a2. Considering the comfort of the automatic parking process, the maximum acceleration a2 cannot be too large, and is generally fixed within a small range, so it can be assumed to be a constant value. Taking a certain SUV model as an example, a2 is approximately 0.15 m / s². 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 travel time for this section of road 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 conjunction with the first aspect, in some embodiments provided in this application, such as Figure 6 As shown, determining whether to update the automatic parking planning path based on the relationship between the parking efficiency ratio under the current automatic parking planning path and the first preset parking efficiency ratio includes:

[0093] S201. If the parking efficiency ratio under the current automatic parking planning path is less than the first preset parking efficiency ratio, then update the automatic parking planning path again.

[0094] By updating the automatic parking planning path, parking paths with a parking efficiency ratio lower than the first preset parking efficiency ratio can be eliminated, thereby improving parking efficiency.

[0095] In conjunction with the first aspect, in some embodiments provided in this application, the first preset parking time efficiency ratio is μ0, where 0.75 ≤ μ0 ≤ 0.9. When parking in narrow spaces, the vehicle does indeed need to maneuver back and forth along a shorter path to ensure it can be parked smoothly. The first preset parking time efficiency ratio is within this range, which can simultaneously ensure high automatic parking efficiency while also allowing the vehicle to successfully park in a narrow space with a length of L + 0.7m.

[0096] In conjunction with the first aspect, in some embodiments provided in this application, the method for determining whether to update the automatic parking planning path based on the relationship between the parking efficiency ratio under the current automatic parking planning path and the first preset parking efficiency ratio includes adjusting the vehicle's heading angle. When updating the automatic parking planning path, adjusting the vehicle's heading angle can change the vehicle's trajectory, for example, by turning from the right-angled side of the rectangular area of ​​the parking path to the hypotenuse, which can increase the straight-line travel distance of the vehicle, reduce travel time, and thus improve the efficiency ratio.

[0097] Secondly, such as Figure 7 As shown, this application provides an automatic parking route planning and optimization device, comprising:

[0098] The acquisition unit is used to obtain the parking efficiency ratio under the current automatic parking planning path based on the parking distance and parking time under the current automatic parking planning path; and

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

[0100] Based on the parking distance and parking time under the current automatic parking planning path, the parking efficiency ratio under the current automatic parking planning path is obtained. The relationship between the parking efficiency ratio under the current automatic parking planning path and the first preset parking efficiency ratio determines whether to update the automatic parking planning path. The parking efficiency ratio can be calculated using parking distance and parking time: Parking efficiency ratio = Parking distance / Parking time. The relationship between the parking efficiency ratio and the first preset parking efficiency ratio indicates whether the parking 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, i.e., a different parking path is chosen, until the parking efficiency ratio meets the requirements, and then automatic parking is performed. This allows for the selection of an automatic parking planning path with less time when the distance is fixed, reducing parking time. Alternatively, when the parking time is fixed, an automatic parking planning path with shorter parking time is selected, reducing parking distance. This application can eliminate inefficient automatic parking planning paths through parking efficiency ratio, thereby improving automatic parking efficiency.

[0101] In summary, this application calculates the parking efficiency ratio of the current automatic parking planning path based on the parking distance and parking time. The relationship between the parking efficiency ratio of the current automatic parking planning path and the first preset parking efficiency ratio determines whether to update the automatic parking planning path. The parking efficiency ratio can be calculated using parking distance and parking time: Parking efficiency ratio = Parking distance / Parking time. The relationship between the parking efficiency ratio and the first preset parking efficiency ratio indicates whether the parking efficiency ratio of the current automatic parking planning path meets the requirements. If it does not meet the requirements, the automatic parking planning path is updated, i.e., a different parking path is chosen, until the parking efficiency ratio meets the requirements, and then automatic parking is performed. This allows for the selection of an automatic parking planning path with less time when the distance is fixed, reducing parking time. Alternatively, when the parking time is fixed, it allows the selection of an automatic parking planning path with shorter parking time, reducing parking distance. This application can eliminate inefficient automatic parking planning paths through the parking efficiency ratio, thereby improving automatic parking efficiency.

