Parking control method and related equipment

Abstract

The invention provides a parking control method and related equipment, and relates to the field of vehicle control, and the method comprises the steps: based on a planned parking vehicle speed control strategy, controlling the vehicle speed of a vehicle running in a first direction on a path section in a parking path; under the condition that the speed of the vehicle running on the path section is reduced to be equal to the preset speed, the current gear of the vehicle is switched to the target gear; in response to the fact that the gear of the vehicle is switched from the current gear to the target gear, the vehicle is controlled to continue to run on the path section in the first direction based on the braking torque generated by the brake and the reverse driving torque generated by the driving motor; and the reverse driving torque generated by the driving motor is adjusted based on a preset rule, and the brake is controlled to stop generating the braking torque at a proper time, so that the running direction of the vehicle is switched from the first direction to the second direction near the end point of the path section, and the vehicle runs on the next path section in the parking path in the second direction. The parking efficiency can be improved, and the parking time is remarkably shortened.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a parking control method and related equipment. Background Art

[0002] Automatic Parking Assist (APA) is an advanced driver-assistance technology designed to help drivers park their vehicles automatically into designated spaces without manual intervention. It utilizes on-board sensors (such as ultrasonic radar, millimeter-wave radar, or cameras) and a computer control system to enable a vehicle to automatically identify and park in a suitable parking space. The system collects environmental data, analyzes the vehicle's position and surrounding parameters, calculates a corresponding parking path, and ultimately controls vehicle movement based on this calculated parking path to achieve automatic parking.

[0003] However, when the automated parking path requires multiple forward and backward vehicle movements, the vehicle often pauses during forward and reverse shifts. In related technologies, shifts during automated parking must be performed after the vehicle comes to a complete stop, inevitably leading to shift pauses. Furthermore, a complete stop often involves braking and prolonged parking time, significantly impacting the user experience of automated parking. Summary of the Invention

[0004] In view of this, the present application provides a parking control method and related equipment, which can improve parking efficiency.

[0005] In a first aspect, embodiments of the present application provide a parking control method for a vehicle, the vehicle including a brake and a drive motor. The parking control method comprises: controlling the speed of the vehicle traveling in a first direction on a path segment of a parking path based on a planned parking speed control strategy, the parking path including at least one path segment; switching the current gear of the vehicle to a target gear when the vehicle speed on the path segment decreases to a preset speed; controlling the vehicle to continue traveling in the first direction on the path segment based on a first braking torque generated by the brake and a reverse driving torque generated by the drive motor in response to the vehicle shifting from the current gear to the target gear; and adjusting the reverse driving torque generated by the drive motor based on a preset rule such that the vehicle's driving direction switches from the first direction to a second direction near an end point of the path segment, so that the vehicle travels in the second direction on a next path segment of the parking path, the end point comprising the end point of the path segment and a preset distance range from the end point of the path segment; wherein, if the adjusted reverse driving torque generated by the drive motor is greater than a second preset torque, controlling the brake to stop generating the first braking torque.

[0006] Compared with the related art, the embodiments of the present application have at least the following advantages: gear switching and vehicle reversing can be completed while the vehicle is moving, saving parking and shifting time, and can also solve the problem of brake component wear caused by frequent parking and starting, and achieve rapid reversing by controlling the reverse driving torque. At the beginning of the gear shift, the braking torque and the reverse driving torque are combined to complete the braking process before reversing. Subsequently, the braking torque is replaced by the reverse driving torque, which can make the reverse driving torque that only exists at the moment of vehicle direction switching become the driving torque, realizing fast and smooth reversing, which can not only improve parking efficiency, but also significantly improve user comfort.

[0007] In some possible embodiments, when the vehicle speed on the path segment decreases to equal to a preset speed, the current gear of the vehicle is switched to a target gear, including: obtaining first environmental information of the vehicle traveling on the path segment; if it is determined based on the first environmental information that the vehicle meets the early shifting condition, and the vehicle speed on the path segment decreases to equal to the preset speed, the current gear of the vehicle is switched to the target gear.

[0008] Compared with related technologies, the embodiments of the present application have at least the following advantages: it determines whether there are gear shifting conditions before the end of the current path segment; when it is determined that the gear shifting conditions are met, the gear shifting timing is determined based on the moving vehicle speed to complete the gear switching, which can avoid the parking and gear shifting steps in the traditional method and significantly shorten the parking time.

[0009] In some possible embodiments, the parking control method further includes: if it is determined based on the first environmental information that the vehicle meets the early shift condition and the remaining distance of the path segment is equal to the preset shift distance, switching the current gear of the vehicle to the target gear.

[0010] Compared with the related art, the embodiments of the present application have at least the following advantages: it determines whether the gear shifting conditions exist before the end of the current path segment; when it is determined that the gear shifting conditions are met, the gear shifting timing is determined based on the remaining distance of the path segment to complete the gear switching. This can avoid the parking and gear shifting steps in the traditional method and significantly shorten the parking time.

[0011] In some possible embodiments, the parking control method further includes: if it is determined based on the first environmental information that the vehicle does not meet the early gear shifting condition, controlling the vehicle to perform braking to a preset distance before traveling to the end point of the path segment; when braking to a stop and the state of the vehicle meets the preset conditions, reducing the second braking torque generated by the brake; when the second braking torque is reduced to the first preset torque, increasing the second braking torque until the vehicle brakes to a stop near the end point of the path segment; switching the current gear of the vehicle to the target gear to travel on the next path segment in the parking path.

