A vehicle control method, device and equipment in an automatic parking process

Abstract

The application discloses a vehicle control method, device and equipment in an automatic parking process. After the automatic parking function is activated, if the vehicle does not request braking, a target vehicle speed is determined according to a requested vehicle speed and a parking remaining distance of the automatic parking function; if the vehicle brakes, the target vehicle speed is determined according to the requested vehicle speed and an actual vehicle speed of the automatic parking function; a feedback control torque of the vehicle is determined through a preset PID control model according to the target vehicle speed, the actual vehicle speed, a road slope and an actual acceleration of the vehicle; and the vehicle is controlled according to the feedback control torque. The method can effectively avoid the vehicle speed overshoot phenomenon in the automatic parking process, reduces the nervousness of the driver and passengers caused by the acceleration overshoot, reduces the jerk caused by the braking overshoot, and significantly improves the smoothness and comfort of the vehicle in the automatic parking process.

Description

Technical Field

[0001] The present application relates to the technical field of automatic parking, and in particular to a method, device and apparatus for controlling a vehicle during automatic parking. Background Art

[0002] With the rapid development of new energy vehicle technology, automatic parking function (APA) has become a standard feature of many new energy vehicles. This function enables the vehicle to automatically complete parking without the driver's operation, which not only relieves the driver's driving fatigue, but also provides novice drivers with a more comfortable and convenient parking experience.

[0003] Because various OEMs adopt varying control strategies when developing fully automated parking features, the driving experience provided by these systems varies significantly. This is particularly true during critical operating conditions such as starting, accelerating, decelerating, and stopping. Automatic parking systems rely entirely on system algorithms to control vehicle acceleration, deceleration, and braking. Improper control strategies can easily lead to problems such as overspeed, excessive speed, brake nodding, excessive braking, and excessive deceleration. Overspeed and excessive speed not only increase driver anxiety but also pose safety risks to the vehicle and surrounding environment. Brake nodding, excessive braking, and excessive deceleration can cause passenger discomfort, diminish the user experience, and significantly impact customer satisfaction with the vehicle's automated parking feature. Summary of the Invention

[0004] The present application provides a method, device and equipment for controlling a vehicle during automatic parking, which can solve the technical problem in the prior art that the vehicle relies entirely on the automatic parking system to control the acceleration, deceleration and braking of the vehicle during automatic parking, which may cause brake nodding, excessive braking and excessive deceleration, affecting the riding experience.

[0005] In a first aspect, an embodiment of the present application provides a method for controlling a vehicle during automatic parking, the method comprising:

[0006] After the automatic parking function is activated, if the vehicle does not request braking, the target speed is determined based on the automatic parking function's requested speed and the remaining parking distance;

[0007] If the vehicle brakes, determining the target vehicle speed based on the requested vehicle speed and the actual vehicle speed of the automatic parking function;

[0008] Determining a feedback control torque of the vehicle using a preset PID control model according to the target vehicle speed, the actual vehicle speed, the road slope, and the actual acceleration of the vehicle;

[0009] The vehicle is controlled according to the feedback control torque.

[0010] In conjunction with the first aspect, in one embodiment, if the vehicle does not request braking, determining the target vehicle speed based on the requested vehicle speed and the remaining parking distance of the automatic parking function includes:

[0011] If the vehicle does not request braking, searching a preset first mapping table according to the remaining parking distance to determine a maximum permissible speed for automatic parking of the vehicle, wherein the first mapping table includes a mapping relationship between the remaining parking distance and the maximum permissible speed;

[0012] The maximum allowed vehicle speed and the requested vehicle speed are compared, and the smaller value is used as the target vehicle speed after being slope-limited and amplitude-limited.

[0013] In one embodiment, if the vehicle brakes, determining the target vehicle speed based on the requested vehicle speed and the actual vehicle speed of the automatic parking function includes:

[0014] If the vehicle brakes, the requested speed and the actual speed are compared, and the smaller value is used as the target speed after being slope-limited and amplitude-limited.

