Parking method and parking controller

Abstract

The invention provides a parking method and a parking controller. The parking method comprises the steps that when front wheels on the outer side of a vehicle make contact with target positions, corresponding to the front wheels on the outer side, of a target parking space, an electric driving system is controlled so that the vehicle can enter a preparation stage, and in the stage, the vehicle can generate yawing moment; then, when the slip rate of rear wheels on the inner side of the vehicle reaches a slip rate threshold value related to drifting of the vehicle, the electric driving system is controlled so that the vehicle can enter a drifting stage; and then, when the slip rate of the inner side front wheel of the vehicle reaches the slip rate threshold value, controlling the electric driving system so that the vehicle enters a rotation phase in which the outer side front wheel is locked and the vehicle body rotates around the outer side front wheel into the target parking space.

Description

Technical Field

[0001] The invention relates to a parking method and a parking controller. Background Art

[0002] Parking assistance is one of the multiple driving assistance functions of the vehicle driving assistance system, which assists the vehicle to move from the driving lane to the parking spot. Existing parking assistance technologies mainly focus on improving vehicle safety during parking, but there is no mature research result in improving user experience. Summary of the invention

[0003] In this context, the present invention aims to provide a novel parking solution, which can realize drifting automatic parking, that is, controlling the vehicle to rotate and park into a target parking space in a drifting manner.

[0004] According to one aspect of the present invention, a parking method for a vehicle is provided. The vehicle is provided with a distributed electric drive system. The method comprises: when an outer front wheel of the vehicle contacts a target position of a target parking space corresponding to the outer front wheel, controlling the electric drive system so that the vehicle enters a preparation phase, and in this phase, the vehicle generates a yaw moment; then, when the slip rate of the inner rear wheel of the vehicle reaches a slip rate threshold value related to vehicle drift, controlling the electric drive system so that the vehicle enters a drift phase; and then, when the slip rate of the inner front wheel of the vehicle reaches the slip rate threshold value, controlling the electric drive system so that the vehicle enters a rotation phase, in which the outer front wheel is locked and the vehicle body rotates around the outer front wheel into the target parking space.

[0005] According to another invention of the present invention, a parking controller is provided, which is communicatively connected to a distributed electric drive system of a vehicle, and the parking controller is configured to execute the parking method as described above.

[0006] A summary of the main aspects of the present invention is provided above so that these aspects can be basically understood. This summary is not intended to limit the scope of any or all aspects of the present invention. The purpose of this summary is to provide some implementations of these aspects in a simplified form as a preface to the detailed description that will be provided later. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] The technical solution of the present invention will become clearer from the following detailed description in conjunction with the accompanying drawings. It is understood that these drawings are only used for exemplary description and are not intended to limit the scope of protection of the present invention.

[0008] Figure 1 is a schematic block diagram of a parking control system according to an embodiment of the present invention.

[0009] Figure 2 Shows Figure 1 An implementation of a distributed electric drive system for a parking control system.

[0010] Figure 3A and Figure 3B Shows Figure 2 Some embodiments of a distributed electric drive system.

[0011] Figure 4 is a flowchart of a parking method according to an embodiment of the present invention.

[0012] Figure 5A to Figure 5D It is used to depict Figure 4 Schematic diagram of the vehicle body posture in some steps of the parking method.

[0013] Figure 6 is a graph showing the change in the friction force of a wheel relative to its driving force according to an embodiment of the present invention. DETAILED DESCRIPTION

[0014] An embodiment of the present invention relates to a parking method and a parking controller for implementing the parking method, which can realize a drifting automatic parking function, that is, by controlling a distributed electric drive system of a vehicle so that the vehicle automatically parks into a target parking space in a drifting manner.

[0015] The drifting automatic parking function according to the embodiment of the present invention further improves the existing automatic parking function, thereby enabling the driver to experience the fun of parking without the need for the vehicle driver to have superb driving skills.

[0016] Below, before introducing the specific embodiments of the present invention, some terms in the present invention are first introduced.

[0017] In the embodiment of the present invention, the "target parking space" refers to the parking space that the vehicle is going to park in, which can be a side parking space or an inclined parking space. The target parking space can be a parking space on a flat road or a parking space on a ramp. In general, any parking space that can allow the vehicle to rotate into and has sufficient parking space can be the target parking space according to the embodiment of the present invention.