[0012] Compared with the related art, the embodiments of the present application have at least the following advantages: even if a certain path section does not meet the advance shifting conditions, the vehicle can still be shifted and reversed, so that the vehicle can successfully complete parking, and during the braking and shifting process, when the vehicle is about to have a pitch angle, the pitch angle of the vehicle is suppressed by reducing the braking torque, and then the braking torque is quickly increased to a stop. Compared with the braking and shifting method used in the related art, comfortable braking and shifting can be achieved, thereby improving the user experience.

[0013] In some possible embodiments, the parking control method further includes: controlling the vehicle to perform braking to a preset distance before reaching the end point of the last path segment in the parking path; when braking to a stop and the state of the vehicle meets preset conditions, reducing the second braking torque generated by the brake; when the second braking torque is reduced to the first preset torque, increasing the second braking torque until the vehicle is braked to a stop near the end point of the last path segment.

[0014] Compared with the related art, the embodiment of the present application has at least the following advantages: during the braking process of the last path segment, when the vehicle is about to have a pitch angle, the braking torque is reduced to suppress the pitch angle of the vehicle, and then the braking torque is quickly increased to a stop. Compared with the braking method used in the related art, a comfortable stop can be achieved.

[0015] In some possible embodiments, adjusting the reverse driving torque generated by the drive motor based on preset rules includes: adjusting the reverse driving torque generated by the drive motor based on the vehicle speed after switching to the target gear and the remaining distance of the path segment.

[0016] Compared with the related art, the embodiments of the present application have at least the following advantages: closed-loop control of the reverse driving torque based on the vehicle speed after the gear shift and the remaining distance of the path segment, ensuring that the vehicle completes the switching of driving direction near the end point of the current path segment, and improving parking accuracy and switching speed.

[0017] In some possible embodiments, controlling the speed of a vehicle traveling in a first direction on a path segment of a parking path based on a planned parking speed control strategy includes: obtaining a first speed of the vehicle traveling in the first direction on the path segment; determining a target speed corresponding to the first speed based on the parking speed control strategy; and adjusting a driving torque and / or a braking torque of the vehicle so that the first speed follows the target speed. Among them, the planning process of the parking speed control strategy includes: obtaining the second environmental information of the vehicle's current location; planning the vehicle's parking path based on the second environmental information; and planning the parking speed of each path segment based on the path information of each path segment in the parking path, where each path segment includes a uniform acceleration section and a uniform deceleration section.

[0018] Compared with related technologies, the embodiments of the present application have at least the following advantages: closed-loop speed control of the vehicle traveling on the path segment is realized, so that the actual vehicle speed can follow the target vehicle speed in real time, thereby improving parking efficiency.

[0019] In a second aspect, an embodiment of the present application further provides a parking control device, which is applied to a vehicle, the vehicle including a brake and a drive motor, the parking control device including: a first control module, for controlling the speed of the vehicle traveling in a first direction on a path segment in a parking path based on a planned parking speed control strategy, the parking path including at least one path segment; a gear switching module, for switching the current gear of the vehicle to a target gear when the speed of the vehicle traveling on the path segment decreases to a preset speed; a second control module, for switching the gear of the vehicle from the current gear to the target gear based on a first braking torque generated by the brake in response to the gear of the vehicle being switched from the current gear to the target gear. The reverse driving torque generated by the drive motor controls the vehicle to continue traveling along the path segment in the first direction; the torque adjustment module is used to adjust the reverse driving torque generated by the drive motor based on preset rules, so that the driving direction of the vehicle is switched from the first direction to the second direction at the end point or near the end point of the path segment, so as to travel along the next path segment in the parking path in the second direction, and the vicinity of the end point includes the end point of the path segment and a preset distance range from the end point of the path segment; when the reverse driving torque generated by the adjusted drive motor is greater than the second preset torque, the torque adjustment module is also used to control the brake to stop generating the first braking torque.

[0020] In a third aspect, an embodiment of the present application further provides an electronic device, which includes a processor and a memory, wherein the memory is used to store instructions, and the processor is used to call the instructions in the memory so that the electronic device executes the parking control method as in the first aspect.

[0021] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, which stores computer instructions. When the computer instructions are executed on an electronic device, the electronic device executes the parking control method as in the first aspect.

[0022] The technical effects obtained in the above-mentioned second, third and fourth aspects are similar to the technical effects obtained by the corresponding technical means in the first aspect, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 A schematic diagram of the modules of a parking control system provided in one embodiment of the present application.

[0024] Figure 2 This is a flowchart of the steps of the parking control method provided in one embodiment of the present application.

[0025] Figure 3A schematic diagram of a flow chart for closed-loop control of the vehicle speed while traveling on a path segment provided in one embodiment of the present application.

[0026] Figure 4 This is a flowchart of the steps of a parking control method provided in another embodiment of the present application.

[0027] Figure 5 This is a flowchart of the steps of a parking control method provided in another embodiment of the present application.

[0028] Figure 6 This is a functional module diagram of a parking control device provided in one embodiment of the present application.

[0029] Figure 7 A schematic diagram of the structure of an electronic device provided in one embodiment of the present application. DETAILED DESCRIPTION

[0030] In order to more clearly understand the above-mentioned objectives, features and advantages of the present application, the present application is described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be noted that the embodiments of the present application and the features therein can be combined with each other without conflict.

[0031] In the following description, many specific details are set forth to facilitate a full understanding of the present application. The described embodiments are only part of the embodiments of the present application, rather than all of the embodiments.

[0032] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by those skilled in the art to which this application belongs. The terms used in this application and in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application.