[0015] In one embodiment, determining the feedback control torque of the vehicle by a preset PID control model according to the target vehicle speed, the actual vehicle speed, the road gradient, and the actual acceleration of the vehicle includes:

[0016] determining a proportional control torque according to a speed difference between the target vehicle speed and the actual vehicle speed and the target vehicle speed;

[0017] determining an integral control torque according to an integral value of a speed difference between the target vehicle speed and the actual vehicle speed and the target vehicle speed;

[0018] determining a differential control torque according to the actual acceleration and the target vehicle speed;

[0019] The proportional control torque, the integral control torque, and the differential control torque are summed to obtain the feedback control torque.

[0020] In one embodiment, determining the proportional control torque based on the speed difference between the target vehicle speed and the actual vehicle speed and the target vehicle speed includes:

[0021] searching a preset second mapping table according to the vehicle speed difference and the target vehicle speed to obtain a corresponding proportional term torque coefficient, wherein the second mapping table includes a mapping relationship between the vehicle speed difference, the target vehicle speed, and the proportional term torque coefficient;

[0022] Calculating the product of the vehicle speed difference and the proportional term torque coefficient to obtain a first control torque;

[0023] Calculating the product of the road slope and a preset vehicle slope torque coefficient to obtain a second control torque;

[0024] The first control torque and the second control torque are summed to obtain the proportional control torque.

[0025] In one embodiment, determining the integral control torque based on the target vehicle speed and the integral value of the vehicle speed difference between the target vehicle speed and the actual vehicle speed includes:

[0026] searching a preset third mapping table according to the vehicle speed difference integral value and the target vehicle speed to obtain a corresponding integral term torque coefficient, wherein the third mapping table includes a mapping relationship between the vehicle speed difference integral value, the target vehicle speed, and the integral term torque coefficient;

[0027] The integral control torque of the current calculation cycle is obtained by adding the product of the integral value of the vehicle speed difference and the integral torque coefficient to the integral control torque of the previous calculation cycle.

[0028] In one embodiment, determining the differential control torque according to the actual acceleration and the target vehicle speed includes:

[0029] searching a preset fourth mapping table according to the actual acceleration and the target vehicle speed to obtain a corresponding differential torque coefficient, wherein the fourth mapping table includes a mapping relationship between the actual acceleration, the target vehicle speed, and the differential torque coefficient;

[0030] The product of the actual acceleration and the differential torque coefficient is calculated to obtain the differential control torque.

[0031] In one embodiment, controlling the vehicle according to the feedback control torque includes:

[0032] Summing the feedback control torque and the preset feedforward control torque to obtain a target control torque;

[0033] The vehicle is controlled according to the target control torque.

[0034] In a second aspect, an embodiment of the present application provides a vehicle control device during an automatic parking process, wherein the vehicle control device during the automatic parking process includes:

[0035] a first determining module configured to determine a target vehicle speed based on a requested vehicle speed of the automatic parking function and a remaining parking distance after the automatic parking function is activated and if the vehicle does not request braking;

[0036] a second determining module configured to determine the target vehicle speed according to the requested vehicle speed and the actual vehicle speed of the automatic parking function if the vehicle brakes;

[0037] a third determining module, configured to determine a feedback control torque of the vehicle through a preset PID control model according to the target vehicle speed, the actual vehicle speed, the road gradient, and the actual acceleration of the vehicle;

[0038] A control module is configured to control the vehicle according to the feedback control torque.

[0039] In a third aspect, an embodiment of the present application provides a vehicle control device during automatic parking, wherein the vehicle control device during automatic parking includes a processor, a memory, and a vehicle control program during automatic parking stored on the memory and executable by the processor, wherein when the vehicle control program during automatic parking is executed by the processor, the steps of the vehicle control method during automatic parking as described in any one of the above items are implemented.