[0018] In an embodiment of the present invention, the vehicle is a vehicle with a distributed electric drive system, in particular, a rear-wheel drive or four-wheel drive vehicle with a drive motor.

[0019] In the embodiments of the present invention, "outside" and "inside" should be understood as: relative to the longitudinal center axis of the vehicle, the lateral side where the rotation center of the rotational movement experienced by the vehicle during parking is located is the outside, and the other lateral side is the inside. The wheel located on the inside is the inside wheel, and the wheel located on the outside is the outside wheel. It should be noted that during parking, the rotation center of the vehicle may not be a fixed point.

[0020] On the basis of the above definition of the inner wheel and the outer wheel, the inner wheel and the outer wheel may also be determined with the aid of the target parking space.

[0021] In one embodiment, the inner wheel and the outer wheel may be defined by two sides of the target parking space. For example, a side of the target parking space close to the curb is defined as the outer side. When the vehicle is parked in the target parking space, the wheel located on the outer side of the target parking space is the outer wheel, and the wheel located on the other side opposite to the outer side (i.e., the inner side) is the inner wheel.

[0022] In another embodiment, the two sides of the target parking space may and are suitable for being distinguished as inner and outer sides, in which case the following definitions are given. If the vehicle rotates from the left side to the right side, thereby "swinging into" the target parking space, the left wheel is defined as the outer wheel, and the right wheel is defined as the inner wheel. If the vehicle rotates from the right side to the left side, thereby "swinging into" the target parking space, the right wheel is defined as the outer wheel, and the left wheel is defined as the inner wheel.

[0023] In the embodiments of the present invention, multiple predetermined parameters are involved, for example, a first predetermined lateral acceleration, a second predetermined lateral acceleration, a first predetermined longitudinal acceleration, a first predetermined vehicle speed, a second predetermined vehicle speed, etc. These predetermined parameters can be obtained according to actual vehicle test results and / or model calculations. Moreover, these predetermined parameters may be fixed values ​​or dynamically changing values. Moreover, these predetermined parameters can be adjusted according to parking scenarios and user needs.

[0024] The specific implementation of the present invention is described below in conjunction with the accompanying drawings.

[0025] Figure 1 FIG. 1 shows a parking control system 100 according to an embodiment of the present invention, which is disposed on a vehicle V and is a vehicle-mounted system. Figure 1 As shown, the parking control system 100 includes a parking controller 10 and a distributed electric drive system 20 (hereinafter referred to as the electric drive system 20 ).

[0026] Figure 2 FIG. 2 shows an implementation of a distributed electric drive system 20. Figure 2 As shown, the distributed electric drive system 20 includes a drive motor 21 , a motor controller 22 and an electronic stability controller 23 .

[0027] In one embodiment, the drive motor 21 is implemented as an electric motor, i.e., a motor drive. In this embodiment, the vehicle V is a pure electric vehicle (BEV). In another embodiment, the drive motor 21 is implemented as a combination of an internal combustion engine and an electric motor, i.e., a hybrid drive. In this embodiment, the vehicle V is a hybrid electric vehicle (HEV).

[0028] According to an embodiment of the present invention, the vehicle V may be implemented as a four-wheel drive vehicle or a rear-wheel drive vehicle. Figure 3A An example of a four-wheel drive vehicle is shown. Figure 3A As described above, the driving motor 21 includes four motors 21a-21d, which are respectively coupled to the outer front wheel OF, the inner front wheel IF, the outer rear wheel OR and the inner rear wheel IR, and provide driving torque for the coupled wheels. Figure 3B An example of a rear-wheel drive vehicle is shown. Figure 3B As shown, the driving motor 21 includes two motors 21c-21d, which are respectively coupled to the outer rear wheel OR and the inner rear wheel IR, and provide driving torque for the coupled wheels.

[0029] According to an embodiment of the present invention, the motor controller 22 may be included in the electronic stability controller 23, and the motor controller 22 and the electronic stability controller 23 form a distributed electric drive architecture. According to the architecture, the control of the driving torque by the stability controller 23 is implemented through the motor controller 22, thereby achieving a higher driving motor control speed, for example, achieving an extremely high motor control speed.