[0033] It should be further noted that, in this application, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0034] In this application, "at least one" means one or more, and "more than one" means two or more. "And / or" describes the relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can mean: A alone, A and B together, and B alone, where A and B can be singular or plural. The terms "first," "second," "third," "fourth," and so on (if any) in the specification, claims, and drawings of this application are used to distinguish similar objects, not to describe a specific order or precedence.

[0035] In the embodiments of this application, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of this application should not be interpreted as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0036] Figure 1 This is a block diagram of a parking control system 10 provided in an embodiment of the present application. The parking control system 10 can be integrated into a vehicle to implement the vehicle's automatic parking function. The parking control system 10 can be a standalone control system within the vehicle or a subsystem integrated into other systems within the vehicle. For example, the autonomous parking system 10 can be integrated into an intelligent driving system or an advanced driving assistance system (ADAS).

[0037] The parking control system 10 may include an environment data collection device 101 , a data processing device 102 , and an execution device 103 .

[0038] Environmental data collection device 101 may include sensors such as radar and cameras installed on the vehicle. Environmental data collection device 101 is used to sense data about the vehicle's surrounding environment. This application does not limit the number of sensors included in environmental data collection device 101 or their installation locations. Environmental data may include the distance to obstacles and road conditions. Obstacles can be moving objects such as people and animals, or fixed objects such as fences, trees, curbs, and walls.

[0039] During automated parking, the environmental data collection device 101 can transmit the collected environmental data to the data processing device 102, enabling the data processing device 102 to plan a parking path based on the environmental data. The planned parking path can be divided into one or more path segments, each of which can be a complete parking path without changing the vehicle's direction of travel. After planning the parking path, the data processing device 102 can control the parking path execution device 103 to complete parking according to the parking path.

[0040] In some embodiments, the data processing device 102 may be an electronic control unit (ECU), such as a parking controller, in the parking control system 10. Furthermore, if the parking control system 10 is integrated into an intelligent driving system or an advanced driver assistance system, the data processing device 102 may also be an intelligent driving controller or an advanced driver assistance controller.

[0041] The actuator 103 may specifically include an electronic power steering system, brakes, a vehicle control unit (VCU), a motor controller, and the like. The electronic power steering system can coordinate with the data processing device 102 to control the vehicle's direction of travel during parking. The brakes can coordinate with the data processing device 102 to provide braking torque during parking. The VCU can coordinate with the data processing device 102 to control vehicle gear shifting during parking. The motor controller can coordinate with the data processing device 102 to control the drive motor to provide driving torque or reverse driving torque during parking.

[0042] Specifically, when the driver requires the vehicle to automatically park, the driver may input the automatic parking request through a preset command input device, for example, by voice input, or by triggering a preset button in the cab. After receiving the automatic parking request, the parking control system 10 executes the automatic parking process.

[0043] The following is a detailed introduction on how to implement the parking control method provided by this application.

[0044] The parking control method provided in this application can determine the timing of a gear shift before the end of the current parking path segment, completing the gear shift while the vehicle is moving, eliminating the need for a stop-and-shift operation. This significantly shortens parking time. After the gear shift, the method uses reverse drive torque and braking torque to coordinately control vehicle direction changes. By adjusting the reverse drive torque, the vehicle's direction of travel can be quickly and smoothly reversed, improving parking speed and significantly enhancing user comfort. The parking control method can be applied to vehicles, including pure electric vehicles, hybrid electric vehicles, and extended-range electric vehicles.

[0045] Figure 2 This is a flow chart of a parking control method provided in an embodiment of the present application. Figure 2 As shown, the parking control method can be applied to the above-mentioned parking control system 10, and the parking control method can specifically include: Step S210 : controlling the speed of the vehicle traveling in a first direction on a path segment in the parking path based on the planned parking speed control strategy.

[0046] In some embodiments, a planned parking path may include at least one path segment, and each path segment may correspond to a parking speed control strategy. The parking speed control strategy for the path segment may be determined based on path information of the path segment. The path information of the path segment may include the length of the path segment and environmental information surrounding the path segment.

[0047] For example, the planning process of a parking speed control strategy may include: in response to an automatic parking request, obtaining information about the vehicle's current environment, which may include information about the vehicle's location, the vehicle's surrounding environment, the location and type of the target parking space, and other information; planning the vehicle's parking path based on the vehicle's current environment information; and planning the parking speed of each path segment based on the path information of each path segment in the parking path, thereby obtaining a parking speed control strategy corresponding to each path segment.

[0048] like Figure 3 As shown, the parking speed control strategy corresponding to a path segment can be determined based on the path information of the path segment. When the vehicle is traveling on this path segment, the vehicle's torque control strategy can be determined based on the vehicle's actual speed and the target speed determined based on the parking speed control strategy to achieve control of the driving torque and braking torque. This allows the actual vehicle speed to track the target speed, thus achieving speed control for this path segment during parking.

[0049] For example, based on the path information of the current path segment, a trapezoidal speed curve can be planned, and the current path segment can be divided into uniform acceleration intervals h according to the speed. a , uniform speed interval h f and uniform deceleration interval h d .