[0040] The embodiments of the present application provide a method, device, and apparatus for controlling a vehicle during automatic parking. After the automatic parking function is activated, if the vehicle does not request braking, a target speed is determined based on the requested speed and the remaining parking distance of the automatic parking function; if the vehicle brakes, the target speed is determined based on the requested speed and the actual speed of the automatic parking function; a feedback control torque of the vehicle is determined using a preset PID control model based on the target speed, the actual speed, the road slope, and the actual acceleration of the vehicle; and the vehicle is controlled based on the feedback control torque. This method can effectively avoid speed overshoot during automatic parking, reduce the tension caused by acceleration overshoot to the driver and passengers, and reduce the frustration caused by braking overshoot, significantly improving the smoothness and comfort of the vehicle during automatic parking. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 This is a flow chart of an embodiment of a vehicle control method during automatic parking of the present application;

[0042] Figure 2 This is a functional module diagram of an embodiment of a vehicle control device during the automatic parking process of the present application;

[0043] Figure 3 This is a schematic diagram of the hardware structure of the vehicle control device during the automatic parking process involved in the embodiment of the present application. DETAILED DESCRIPTION

[0044] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0045] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0046] In a first aspect, an embodiment of the present application provides a vehicle control method during automatic parking.

[0047] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the vehicle control method during the automatic parking process of this application. Figure 1 As shown, the vehicle control method during automatic parking includes:

[0048] Step S101: After the automatic parking function is activated, if the vehicle does not request braking, determine a target vehicle speed based on the requested vehicle speed of the automatic parking function and the remaining parking distance.

[0049] It's worth noting that before determining the target speed based on the requested speed and the remaining parking distance, the remaining parking distance must also be determined. The APA system calculates the vehicle's actual distance traveled based on the number of actual wheel speed pulses. The APA requested parking distance is calculated based on the total parking distance in the upper-layer requested parking signal and the vehicle's actual distance traveled. As the APA requested parking distance decreases as parking progresses, the APA requested parking distance becomes the remaining parking distance.

[0050] The steps for calculating the APA requested stopping distance include: accumulating the rear wheel speed pulses to calculate the actual distance the vehicle traveled after the automatic parking function was activated. When parking begins, the actual distance traveled by the vehicle is calculated by averaging the pulses from the left and right rear wheel speed sensors. The pulse signals are then converted into distance based on parameters such as wheel radius and number of teeth (for example, a wheel hub unit with 48 teeth):

[0051]

[0052] Among them, DSC_xActDist is the actual driving distance of the vehicle, cnt is the actual number of wheel speed pulses, 2piR is the wheel rolling circumference, R is the wheel radius, and 96 is the wheel speed pulse (wheel speed pulse = number of hub unit teeth 48×2).

[0053] Then, the total parking distance in the parking signal is subtracted from the actual driving distance of the vehicle to obtain the APA requested parking distance ADC_xDistReq, and the remaining parking distance can be obtained.

[0054] The specific steps of step S101 include: if the vehicle does not request braking, searching a preset first mapping table based on the remaining parking distance to determine the maximum allowable speed for automatic parking of the vehicle, wherein the first mapping table includes a mapping relationship between the remaining parking distance and the maximum allowable speed; comparing the maximum allowable speed and the requested speed, and using the smaller value as the target speed after slope and amplitude limitation.

[0055] In one embodiment, the vehicle determines that no braking has been requested when the automatic parking function (APA) has not requested comfort braking or emergency braking, has not requested a shift to P, and the vehicle's actual gear position is not P. It should be understood that the target vehicle speed in this embodiment refers to the target vehicle speed during the automatic parking process.