[0030] The parking controller 10 is used to implement the parking method according to the embodiment of the present invention. In one embodiment, the parking controller 10 includes a memory and a processor. The memory stores executable instructions, and when the instructions are executed by the processor, the parking method according to the embodiment of the present invention is implemented.

[0031] The parking controller 10 may be disposed in the distributed electric drive system 20, for example, in the motor controller 22 or the electronic stability controller 23. The parking controller 10 may also be disposed in a vehicle controller (VCU) of the vehicle V.

[0032] According to an embodiment of the present invention, the parking controller 10 outputs a control signal to the distributed electric drive system 20 so that the distributed electric drive system 20 outputs a driving torque under the control of the control signal to achieve target vehicle body dynamics, such as a predetermined lateral acceleration, a predetermined longitudinal acceleration and a predetermined vehicle speed of the vehicle.

[0033] Figure 4A parking method 400 according to an embodiment of the present invention is shown. The method 400 can be implemented by the parking control 10 or the parking control system 100, so the above descriptions of the parking control 10 and the parking control system 100 are also applicable here.

[0034] See also Figure 4 In box 402 , the parking controller 10 determines whether the driver of the vehicle V has a persistent parking intention.

[0035] If it is determined in block 402 that the driver does not have a continued parking intent, method 400 proceeds to block 404 .

[0036] In frame 404, the method 400 is prohibited from continuing to execute. In other words, the drift parking function (parking method 400) according to the embodiment of the present invention is triggered based on the driver's intention and is not triggered automatically.

[0037] If it is determined in frame 402 that the driver has a continued parking intention, the method 400 proceeds to frame 406 .

[0038] According to an embodiment of the present invention, the driver's continued parking intention should be understood as receiving a signal indicating that the driver expects (wants) to turn on the drift parking function for a predetermined time. In this way, it can be ensured that there will be no false triggering due to the driver's misoperation or mis-touching of the function switch button. In this way, the drift parking function of the vehicle is triggered only after the driver's subjective intention is fully determined, so that the driver is fully prepared for the large changes in the body posture that will occur (i.e., the vehicle drift and rotation to be introduced later). It can be understood that the predetermined time is pre-set and adjustable.

[0039] In one embodiment, when the parking controller 10 receives a signal indicating that one or more of the following situations are detected, it is determined that the driver has a persistent parking intention.

[0040] 1) The parking function switch is pressed for a predetermined time. For example, the driver presses (e.g., long presses) a button corresponding to the drift parking function (e.g., a physical button on a control panel of the vehicle V or a virtual button on a human-machine interface of the vehicle V) for a predetermined time. A signal indicating that the parking function switch is pressed for a predetermined time is transmitted to the parking controller 10 via the vehicle bus.

[0041] 2) The driver continues to operate the steering wheel for a predetermined time. For example, the driver continues to turn the steering wheel for a predetermined time. A signal indicating that the driver continues to operate the steering wheel for a predetermined time is transmitted to the parking controller 10 via the vehicle bus.

[0042] 3) The driver steps on the accelerator pedal at full throttle. For example, the driver steps on the accelerator pedal hard and presses the accelerator pedal to the position of the maximum travel. A signal indicating that the driver steps on the accelerator pedal at full throttle is transmitted to the parking controller 10 via the vehicle bus.

[0043] In block 406 , the parking controller 10 determines whether the current scene has a predetermined parking space, that is, determines whether the current scene can provide enough space to achieve drift parking.

[0044] In one embodiment, the predetermined parking space includes a rotation space and a redundant space. For example, in the current scenario, the redundant space is expanded on the basis of the rotation space to determine the above parking space.

[0045] The rotation space refers to the space required for the vehicle to rotate to the target parking space in a drifting manner starting from contact with the target parking space. In one embodiment, the rotation space can be calculated based on the current position of the vehicle and the parking path planning for implementing drift parking according to an embodiment of the present invention.