[0050] Among them, the current path segment h satisfies the following relationship: Among them, a a is the maximum acceleration in the uniform acceleration interval, a d is the maximum deceleration in the uniform deceleration interval, v0 is the starting speed at the starting point of the current path segment, and v f is the speed of the vehicle in the uniform speed interval, v1 is the speed of the vehicle at the end of the current path segment. Generally speaking, v0 and v1 can be set to 0. The speed v of the vehicle in the uniform speed interval is f It can be expressed as: , If the speed v in the uniform speed interval fIf the maximum speed of the path segment is greater than or equal to the specified maximum speed, the specified maximum speed can be used as the speed of the uniform speed interval. f If the maximum speed is less than the specified maximum speed, the current path segment does not have a constant speed interval and only includes a constant acceleration interval and a constant deceleration interval. The specified maximum speed for this path segment can be determined based on the length of the path segment, the environment around the path segment, etc.

[0051] In some embodiments, step 210 may specifically include: obtaining a first vehicle speed of the vehicle traveling in a first direction on the current path segment; determining a target vehicle speed corresponding to the first vehicle speed based on a parking speed control strategy corresponding to the current path segment; and adjusting the driving torque and / or braking torque of the vehicle so that the first vehicle speed follows the target vehicle speed, thereby realizing closed-loop following control of the vehicle speed.

[0052] For example, during the closed-loop speed following control process, the vehicle speed (e.g., longitudinal speed), acceleration, vehicle driving torque, and vehicle braking torque can be obtained, and the vehicle driving torque and braking torque can be controlled in a closed loop to achieve the actual vehicle speed following the target vehicle speed.

[0053] The following describes how to make the actual vehicle speed follow the target vehicle speed: a1. Calculate target vehicle speed v tar The actual vehicle speed v act The speed error e between: e=v tar -v act ; a2. Calculate the rate of change de of the speed error e (i.e., the derivative of the speed error e): de=(e t -e t-1 ) / dt,e t is the speed error at time t, e t-1 is the vehicle speed error at time t-1; a3. Use a proportional differential (PD) controller to control the vehicle speed error. The controller output u1 is: u1=K p1 ×e+K d1 ×de,K p1 Is the preset proportional coefficient, used to adjust the proportional compensation of vehicle speed error, K d1 It is the preset differential coefficient used to adjust the rate of change of vehicle speed error; a4. Based on the PD controller's output u1, adjust the vehicle's driving torque and braking torque to ensure the actual vehicle speed follows the target speed. Adjustment rules may include: u1>0, increase the driving torque to accelerate the vehicle. The value of the increased driving torque can be set according to the actual vehicle speed following the target speed. The greater the actual vehicle speed is from the target speed, the greater the driving torque can be set to increase. u1<0, increase the braking torque to slow down the vehicle. The value of the increased braking torque can be set according to whether the actual vehicle speed follows the target speed. The greater the actual vehicle speed exceeds the target speed, the greater the braking torque can be set. u1=0, the driving torque / braking torque remains basically unchanged (small fluctuation) to maintain the current vehicle speed.

[0054] This application dynamically adjusts the combined force of driving torque and braking torque based on the output of the PD controller, ensuring that the vehicle's actual speed follows the target speed. The PD controller's output is updated by iteratively calculating the speed error, and the PD controller's control effect is optimized based on speed information fed back from the vehicle's status.

[0055] Step S220 : When the speed of the vehicle traveling on the path segment decreases to a preset speed, the current gear of the vehicle is switched to the target gear.

[0056] In some embodiments, since each path segment includes a uniform acceleration interval and a uniform deceleration interval, and the starting speed and the ending speed of each path segment are generally 0, it is possible that the vehicle speed is equal to the preset speed in the uniform acceleration interval and the preset speed in the uniform deceleration interval. The uniform deceleration interval is generally located in the second half of the path segment. The vehicle speed is reduced to equal to the preset speed, indicating that it is a uniform deceleration interval, so that the vehicle enters the switching preparation stage before the end of the path segment, rather than entering the switching preparation stage near the starting point of the path segment, to ensure that parking can be smoothly carried out according to the planned parking path. The preset speed can be the maximum speed of the shiftable gear. If the vehicle speed on the current path segment is reduced to equal to the preset speed, it indicates that the vehicle currently has the conditions for executing an early gear shift. The current gear of the vehicle can be switched to the target gear, so that the gear switch can be performed without braking the vehicle, so as to smoothly complete the vehicle switching and save parking time. The current gear and the target gear can be opposite gears. For example, the current gear can be a forward gear or a reverse gear, and the target gear can be a reverse gear or a forward gear. The "pre-shift" referred to in the embodiments of the present application may refer to shifting while the vehicle is moving, as distinguished from shifting after the vehicle has stopped as described in related art.

[0057] In some embodiments, to ensure the safety of shifting gears while the vehicle is moving, it is also possible to obtain environmental information about the vehicle's travel on the current path segment and determine whether the vehicle meets the early shifting conditions based on the environmental information. If it is determined based on the environmental information that the vehicle meets the early shifting conditions and the vehicle speed on the path segment decreases to a preset speed, the vehicle's current gear is switched to the target gear. The environmental information about the travel on the current path segment may include information about the remaining path of the current path segment (e.g., length, width) and information about the surrounding environment of the remaining path of the current path segment (e.g., obstacle information). The early shifting conditions can be set based on actual shifting requirements, and this embodiment of the present application is not limited to this. For example, the early shifting conditions may include relevant length requirements for the remaining path and relevant obstacle requirements for the surrounding environment.