[0056] For illustrative purposes, when the automatic parking feature (APA) is activated, if APA has not requested comfort braking or emergency braking, has not requested a shift to P, or the vehicle's actual gear is not in P, closed-loop speed control is indicated. Given the remaining parking distance for automatic parking, searching a first mapping table yields the corresponding maximum allowable speed for automatic parking. The smaller of this maximum allowable speed and the maximum speed requested by APA is used to ensure vehicle control. Subsequently, slope and amplitude limits are applied to the smaller speed, which is used as the final target speed to ensure that the speed change remains within a certain range. If APA requests comfort braking or emergency braking, requests a shift to P, or the vehicle's actual gear is in P, the target speed output is zero.

[0057] Step S102: If the vehicle brakes, determine the target vehicle speed according to the requested vehicle speed and the actual vehicle speed of the automatic parking function.

[0058] Specifically, step S102 includes the following steps: if the vehicle brakes, the requested speed and the actual speed are compared, and the smaller value is subjected to slope and amplitude limits and is used as the target speed.

[0059] For explanation, let's take the scenario where the driver steps on the brakes as an example. At this time, the vehicle speed decreases, and the smaller of the APA requested speed and the actual speed is taken, and the slope and amplitude are limited to it as the target speed output. Since the speed of the entire vehicle decreases after the brakes are applied, the smaller target speed is the entire vehicle speed, and the actual closed-loop control will also gradually decrease. If the vehicle stops when the brakes are applied, the entire vehicle speed is 0, and the smaller target speed is also 0. At this time, the closed-loop control will not output the driving torque. This treatment avoids the situation where the driver steps on the brakes and the vehicle stops, but the APA system logic is to continue parking, which may cause the vehicle to stop, while the driving torque always increases. The logic of this application takes the smaller value of the actual speed and the APA requested speed as the target speed to avoid these problems, thereby avoiding the problem of braking jerking caused by excessive braking force caused by the driver stepping on the brakes during automatic parking.

[0060] Step S103 : determining the feedback control torque of the vehicle through a preset PID control model according to the target vehicle speed, the actual vehicle speed, the road gradient, and the actual acceleration of the vehicle.

[0061] Specifically, the proportional control torque (i.e., the P control torque) is determined based on the speed difference between the target vehicle speed and the actual vehicle speed and the target vehicle speed; the integral control torque (i.e., the I control torque) is determined based on the integral value of the speed difference between the target vehicle speed and the actual vehicle speed and the target vehicle speed; the differential control torque (i.e., the D control torque) is determined based on the actual acceleration and the target vehicle speed; the proportional control torque, the integral control torque, and the differential control torque are summed to obtain the feedback control torque.

[0062] In this embodiment, after calculating the speed difference between the target vehicle speed and the actual vehicle speed, the speed difference is subjected to a first-order low-pass filter and then output to subsequent steps for use.

[0063] It is worth noting that this embodiment performs PID adjustment on the vehicle's control torque through the target speed of automatic parking, which can effectively avoid the speed overshoot during automatic parking, thereby effectively improving the smoothness of the vehicle during automatic parking.

[0064] Specifically, determining the proportional term control torque includes: searching a preset second mapping table according to the vehicle speed difference and the target vehicle speed to obtain a corresponding proportional term torque coefficient, wherein the second mapping table includes a mapping relationship between the vehicle speed difference, the target vehicle speed and the proportional term torque coefficient; calculating the product of the vehicle speed difference and the proportional term torque coefficient to obtain a first control torque; calculating the product of the road slope and a preset vehicle slope torque coefficient to obtain a second control torque; and summing the first control torque and the second control torque to obtain the proportional term control torque.

[0065] The vehicle ramp torque coefficient in this embodiment is a calibration quantity, which can be calibrated according to the vehicle's power parameters, climbing performance and other data.

[0066] In some optional embodiments, after calculating the product of the vehicle speed difference and the proportional torque coefficient, the proportional torque product may be amplitude-limited and then output as the first control torque. After calculating the product of the road slope and a preset vehicle ramp torque coefficient, the ramp torque product may be subjected to a first-order low-pass filter and then output as the second control torque.