[0046] Redundant space refers to: safety redundant space set to ensure the driving safety of the vehicle during parking in the current scenario. In one embodiment, the redundant space can be determined based on the potential risks in the rotation space and the fault tolerance time interval related to the functional safety of the vehicle (for example, the FTTI defined in ISO26262). For example, if the potential risk in the rotation space is detected to be a deep puddle, and the time span of the FTTI is 0.3s, the space required for the vehicle to pass through the puddle and restore the stability of the vehicle body within 0.3s is calculated as the above-mentioned redundant space.

[0047] When it is determined in frame 406 that the current scene does not have enough parking space, method 400 proceeds to frame 404 .

[0048] When it is determined in frame 406 that the current scene has sufficient parking space, method 400 proceeds to frame 408 .

[0049] In block 408, the parking controller 10 determines whether the current state of the vehicle meets the requirements of automatic parking. For example, the current state of the vehicle meets the requirements of automatic parking by determining whether an automatic parking handshake signal is received. This determination is made because the drift parking function according to an embodiment of the present invention requires that the vehicle state meets various requirements of the automatic parking function.

[0050] When it is determined in frame 408 that the current state of the vehicle does not meet the requirements of automatic parking, the method 400 enters frame 404 .

[0051] When it is determined in frame 408 that the current state of the vehicle satisfies the requirements of automatic parking, the method 400 proceeds to frame 410 .

[0052] In block 410, the parking controller 10 generates an activation signal for activating the following four stages of drift parking (i.e., blocks 412 to 418 to be described below). Generating the activation signal through this step is advantageous because it ensures that the following vehicle drift and rotation are activated only when the driver's intention, parking space, and vehicle status meet the preset conditions as described above, which can improve vehicle driving safety and the reliability of drift parking control.

[0053] In response to the activation signal, the parking controller 10 controls the electric drive system 20 to enable the vehicle to enter the preparation phase at box 412. Figure 5A Let’s introduce the preparation phase.

[0054] In the preparation stage, the parking controller 10 monitors the relative position between each wheel and the target parking space (i.e., the position of the wheel relative to the target parking space) based on sensor information (e.g., environmental information collected by onboard sensors, wheel status information, and environmental information received from a cloud server and / or a road-side server) or information calculated based on the sensor information. Figure 5A When the parking controller 10 detects that the outer front wheel OF of the vehicle V contacts the target parking space P, the target position P corresponding to the outer front wheel OF OF (i.e., when the vehicle V is parked in the target parking space P, the outer front wheel OF of the vehicle V is located at a corresponding corner of the target parking space P), the electric drive system 20 is controlled so that: the longitudinal acceleration of the vehicle increases to the first predetermined longitudinal acceleration and the longitudinal vehicle speed increases to the first predetermined vehicle speed. And, in this preparation stage, the steering wheel is in the neutral position (centered).

[0055] In one embodiment, the first predetermined longitudinal acceleration is predetermined to satisfy: the torsional moment of the vehicle V causing yaw is generated. In other words, the first predetermined longitudinal acceleration can satisfy: the force generated by the rotational inertia of the vehicle is greater than the maximum lateral friction of the wheel (i.e., the limit value of the lateral friction of the tire), so that the vehicle body generates sufficient dynamics to induce the torsional moment of the vehicle body yaw. The first predetermined vehicle speed is predetermined to be a vehicle speed that is less than the maximum vehicle speed specified by the vehicle anti-lock braking system. For example, if the maximum vehicle speed specified by the vehicle anti-lock braking system is 20 kph, the first predetermined vehicle speed is 15 kph.

[0056] In box 414, the parking controller 10 controls the electric drive system 20 so that the vehicle enters the drift phase. Figure 5B Let’s introduce the drift phase.

[0057] During the drift phase, the parking controller 10 monitors the slip rate of each wheel based on sensor information. Figure 5B When the parking controller 10 detects that the inner rear wheel IR of the vehicle V reaches a slip rate threshold associated with vehicle drift, the electric drive system 20 is controlled to make the vehicle V enter a drift phase.

[0058] Here, the slip rate threshold corresponds to the slip rate value at which the wheel is "thrown up". The slip rate threshold corresponds to the critical point (also called drift control point) where the static friction of the wheel relative to the road surface changes to sliding friction. Figure 6 The curve shown in FIG. 1 is used to introduce the slip rate threshold.