[0058] In some embodiments, since the second half of the path segment is a uniform deceleration interval, that is, the closer to the end point, the lower the vehicle speed is generally, the vehicle can also be configured to perform an early shift based on the remaining distance of the current path segment. For example, the remaining distance is equal to the preset shift distance to perform an early shift. The preset shift distance can comprehensively consider the vehicle's shiftable speed in the uniform deceleration interval and the minimum shift distance setting. The minimum shift distance can ensure that the vehicle can complete the switch of driving direction near the end point. The vicinity of the end point can be defined according to actual needs. The embodiment of the present application does not limit this. For example, the vicinity of the end point can refer to the path segment direction range of ±30cm from the end point of the path segment. For example, if it is determined based on the environmental information that the vehicle meets the early shift condition and the remaining distance of the current path segment is equal to the preset shift distance, the current gear of the vehicle is switched to the target gear.

[0059] In some embodiments, if it is determined based on the environmental information that the vehicle does not meet the early shifting conditions, the vehicle can perform the braking and shifting described in the relevant technology on the path segment to achieve braking and shifting and reversing near the end point of the path segment. This embodiment of the present application does not provide a specific introduction to this.

[0060] In step S230 , in response to the gear of the vehicle being switched from the current gear to the target gear, the vehicle is controlled to continue traveling along the first direction on the path segment based on the first braking torque generated by the brake and the reverse driving torque generated by the drive motor.

[0061] In some embodiments, after the vehicle's gear is switched from the current gear to the target gear, the vehicle continues to travel along the first direction on the path segment because it does not brake to change gears. The braking torque generated by the brake (for example, a hydraulic brake) and the reverse driving torque generated by the drive motor are coordinated to complete the vehicle's forward braking process. By adjusting the reverse driving torque generated by the drive motor to replace the braking torque generated by the brake, the reverse driving torque that already exists at the moment the vehicle direction is switched is converted into driving torque, thereby achieving fast and smooth switching, which not only increases the parking speed but also significantly improves user comfort.

[0062] For example, after switching to the target gear, the reverse driving torque generated by the drive motor is adjusted from 0. By adjusting the reverse driving torque generated by the drive motor, the braking torque generated by the brake can be removed when the vehicle is about to change direction, ensuring that only reverse driving torque exists at the moment the vehicle direction switches.

[0063] For example, it can be set that when the reverse driving torque generated by the drive motor is greater than the second preset torque, the brake is controlled to stop generating the first braking torque. The second preset torque can be set according to actual needs and is not limited in this embodiment of the application.

[0064] In some embodiments, the reverse drive torque can be adjusted in a closed loop based on the vehicle speed after the gear shift and the remaining distance of the current path segment to ensure that the vehicle completes the driving direction switch near the end of the current path segment, thereby improving parking accuracy and switching speed.

[0065] The following describes how to implement closed-loop regulation of reverse drive torque: b1. Determine the target acceleration a based on the current actual vehicle speed and remaining distance after the gear shift. tar :v cur 2 -v rev 2 =2ax,a tar =(v cur 2 -v rev 2 ) / 2x, where v cur is the current actual vehicle speed, v rev is the vehicle speed at the reversing point, v rev Can be set to 0, x is the remaining distance, a is the actual acceleration; b2. Calculate the actual acceleration a and the target acceleration a tar The acceleration error e a :e a =aa tar ; b3. Calculate the acceleration error e aThe rate of change of a (i.e. acceleration error e a Derivative of): de a =(e a(t) -e a(t-1) ) / dt,e a(t) is the acceleration error at time t, e a(t-1) is the acceleration error at time t-1; b4. Use PD controller to control the acceleration error. The output u2 of the controller is: u2=K p2 ×e a +K d2 ×de a , K p2 Is the preset proportional coefficient, used to adjust the proportional compensation of acceleration error, K d2 It is the preset differential coefficient used to adjust the rate of change of acceleration error; b5. Adjust the reverse drive torque based on the PD controller output u2. The adjustment rules may include: u2>0, increase the reverse driving torque to shorten the braking distance. The value of the increased reverse driving torque can be determined according to the difference between the actual acceleration and the target acceleration; u2<0, reduce the reverse driving torque to extend the braking distance. The value of reducing the reverse driving torque can be determined according to the difference between the actual acceleration and the target acceleration. The difference between the two can be that one can be a positive difference and the other can be a negative difference. u2=0, the reverse driving torque remains basically unchanged (small fluctuation) to maintain the current braking distance.

[0066] In step S240 , the reverse driving torque generated by the driving motor is adjusted based on a preset rule so that the driving direction of the vehicle is switched from the first direction to the second direction at or near the end of the path segment, so as to travel along the second direction on the next path segment in the parking path.

[0067] In some embodiments, the preset rule may be the closed-loop regulation rule for reverse driving torque described above.

[0068] When the vehicle switches from the first direction to the second direction, it indicates that the vehicle has successfully completed the reversal at or near the end of the path segment. After the vehicle completes the non-stop reversal, the reverse driving torque is converted into driving torque, and the vehicle can travel along the second direction on the next path segment in the parking path driven by the driving torque. The vehicle control method for the next path segment can be referred to the content described in the embodiments of this application and will not be repeated here. The vehicle will continue to travel until it stops near the end of the last path segment, completing parking.

[0069] The above parking control method can complete gear switching and vehicle reversing while the vehicle is moving, saving parking and shifting time, and can also solve the problem of brake component wear caused by frequent parking and starting. It can also achieve rapid reversing by controlling the reverse driving torque. At the beginning of the gear shift, the braking torque and the reverse driving torque are combined to complete the braking process before reversing. Subsequently, the braking torque is replaced by the reverse driving torque, so that the only reverse driving torque that exists at the moment the vehicle direction is switched is transformed into the driving torque, achieving fast and smooth reversing, which can not only improve parking efficiency, but also significantly improve user comfort.