[0067] It is worth noting that when the electronic parking brake system EPB (Electronic Parking Brake) is in the clamping state or the SSM static management module (standatill management) is in the pressure building or pressure holding state, the speed closed-loop control is exited.

[0068] In this embodiment, the feedback torque based on the target speed and the feedback torque based on the road slope are added together to obtain the total feedback torque, which is applicable to a wide range of scenarios and has strong robustness.

[0069] Furthermore, the integral item control torque is determined, including: searching a preset third mapping table according to the integral value of the vehicle speed difference and the target vehicle speed to obtain a corresponding integral item torque coefficient, wherein the third mapping table includes a mapping relationship between the integral value of the vehicle speed difference, the target vehicle speed and the integral item torque coefficient; adding the product of the integral value of the vehicle speed difference and the integral item torque coefficient to the integral item control torque of the previous calculation cycle to obtain the integral item control torque of the current calculation cycle.

[0070] In an optional real-time example, after adding the product of the vehicle speed difference integral value and the integral item torque coefficient and the integral item control torque of the previous calculation cycle, the addition result is amplitude-limited and then output as the integral item control torque.

[0071] Preferably, after obtaining the integral control torque of the current calculation cycle, if the vehicle brakes, the integral control torque is cleared.

[0072] It's worth noting that the prerequisites for calculating the integral term (I term) control torque are the same as those for calculating the proportional term (p term). Speed ​​closed-loop control is only performed when the Dynamic Stability Control (DSC) control state is in Launch, Cruise, or Des2Stp (deceleration) states. Speed ​​closed-loop control is exited when the EPB is in the clamped state or the SSM static management module is in the pressure-building or pressure-maintaining state. However, there are special operating conditions for the I term, and an additional logical judgment is added. When the driver steps on the brake pedal, the target speed and the actual vehicle speed are the same. To prevent the accumulated integral torque from the previous control from continuing to control, the I term torque needs to be cleared. Therefore, the I term control torque needs to be cleared when the driver steps on the brake to prevent the I term torque from accumulating and causing braking jerk, thereby improving vehicle comfort.

[0073] Furthermore, determining the differential control torque includes: searching a preset fourth mapping table according to the actual acceleration and the target vehicle speed to obtain a corresponding differential torque coefficient, wherein the fourth mapping table includes a mapping relationship between the actual acceleration, the target vehicle speed and the differential torque coefficient; and calculating the product of the actual acceleration and the differential torque coefficient to obtain the differential control torque.

[0074] It is worth noting that the differential control torque is only activated during the parking cruise phase, and the differential control torque can enable the vehicle to reach the target speed as quickly as possible.

[0075] Furthermore, the obtained proportional control torque, integral control torque and differential control torque are added together to obtain the feedback control torque.

[0076] Step S104: Control the vehicle according to the feedback control torque.

[0077] Preferably, the feedback control torque and the preset feedforward control torque are summed to obtain a target control torque, and the vehicle is controlled according to the target control torque. The feedforward control torque can be a preset constant value or can be obtained by looking up a table based on the target vehicle speed.

[0078] The vehicle's PID control is implemented based on the feedback control torque, improving the smoothness of the automatic parking process. Combining the preset feedforward control torque with the feedback control torque can improve the vehicle's response speed and control accuracy, further enhancing the comfort and smoothness of the automatic parking process and improving the driving experience. It can avoid acceleration overshoot and the driver's nervousness caused by excessive speed; it can also avoid braking overshoot and the feeling of braking jerk caused by excessive deceleration, making automatic parking a silky smooth experience.

[0079] In a second aspect, an embodiment of the present application also provides a vehicle control device during automatic parking.