[0059] See also Figure 6 , the horizontal axis represents the driving force of a wheel, the vertical axis represents the friction force of the wheel, and the curve shown by the black solid line represents the change of the friction force of the wheel with the driving force of the wheel, wherein the first part of the curve (the oblique line shown by the label "1") represents that when the driving force of the wheel is small, the wheel is mainly static friction relative to the road surface, the third part of the curve (the horizontal line parallel to the horizontal axis shown by the label "3") represents that when the driving force of the wheel is large, the wheel is mainly sliding friction relative to the road surface, and the third part of the curve (the vertical line parallel to the vertical axis shown by the label "2") represents the force at the drift point (the drift point shown by the label "DP") where the driving force of the wheel is between the above "larger" and "smaller". At this drift point, the wheel can be "thrown". By controlling the electric drive system 20 to achieve the driving force of the wheel at the drift point, at this time, the slip rate of the wheel is the above slip rate threshold, and the whole vehicle enters a controllable drift process, that is, the vehicle can drift but will not lose control. The above slip rate threshold can be obtained in this way.

[0060] In the drifting phase, the parking controller 10 controls the electric drive system 20 so that: the longitudinal acceleration of the vehicle is maintained at the first predetermined longitudinal acceleration and the lateral acceleration is increased to the first predetermined lateral acceleration, and the vehicle speed is increased from the first predetermined vehicle speed to the second predetermined vehicle speed. In addition, during this process, the steering wheel is at the maximum turning angle position (the steering wheel is fully turned).

[0061] It is understandable that "the steering wheel is at the maximum turning angle position" can be automatically realized by the parking controller sending a command to the steering system of the vehicle V so that the steering system controls the steering wheel to turn to the maximum turning angle position. "The steering wheel is at the maximum turning angle position" can also be automatically realized by sending a prompt message to the driver through the human-machine interaction interface of the vehicle V so that the vehicle driver operates the steering wheel (steering wheel fully turned), thereby realizing it through human-machine interaction.

[0062] In one embodiment, the first predetermined lateral acceleration is associated with the first predetermined longitudinal acceleration. The first predetermined lateral acceleration can be calculated based on the first predetermined longitudinal acceleration and the load change on the wheel. It can be understood that the load change on the wheel is dynamic, so the value of the first predetermined lateral acceleration should also change dynamically with the dynamic change. In other words, the first predetermined lateral acceleration can be a dynamically changing value obtained based on the first predetermined longitudinal acceleration and the load change on the wheel. The second predetermined vehicle speed is predetermined to be such a vehicle speed: the maximum vehicle speed specified by the anti-lock braking system of the vehicle V. Because once the vehicle speed exceeds the maximum vehicle speed, the anti-lock braking system will intervene in the vehicle control and the vehicle will not be able to continue drifting. Therefore, the vehicle speed is constrained to be below the maximum vehicle speed specified by the anti-lock braking system, thereby ensuring that the vehicle can maintain a drifting state.

[0063] At block 416, the parking controller 10 controls the electric drive system 20 to cause the vehicle to enter the rotation phase. Figure 5C Let's introduce the rotation phase.

[0064] During the rotation phase, the parking controller 10 monitors the slip rate of each wheel based on sensor information. Figure 5C When the parking controller 10 detects that the inner front wheel IF of the vehicle V reaches the above slip rate threshold, the braking system (e.g., caliper) of the vehicle V is controlled to lock the outer front wheel, and the electric drive system 20 is controlled to make the vehicle V enter the rotation phase. In this phase, the vehicle body rotates around the outer front wheel into the target parking space P.

[0065] In the rotation phase, the parking controller 10 controls the electric drive system 20 so that: the lateral acceleration of the vehicle is reduced from the first predetermined lateral acceleration to the second predetermined lateral acceleration and the longitudinal vehicle speed is reduced from the second predetermined vehicle speed to the third predetermined vehicle speed. In addition, in this phase, the steering wheel is in the maximum turning angle position. That is, in this phase, the steering wheel is not manipulated so that the position of the steering wheel remains the same as in the above-mentioned drift phase, that is, the maximum turning angle position.