[0070] See also Figure 4 , is a flow chart of a parking control method provided by an embodiment of the present application. Figure 4 As shown, the parking control method can be applied to vehicles, Figure 2 In contrast, the parking control method can achieve a comfortable stop in the last path segment, and the parking control method may specifically include: Step S410 : controlling the speed of the vehicle traveling in a first direction on a path segment in the parking path based on the planned parking speed control strategy.

[0071] Step S410 of the embodiment of the present application is similar to step S210 of the aforementioned embodiment and will not be repeated here.

[0072] Step S420 : When the speed of the vehicle traveling on the path segment decreases to a preset speed, the current gear of the vehicle is switched to the target gear.

[0073] Step S420 of the embodiment of the present application is similar to step S220 of the aforementioned embodiment and will not be repeated here.

[0074] In step S430 , in response to the gear of the vehicle being switched from the current gear to the target gear, the vehicle is controlled to continue traveling along the first direction on the path segment based on the first braking torque generated by the brake and the reverse driving torque generated by the drive motor.

[0075] Step S430 of the embodiment of the present application is similar to step S230 of the aforementioned embodiment and will not be repeated here.

[0076] In step S440, the reverse driving torque generated by the driving motor is adjusted based on a preset rule so that the driving direction of the vehicle is switched from the first direction to the second direction at or near the end of the path segment, so as to travel along the second direction on the next path segment in the parking path.

[0077] Step S440 of the embodiment of the present application is similar to step S240 of the aforementioned embodiment and will not be repeated here.

[0078] In step S450 , if the vehicle is traveling on the last segment of the parking path, the vehicle is controlled to brake to a stop at a preset distance before reaching the end of the last segment of the parking path.

[0079] In some embodiments, for the last segment of the parking path, the vehicle needs to brake before the end of the last segment to complete the automatic parking. The preset distance can be set according to the actual braking requirement and is not limited in this embodiment of the application.

[0080] In some embodiments, if the vehicle is traveling on other path segments (not the last path segment) in the parking path, steps S410 to S440 may be executed to perform gear shifting and direction reversing without stopping the vehicle.

[0081] Step S460: When braking to a stop and the vehicle state meets a preset condition, reducing the second braking torque generated by the brake.

[0082] In order to achieve a comfortable braking stop in the last path segment, the embodiment of the present application reduces the second braking torque generated by the brake when the braking stop is performed and the state of the vehicle meets the preset conditions, so as to suppress the upcoming pitch angle of the vehicle in advance.

[0083] The state of the vehicle meeting the preset condition may be that the vehicle speed is less than a set value, and the set value can be obtained by performing a brake test on the vehicle and stored in the vehicle.

[0084] Step S470 : When the second braking torque is reduced to the first preset torque, the second braking torque is increased until the vehicle is braked to a stop near the end point of the last path segment.

[0085] In some embodiments, the first preset torque can be set according to actual needs, which is not limited in the embodiments of the present application. When the second braking torque decreases to the first preset torque, the second braking torque can be rapidly increased until the vehicle brakes to a stop near the end of the last path segment.

[0086] In some embodiments, after the second braking torque is reduced to the first preset torque and maintained for a preset time, the second braking torque can be rapidly increased until the vehicle brakes to a stop near the end of the last path segment. The preset time and the method of rapid increase (for example, increasing the second braking torque from the first preset torque to a certain preset torque value within Y seconds) can be set according to actual needs and are not limited in this embodiment of the present application.

[0087] The parking control method described above can complete gear shifting and vehicle direction changes while the vehicle is moving, saving parking and shifting time. It also achieves rapid direction changes by controlling reverse drive torque. Initially, braking torque and reverse drive torque are combined to complete the braking process before the direction change. Subsequently, reverse drive torque replaces braking torque, so that the reverse drive torque, which only existed at the moment of vehicle direction change, becomes driving torque, achieving fast and smooth direction changes. Furthermore, during the braking process of the last path segment, when the vehicle is about to pitch, the braking torque is reduced to suppress the pitch angle, and then the braking torque is rapidly increased to stop the vehicle. This allows for a more comfortable stop than the braking methods used in related technologies.

[0088] See also Figure 5 , is a flow chart of a parking control method provided by an embodiment of the present application. Figure 5 As shown, the parking control method can be applied to vehicles, Figure 2 In contrast, the parking control method indicates that a certain path segment does not meet the early shift condition. The parking control method may specifically include: Step S510 : controlling the speed of the vehicle traveling in a first direction on a path segment in the parking path based on the planned parking speed control strategy.

[0089] Step S510 of the embodiment of the present application is similar to step S210 of the aforementioned embodiment and will not be repeated here.

[0090] Step S520 , obtaining environmental information on the path segment. If it is determined based on the environmental information that the vehicle does not meet the early shifting condition, the vehicle is controlled to perform braking to a preset distance before reaching the end point of the path segment.

[0091] In some embodiments, in order to ensure the safety of the vehicle shifting gears while moving, it is possible to obtain environmental information about the vehicle's travel on the current path segment, and determine whether the vehicle meets the early shifting conditions based on the environmental information. The environmental information about the vehicle's travel on the current path segment may include information about the remaining path of the current path segment (for example, length, width information) and information about the surrounding environment of the remaining path of the current path segment (for example, obstacle information). The early shifting conditions can be set according to the actual shifting requirements, and the embodiments of the present application are not limited to this. For example, the early shifting conditions may include relevant length requirements for the remaining path, as well as relevant requirements for obstacles in the surrounding environment.