[0080] In one embodiment, referring to Figure 2 , Figure 2 This is a functional module diagram of an embodiment of a vehicle control device during automatic parking in this application. Figure 2 As shown, the vehicle control device during automatic parking includes:

[0081] a first determining module configured to determine a target vehicle speed based on a requested vehicle speed of the automatic parking function and a remaining parking distance after the automatic parking function is activated and if the vehicle does not request braking;

[0082] a second determining module configured to determine the target vehicle speed according to the requested vehicle speed and the actual vehicle speed of the automatic parking function if the vehicle brakes;

[0083] a third determining module, configured to determine a feedback control torque of the vehicle through a preset PID control model according to the target vehicle speed, the actual vehicle speed, the road gradient, and the actual acceleration of the vehicle;

[0084] A control module is configured to control the vehicle according to the feedback control torque.

[0085] Furthermore, in one embodiment, the first determining module is further configured to:

[0086] If the vehicle does not request braking, searching a preset first mapping table according to the remaining parking distance to determine a maximum permissible speed for automatic parking of the vehicle, wherein the first mapping table includes a mapping relationship between the remaining parking distance and the maximum permissible speed;

[0087] The maximum allowed vehicle speed and the requested vehicle speed are compared, and the smaller value is used as the target vehicle speed after being slope-limited and amplitude-limited.

[0088] Furthermore, in one embodiment, the second determining module is further configured to:

[0089] If the vehicle brakes, the requested speed and the actual speed are compared, and the smaller value is used as the target speed after being slope-limited and amplitude-limited.

[0090] Furthermore, in one embodiment, the third determining module is further configured to:

[0091] determining a proportional control torque according to a speed difference between the target vehicle speed and the actual vehicle speed and the target vehicle speed;

[0092] determining an integral control torque according to an integral value of a speed difference between the target vehicle speed and the actual vehicle speed and the target vehicle speed;

[0093] determining a differential control torque according to the actual acceleration and the target vehicle speed;

[0094] The proportional control torque, the integral control torque, and the differential control torque are summed to obtain the feedback control torque.

[0095] Furthermore, in one embodiment, the third control module is further configured to:

[0096] searching a preset second mapping table according to the vehicle speed difference and the target vehicle speed to obtain a corresponding proportional term torque coefficient, wherein the second mapping table includes a mapping relationship between the vehicle speed difference, the target vehicle speed, and the proportional term torque coefficient;

[0097] Calculating the product of the vehicle speed difference and the proportional term torque coefficient to obtain a first control torque;

[0098] Calculating the product of the road slope and a preset vehicle slope torque coefficient to obtain a second control torque;

[0099] The first control torque and the second control torque are summed to obtain the proportional control torque.

[0100] Furthermore, in one embodiment, the third control module is further configured to:

[0101] searching a preset third mapping table according to the vehicle speed difference integral value and the target vehicle speed to obtain a corresponding integral term torque coefficient, wherein the third mapping table includes a mapping relationship between the vehicle speed difference integral value, the target vehicle speed, and the integral term torque coefficient;

[0102] The integral control torque of the current calculation cycle is obtained by adding the product of the integral value of the vehicle speed difference and the integral torque coefficient to the integral control torque of the previous calculation cycle.

[0103] Furthermore, in one embodiment, the third control module is further configured to:

[0104] searching a preset fourth mapping table according to the actual acceleration and the target vehicle speed to obtain a corresponding differential torque coefficient, wherein the fourth mapping table includes a mapping relationship between the actual acceleration, the target vehicle speed, and the differential torque coefficient;

[0105] The product of the actual acceleration and the differential torque coefficient is calculated to obtain the differential control torque.

[0106] Furthermore, in one embodiment, the control module is further configured to:

[0107] Summing the feedback control torque and the preset feedforward control torque to obtain a target control torque;

[0108] The vehicle is controlled according to the target control torque.

[0109] Among them, the functional implementation of each module in the vehicle control device during the above-mentioned automatic parking process corresponds to the various steps in the embodiment of the vehicle control method during the above-mentioned automatic parking process, and their functions and implementation processes will not be repeated here one by one.