[0102] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, apparatus, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such processes, methods, products, or devices. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0103] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0104] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0105] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish 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 sequentially or in parallel, and these operations or steps may be combined.

[0106] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0107] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. An automatic parking path planning optimization method, characterized in that, Includes the following steps: Based on the parking distance and parking time under the current automatic parking planning path, the parking efficiency ratio under the current automatic parking planning path is obtained; Based on the relationship between the parking efficiency ratio under the current automatic parking planning path and the first preset parking efficiency ratio, determine whether to update the automatic parking planning path. The process of obtaining the parking efficiency ratio under the current automatic parking planning path based on the parking distance and parking time under the current automatic parking planning path further includes: obtaining the longitudinal travel distance of the vehicle under the current automatic parking planning path; if the difference between the longitudinal travel distance and the vehicle body length is less than a first preset difference, then abandoning parking in the current parking space; if the difference between the longitudinal travel distance and the vehicle body length is greater than or equal to the first preset difference and less than a second preset difference, obtaining the situation of fixed obstacles in the parking driving space; if there are fixed obstacles in the parking driving space, then abandoning parking in the current parking space, wherein the second preset difference is greater than the first preset difference.

2. The automatic parking path planning optimization method as described in claim 1, characterized in that, Before obtaining the parking efficiency ratio under the current automatic parking planning path based on the parking distance and parking time under the current automatic parking planning path, the process also includes: Obtain the distance between the current parking space and surrounding parking spaces, as well as the number of round trips for the current automatic parking planned path; if the ratio of distance to round trips is less than a threshold, then abandon parking in the current parking space.

3. The automatic parking path planning optimization method as described in claim 1, characterized in that, The process of obtaining the parking efficiency ratio under the current automatic parking planning path based on the parking distance and parking time includes: Based on 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; Based on the total parking distance and total parking time under the current automatic parking planning path, the parking efficiency ratio under the current automatic parking planning path is obtained.

4. The automatic parking path planning optimization method as described in claim 3, characterized in that, The total parking time under the current automatic parking planning path is obtained by calculating the system response time, acceleration time, cruising time, and deceleration time under the current automatic parking planning path: 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. The following conditions must be met: t4 = [S - V1] 2 / (2*a1)-V2 2 / (2*a2)] / V3.

5. The automatic parking path planning optimization method as described in claim 1, characterized in that, The step of determining whether to update the automatic parking planning path based on the relationship between the parking efficiency ratio under the current automatic parking planning path and the first preset parking efficiency ratio includes: If the parking efficiency ratio under the current automatic parking planning path is less than the first preset parking efficiency ratio, the automatic parking planning path will be updated again.

6. The automatic parking path planning optimization method as described in claim 1, characterized in that, The method for determining whether to update the automatic parking planning path based on the relationship between the parking efficiency ratio under the current automatic parking planning path and the first preset parking efficiency ratio includes adjusting the vehicle's heading angle.

7. An automatic parking route planning and optimization device, characterized in that, include: The acquisition unit is used to obtain the parking efficiency ratio under the current automatic parking planning path based on the parking distance and parking time under the current automatic parking planning path; as well as The execution unit determines whether to update the automatic parking planning path based on the relationship between the parking efficiency ratio under the current automatic parking planning path and the first preset parking efficiency ratio. The process of obtaining the parking efficiency ratio under the current automatic parking planning path based on the parking distance and parking time under the current automatic parking planning path further includes: obtaining the longitudinal travel distance of the vehicle under the current automatic parking planning path; if the difference between the longitudinal travel distance and the vehicle body length is less than a first preset difference, then abandoning parking in the current parking space; if the difference between the longitudinal travel distance and the vehicle body length is greater than or equal to the first preset difference and less than a second preset difference, obtaining the situation of fixed obstacles in the parking driving space; if there are fixed obstacles in the parking driving space, then abandoning parking in the current parking space, wherein the second preset difference is greater than the first preset difference.

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