[0092] If the vehicle is determined based on the environmental information to not meet the early shifting conditions, a stop-and-go shift and directional change are required for the route segment. For example, the vehicle may be controlled to brake to a stop a preset distance before reaching the end of the route segment to perform the stop-and-go shift. The preset distance can be set based on actual braking requirements and is not limited in this embodiment of the present application.

[0093] Step S530: When braking to a stop and the vehicle state meets a preset condition, reducing the second braking torque generated by the brake.

[0094] In some embodiments, in order to achieve a comfortable braking stop on this path section, when braking is performed and the vehicle state meets preset conditions, the second braking torque generated by the brake is reduced to achieve early suppression of the upcoming pitch angle of the vehicle.

[0095] Step S540: When the second braking torque is reduced to the first preset torque, the second braking torque is increased until the vehicle is braked to a stop near the end point of the path segment.

[0096] In some embodiments, the first preset torque can be set according to actual needs, which is not limited in the embodiments of the present application. When the second braking torque decreases to the first preset torque, the second braking torque can be rapidly increased until the vehicle brakes to a stop near the end of the path segment.

[0097] Step S550 , switching the current gear of the vehicle to the target gear to travel on the next path segment in the parking path.

[0098] In some embodiments, after the vehicle stops, the current gear of the vehicle can be switched to the target gear to travel on the next path segment in the parking path. For the travel of the next path segment, the gear shifting method can be selected based on whether the early gear shifting condition is met. Figure 2 The shifting method introduced or Figure 5 Introducing the shifting method.

[0099] The above parking control method can achieve vehicle shifting and reversing even when a certain path section does not meet the advance shifting conditions, so that the vehicle can complete parking smoothly. In addition, during the braking and shifting process, when the vehicle is about to have a pitch angle, the pitch angle of the vehicle is suppressed by reducing the braking torque, and then the braking torque is quickly increased to a stop. Compared with the braking and shifting method used in related technologies, comfortable braking and shifting can be achieved, thereby improving the user experience.

[0100] like Figure 6 As shown, the embodiment of the present application further provides a parking control device 60, which can be integrated into a vehicle. The parking control device 60 may include: The first control module 601 is configured to control the speed of the vehicle traveling in a first direction on a path segment in a parking path based on a planned parking speed control strategy, where the parking path includes at least one path segment.

[0101] The gear switching module 602 is configured to switch the current gear of the vehicle to a target gear when the vehicle speed on the path segment is less than a preset speed.

[0102] The second control module 603 is configured to control the vehicle to continue traveling along the first direction on the path segment based on the first braking torque generated by the brake and the reverse driving torque generated by the drive motor in response to the gear position of the vehicle being switched from the current gear position to the target gear position.

[0103] The torque adjustment module 604 is configured to adjust the reverse driving torque generated by the drive motor based on a preset rule so that the vehicle's driving direction switches from a first direction to a second direction at or near the end of the path segment, so as to travel along the second direction on the next path segment in the parking path.

[0104] In a case where the reverse driving torque generated by the adjusted driving motor is greater than the second preset torque, the torque adjustment module 604 is further configured to control the brake to stop generating the first braking torque.

[0105] The above modules may be programmable software instructions stored in a memory and callable and executed by a processor. It is understood that in other embodiments, the above modules may also be program instructions or firmware fixed in the processor.

[0106] Please refer to Figure 7 , Figure 7 FIG1 is a schematic diagram of an electronic device according to an embodiment of the present application. The electronic device 100 can be integrated into a vehicle.

[0107] The electronic device 100 includes a memory 1010, a processor 1020, and a computer program 1030 stored in the memory 1010 and executable on the processor 1020. When the processor 1020 executes the computer program 1030, the steps in the above-mentioned parking control method embodiment are implemented, for example, Figure 2 、 Figure 4 、 Figure 5 Steps shown.

[0108] For example, the computer program 1030 may also be divided into one or more modules / units, one or more modules / units being stored in the memory 1010 and executed by the processor 1020. The one or more modules / units may be a series of computer program instruction segments capable of performing specific functions, and the instruction segments are used to describe the execution process of the computer program 1030 in the electronic device 100.

[0109] Those skilled in the art will understand that the schematic diagram is merely an example of the electronic device 100 and does not constitute a limitation on the electronic device 100. The electronic device 100 may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the electronic device 100 may also include input and output devices, network access devices, buses, etc.

[0110] The processor 1020 may be a central processing unit (CPU), other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor, a single-chip microcomputer, or the processor 1020 may be any conventional processor, etc.

[0111] The memory 1010 can be used to store the computer program 40 and / or modules / units. The processor 1020 implements various functions of the electronic device 100 by running or executing the computer program and / or modules / units stored in the memory 1010 and accessing data stored in the memory 1010. The memory 1010 may primarily include a program storage area and a data storage area. The program storage area may store an operating system and at least one application required for a function (such as a sound playback function or an image playback function); the data storage area may store data (such as audio data) generated during the use of the electronic device 100. Furthermore, the memory 1010 may include high-speed random access memory (RAM) and non-volatile memory, such as a hard disk, internal memory, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) card, a flash card, at least one disk storage device, a flash memory device, or other non-volatile solid-state storage device.

[0112] If the modules / units integrated into the electronic device 100 are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the present application can implement all or part of the process steps in the above-mentioned method embodiments by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When executed by a processor, the computer program can implement the steps of each of the above-mentioned method embodiments. The computer program includes computer program code, which can be in source code form, object code form, executable file, or some intermediate form. Computer-readable media can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, removable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signals, telecommunications signals, and software distribution media. It should be noted that the content included in computer-readable media can be appropriately increased or decreased based on the requirements of legislation and patent practice within a jurisdiction. For example, in some jurisdictions, based on legislation and patent practice, computer-readable media do not include electric carrier signals and telecommunications signals.