[0110] On the third aspect, an embodiment of the present application provides a vehicle control device during automatic parking. The vehicle control device during automatic parking can be a device with data processing functions such as the whole vehicle control and an on-board computer.

[0111] Reference Figure 3 , Figure 3 Schematic diagram of the hardware structure of the vehicle control device during the automatic parking process involved in the embodiment of the present application. In the embodiment of the present application, the vehicle control device during the automatic parking process may include a processor, a memory, a communication interface and a communication bus.

[0112] The communication bus may be of any type and is used to interconnect the processor, memory, and communication interface.

[0113] Communication interfaces include input / output (I / O) interfaces, physical interfaces, and logical interfaces, used to interconnect components within the vehicle control device during automated parking, as well as interfaces used to interconnect the vehicle control device with other devices (such as other computing devices or user devices) during automated parking. Physical interfaces can include Ethernet, fiber optic, or ATM interfaces; user devices can include displays and keyboards.

[0114] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0115] The processor may be a general-purpose processor that can call a vehicle control program for an automatic parking process stored in a memory and execute the vehicle control method for an automatic parking process provided in the embodiments of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the vehicle control program is called during the automatic parking process can be referred to in the various embodiments of the vehicle control method for an automatic parking process of the present application, and will not be further described here.

[0116] Those skilled in the art will understand that Figure 3 The hardware structure shown in the figure does not constitute a limitation to the present application and may include more or fewer components than shown in the figure, or a combination of certain components, or a different arrangement of components.

[0117] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0118] 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, system, product or device 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 devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit the "first", "second" and "third" to different types.

[0119] In the description of the embodiments of this application, the words "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 this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0120] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “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.

[0121] In some processes described in the embodiments of the present application, multiple operations or steps are included that appear in a specific order. However, it should be understood that these operations or steps may not be performed in the order in which they appear in the embodiments of the present application or may be performed in parallel. The sequence numbers of the operations are only used to distinguish between different operations, and the sequence numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be performed in sequence or in parallel, and these operations or steps may be combined.

[0122] 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 the necessary general hardware platform, of course, it 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 the present application, 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, magnetic disk, optical disk) as described above, and includes a number of instructions for enabling a terminal device to execute the methods described in each embodiment of the present application.

[0123] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the description and drawings of this application, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A vehicle control method during automatic parking, characterized in that: The vehicle control method during the automatic parking process includes: After the automatic parking function is activated, if the vehicle does not request braking, the target speed is determined based on the automatic parking function's requested speed and the remaining parking distance; If the vehicle brakes, determining the target vehicle speed based on the requested vehicle speed and the actual vehicle speed of the automatic parking function; Determining a feedback control torque of the vehicle using a preset PID control model according to the target vehicle speed, the actual vehicle speed, the road slope, and the actual acceleration of the vehicle; controlling the vehicle according to the feedback control torque; The feedback control torque of the vehicle is determined by a preset PID control model according to the target vehicle speed, the actual vehicle speed, the road slope, and the actual acceleration of the vehicle, including: determining a proportional control torque according to a speed difference between the target vehicle speed and the actual vehicle speed, the target vehicle speed, and the road slope; determining an integral control torque according to an integral value of a speed difference between the target vehicle speed and the actual vehicle speed and the target vehicle speed; determining a differential control torque according to the actual acceleration and the target vehicle speed; The proportional control torque, the integral control torque, and the differential control torque are summed to obtain the feedback control torque.

2. The vehicle control method during automatic parking according to claim 1, characterized in that: If the vehicle does not request braking, determining the target vehicle speed based on the requested vehicle speed and the remaining parking distance of the automatic parking function includes: If the vehicle does not request braking, searching a preset first mapping table according to the remaining parking distance to determine a maximum permissible speed for automatic parking of the vehicle, wherein the first mapping table includes a mapping relationship between the remaining parking distance and the maximum permissible speed; The maximum allowed vehicle speed and the requested vehicle speed are compared, and the smaller value is used as the target vehicle speed after being slope-limited and amplitude-limited.