[0066] In one embodiment, the second predetermined lateral acceleration is predetermined such that the driving force (acceleration) obtained by the inner front wheel of the vehicle V through the body rotation torque is able to overcome the static friction of the inner front wheel relative to the road surface. For example, the second predetermined lateral acceleration can be calculated based on the load of the inner front wheel and its static friction relative to the road surface. It can be understood that the second predetermined lateral acceleration will change accordingly with the dynamic changes in the load of the inner front wheel and the dynamic changes in its static friction relative to the road surface. Therefore, the second predetermined lateral acceleration can be a dynamically changing value obtained by the change in the load of the inner front wheel and the change in its static friction relative to the road surface.

[0067] In this stage, the value of the longitudinal acceleration of the vehicle depends on the second predetermined lateral acceleration. For example, the longitudinal acceleration in this stage is obtained according to the second predetermined lateral acceleration and angular momentum decomposition. The angular momentum decomposition is obtained based on the ratio between the longitudinal distance and the lateral distance from the center of mass of the vehicle to the center of rotation.

[0068] The third predetermined vehicle speed is the minimum vehicle speed that can maintain the vehicle rotating at a uniform speed. Here, "uniform rotation" should be understood as approximately uniform rotation, that is, when the fluctuation of the vehicle speed is within a predetermined range (a smaller range of variation), it should be regarded as the vehicle rotating at a uniform speed.

[0069] At block 418, see Figure 5D , the vehicle V has parked in the target parking space P and entered the parking phase. In this phase, the outer front wheel is unlocked, the steering wheel returns to the neutral position, and the vehicle is braked. In addition, the electronic parking brake is requested from the electronic parking system (EPB) of the vehicle V to park the vehicle.

[0070] According to an embodiment of the present invention, in each stage described above, controlling the electric drive system 20 to achieve target vehicle body dynamics, for example, a predetermined lateral acceleration, a predetermined longitudinal acceleration or a predetermined vehicle speed, can be achieved by controlling the driving torque output by the motor. For example, the driving torque required to achieve the first predetermined longitudinal acceleration is calculated according to the first predetermined longitudinal acceleration as the target driving torque, and a control signal containing the target driving torque is output to the motor controller so that the motor controller controls the motor to output the target driving torque to achieve the target vehicle body dynamics.

[0071] It should be understood that the operations involved in the above methods do not have to be performed in the exact order described. Instead, multiple operations may be processed in different orders or simultaneously, and operations may be added or omitted.

[0072] The present invention also provides a machine-readable storage medium storing executable instructions, which, when executed, enable one or more processors to perform the parking method 400 described above.

[0073] It should be understood that the parking controller 10 according to the embodiment of the present invention can be implemented in hardware or software or a combination of software and hardware. For the hardware-implemented part, it can be implemented in one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, electronic units designed to perform their functions, or a combination thereof. For the software-implemented part, it can be implemented with the help of microcodes, program codes or code segments, and they can also be stored in a machine-readable storage medium such as a storage component.

[0074] It should be understood that software should be broadly considered to represent instructions, instruction sets, codes, code segments, program codes, programs, subroutines, software modules, applications, software applications, software packages, routines, subroutines, objects, running threads, processes, functions, etc. Software can reside in a computer-readable medium. A computer-readable medium can include, for example, a memory, which can be, for example, a magnetic storage device (e.g., a hard disk, a floppy disk, a magnetic stripe), an optical disk, a smart card, a flash memory device, a random access memory (RAM), a read-only memory (ROM), a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), a register, or a removable disk. Although the memory is shown as being separated from the processor in the various aspects provided in the present disclosure, the memory can also be located inside the processor (e.g., a cache or a register).

[0075] Although some embodiments have been described above, these embodiments are given by way of example only and are not intended to limit the scope of the invention. The appended claims and their equivalents are intended to cover all modifications, substitutions and changes made within the scope and spirit of the invention.