[0113] This embodiment further provides a computer-readable storage medium, which stores computer instructions. When the computer instructions are executed on an electronic device, the electronic device executes the above-mentioned related method steps to implement the parking control method in the above-mentioned embodiment.

[0114] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A parking control method, characterized in that: Applied to a vehicle, the vehicle comprising a brake and a drive motor, the method comprising: controlling a speed of the vehicle traveling in a first direction on a path segment in a parking path based on a planned parking speed control strategy, the parking path including at least one path segment; When the speed of the vehicle traveling on the path segment decreases to a preset speed, switching the current gear of the vehicle to a target gear; In response to the gear position of the vehicle being switched from the current gear position to the target gear position, controlling the vehicle to continue traveling along the first direction on the path segment based on a first braking torque generated by the brake and a reverse driving torque generated by the drive motor; adjusting the reverse driving torque generated by the drive motor based on a preset rule so that the driving direction of the vehicle switches from the first direction to a second direction near an end point of the path segment so as to travel along the second direction on a next path segment in the parking path, wherein the vicinity of the end point includes the end point of the path segment and a preset distance range from the end point of the path segment; Wherein, when the adjusted reverse driving torque generated by the driving motor is greater than the second preset torque, the brake is controlled to stop generating the first braking torque.

2. The parking control method according to claim 1, characterized in that: When the speed of the vehicle traveling on the path segment decreases to be equal to a preset speed, switching the current gear of the vehicle to the target gear comprises: Acquiring first environmental information of a process in which the vehicle travels on the path segment; If it is determined based on the first environmental information that the vehicle meets the early gear shifting condition, and the vehicle speed on the path segment decreases to be equal to the preset speed, the current gear of the vehicle is switched to the target gear.

3. The parking control method according to claim 2, characterized in that: The method further comprises: If it is determined based on the first environmental information that the vehicle meets the early shift condition and the remaining distance of the path segment is equal to a preset shift distance, the current gear of the vehicle is switched to the target gear.

4. The parking control method according to claim 2 or 3, characterized in that: The method further comprises: If it is determined based on the first environmental information that the vehicle does not meet the early shift condition, controlling the vehicle to perform braking to a stop at a preset distance before reaching an end point of the path segment; When the braking is performed and the state of the vehicle satisfies a preset condition, reducing the second braking torque generated by the brake; When the second braking torque decreases to the first preset torque, increasing the second braking torque until the vehicle is braked to a stop near an end point of the path segment; The current gear of the vehicle is switched to the target gear to travel on a next path segment in the parking path.

5. The parking control method according to claim 1, characterized in that: The method further comprises: Controlling the vehicle to brake to a stop at a preset distance before reaching an end point of the last path segment in the parking path; When the braking is performed and the state of the vehicle satisfies a preset condition, reducing the second braking torque generated by the brake; When the second braking torque decreases to the first preset torque, the second braking torque is increased until the vehicle is braked to a stop near an end point of the last path segment.

6. The parking control method according to claim 1, characterized in that: The adjusting the reverse driving torque generated by the driving motor based on a preset rule includes: The reverse driving torque generated by the driving motor is adjusted based on the vehicle speed after the vehicle is shifted to the target gear and the remaining distance of the path segment.

7. The parking control method according to claim 1, characterized in that: The planning-based parking speed control strategy controls the speed of the vehicle traveling in a first direction on a path segment in a parking path, including: Acquire a first vehicle speed of the vehicle traveling along the first direction on the path segment; determining a target vehicle speed corresponding to the first vehicle speed based on the parking speed control strategy; adjusting the driving torque and / or braking torque of the vehicle so that the first vehicle speed follows the target vehicle speed; The planning process of the parking speed control strategy includes: obtaining second environmental information about the vehicle's current location; planning a parking path for the vehicle based on the second environmental information; and planning the parking speed for each path segment based on the path information of each path segment in the parking path, wherein each path segment includes a uniform acceleration segment and a uniform deceleration segment.

8. A parking control device, characterized in that: Applied to a vehicle, the vehicle includes a brake and a drive motor, and the device includes: a first control module configured to control a speed of the vehicle traveling in a first direction on a path segment in a parking path based on a planned parking speed control strategy, the parking path comprising at least one path segment; a gear switching module, configured to switch the current gear of the vehicle to a target gear when the speed of the vehicle traveling on the path segment decreases to a preset speed; a second control module, configured to control the vehicle to continue traveling along the path segment in the first direction based on a first braking torque generated by the brake and a reverse driving torque generated by the drive motor in response to the gear position of the vehicle being switched from the current gear position to the target gear position; a torque adjustment module configured to adjust the reverse driving torque generated by the drive motor based on a preset rule so that the driving direction of the vehicle switches from the first direction to a second direction at or near an end point of the path segment, so as to travel along the second direction on a next path segment in the parking path, wherein the vicinity of the end point includes the end point of the path segment and a preset distance range from the end point of the path segment; In a case where the adjusted reverse driving torque generated by the driving motor is greater than a second preset torque, the torque adjustment module is further configured to control the brake to stop generating the first braking torque.

9. An electronic device comprising a processor and a memory, characterized in that: The memory is used to store instructions, and the processor is used to call the instructions in the memory, so that the electronic device executes the parking control method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, which, when executed on an electronic device, enable the electronic device to execute the parking control method according to any one of claims 1 to 7.

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