3. The vehicle control method during automatic parking according to claim 1, characterized in that: If the vehicle brakes, determining the target vehicle speed based on the requested vehicle speed and the actual vehicle speed of the automatic parking function includes: If the vehicle brakes, the requested speed and the actual speed are compared, and the smaller value is used as the target speed after being slope-limited and amplitude-limited.

4. The vehicle control method during automatic parking according to claim 1, wherein: The determining of the proportional control torque according to the speed difference between the target vehicle speed and the actual vehicle speed and the target vehicle speed includes: searching a preset second mapping table according to the vehicle speed difference and the target vehicle speed to obtain a corresponding proportional term torque coefficient, wherein the second mapping table includes a mapping relationship between the vehicle speed difference, the target vehicle speed, and the proportional term torque coefficient; Calculating the product of the vehicle speed difference and the proportional term torque coefficient to obtain a first control torque; Calculating the product of the road slope and a preset vehicle slope torque coefficient to obtain a second control torque; The first control torque and the second control torque are summed to obtain the proportional control torque.

5. The vehicle control method during automatic parking according to claim 1, characterized in that: The determining of the integral control torque according to the target vehicle speed and the target vehicle speed is performed by: searching a preset third mapping table according to the vehicle speed difference integral value and the target vehicle speed to obtain a corresponding integral term torque coefficient, wherein the third mapping table includes a mapping relationship between the vehicle speed difference integral value, the target vehicle speed, and the integral term torque coefficient; The integral control torque of the current calculation cycle is obtained by adding the product of the integral value of the vehicle speed difference and the integral torque coefficient to the integral control torque of the previous calculation cycle.

6. The vehicle control method during automatic parking according to claim 1, wherein: The determining of the differential control torque according to the actual acceleration and the target vehicle speed includes: searching a preset fourth mapping table according to the actual acceleration and the target vehicle speed to obtain a corresponding differential torque coefficient, wherein the fourth mapping table includes a mapping relationship between the actual acceleration, the target vehicle speed, and the differential torque coefficient; The product of the actual acceleration and the differential torque coefficient is calculated to obtain the differential control torque.

7. The vehicle control method during automatic parking according to claim 1, wherein: The controlling the vehicle according to the feedback control torque includes: Summing the feedback control torque and the preset feedforward control torque to obtain a target control torque; The vehicle is controlled according to the target control torque.

8. A vehicle control device during automatic parking, characterized in that: The vehicle control device during the automatic parking process includes: a first determining module configured to determine a target vehicle speed based on a requested vehicle speed of the automatic parking function and a remaining parking distance after the automatic parking function is activated and if the vehicle does not request braking; a second determining module configured to determine the target vehicle speed according to the requested vehicle speed and the actual vehicle speed of the automatic parking function if the vehicle brakes; a third determining module, configured to determine a feedback control torque of the vehicle through a preset PID control model according to the target vehicle speed, the actual vehicle speed, the road gradient, and the actual acceleration of the vehicle; a control module configured to control the vehicle according to the feedback control torque; The third determining module is further configured to: determining a proportional control torque according to a speed difference between the target vehicle speed and the actual vehicle speed, the target vehicle speed, and the road slope; determining an integral control torque according to an integral value of a speed difference between the target vehicle speed and the actual vehicle speed and the target vehicle speed; determining a differential control torque according to the actual acceleration and the target vehicle speed; The proportional control torque, the integral control torque, and the differential control torque are summed to obtain the feedback control torque.

9. A vehicle control device during automatic parking, characterized in that: The vehicle control device during the automatic parking process includes a processor, a memory, and a vehicle control program during the automatic parking process stored on the memory and executable by the processor, wherein when the vehicle control program during the automatic parking process is executed by the processor, the steps of the vehicle control method during the automatic parking process as described in any one of claims 1 to 7 are implemented.

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