Claims

1. A parking method for a vehicle, wherein the vehicle is equipped with a distributed electric drive system, the method comprising: When an outer front wheel of the vehicle contacts a target position of the target parking space corresponding to the outer front wheel, controlling the electric drive system so that the vehicle enters a preparation phase and generates a yaw moment in the phase; Next, when the slip rate of the inner rear wheel of the vehicle reaches a slip rate threshold value associated with vehicle drift, controlling the electric drive system so that the vehicle enters a drift phase; as well as Next, when the slip rate of the inner front wheel of the vehicle reaches the slip rate threshold, the electric drive system is controlled to make the vehicle enter a rotation phase, in which the outer front wheel is locked and the vehicle body rotates around the outer front wheel into the target parking space.

2. The parking method according to claim 1, wherein: In the preparation phase, the electric drive system is controlled so that: the longitudinal acceleration of the vehicle increases to a first predetermined longitudinal acceleration and the longitudinal vehicle speed increases to a first predetermined vehicle speed, and the steering wheel is in a neutral position during the process; And wherein, the first predetermined longitudinal acceleration can cause the vehicle body to generate a yaw torsional moment, and the first predetermined vehicle speed is less than the maximum vehicle speed specified by the vehicle anti-lock braking system.

3. The parking method according to claim 2, wherein: In the drift phase, the electric drive system is controlled so that: the longitudinal acceleration of the vehicle is maintained at the first predetermined longitudinal acceleration and the lateral acceleration is increased to the first predetermined lateral acceleration, and the longitudinal vehicle speed is increased from the first predetermined vehicle speed to a second predetermined vehicle speed, and the steering wheel is in a maximum steering angle position in this phase; And wherein the first predetermined lateral acceleration is associated with the first predetermined longitudinal acceleration, and the second predetermined vehicle speed is a maximum vehicle speed specified by an anti-lock braking system of the vehicle.

4. The parking method according to claim 3, wherein: In the rotation phase, the electric drive system is controlled so that: the lateral acceleration of the vehicle is reduced from the first predetermined lateral acceleration to the second predetermined lateral acceleration and the longitudinal vehicle speed is reduced from the second predetermined vehicle speed to the third predetermined vehicle speed, and the steering wheel is in the maximum turning angle position in this phase; And wherein, the second predetermined lateral acceleration can enable the driving force obtained by the inner front wheel from the vehicle body rotational torque to overcome the static friction of the inner front wheel relative to the current road surface, and the third predetermined vehicle speed is the minimum vehicle speed that can maintain the vehicle rotating at a constant speed.

5. The parking method according to any one of claims 1 to 4, further comprising: After the vehicle is parked in the target parking space, the lock of the outer front wheels is released, the steering wheel is controlled to return to the neutral position, and the electronic parking brake is activated.

6. The parking method according to any one of claims 1 to 5, further comprising: Before entering the preparation phase, determining whether the vehicle driver has a persistent parking intention; When it is determined that the vehicle driver has a persistent parking intention, allowing subsequent steps of the parking method; and When it is determined that the vehicle driver does not have a persistent parking intention, subsequent steps of the parking method are prohibited.

7. The parking method according to claim 6, wherein: The vehicle driver is deemed to have a persistent parking intention when one or more of the following situations are detected: - The parking function switch is pressed for longer than the preset time; - the steering wheel is continuously operated for more than the predetermined time period; -The driver depresses the accelerator pedal at full throttle.

8. The parking method according to any one of claims 1 to 7, further comprising: Before entering the preparation stage, it is determined whether the current scene has a predetermined parking space, and when the determination result is positive, the parking method is allowed to enter the subsequent steps, and when the determination result is negative, the parking method is prohibited from entering the subsequent steps. The parking space includes the rotation space required for the vehicle body to rotate around the outer front wheels to the target parking space and the redundant space, wherein the redundant space is determined based on the potential risks in the current scenario and the fault tolerance time interval related to the functional safety of the vehicle.

9. The parking method according to any one of claims 1 to 8, wherein: The electric drive system includes two motors, driving the inner rear wheel and the outer rear wheel respectively; or includes four motors, driving the inner front wheel, the outer front wheel, the inner rear wheel and the outer rear wheel respectively. And wherein controlling the electric drive system includes controlling the drive torque provided by each motor.

10. A parking controller, communicatively connected to a distributed electric drive system of a vehicle, the parking controller being configured to execute the parking method according to any one of claims 1 to 9.

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