Parking limit value updating method, device and system and storage medium

Abstract

The invention discloses a parking limit value updating method, device and system and a storage medium, and the method comprises the steps: obtaining the maximum rack stroke of left and right steering under a human driving condition when a vehicle runs; judging whether the maximum rack stroke is an effective stroke or not; when the maximum rack stroke is an effective stroke, the maximum rack stroke is compared with an EPS parking module limit value; and when the maximum rack stroke is larger than the EPS parking module limit value, the EPS parking module limit value is updated according to the maximum rack stroke. By adopting the scheme provided by the invention, the EPS parking module limit value can be updated according to the driving working condition, so that the EPS parking module limit value is close to the maximum value in a reasonable range, the condition of excessive adjustment times during automatic parking is avoided, and the automatic parking efficiency of the vehicle is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent driving, in particular to a parking limit value updating method, device, system and storage medium. BACKGROUND

[0002] In the traditional automatic driving parking control, in order to prevent impact on the hard limit from exceeding the steering stroke in the parking working condition, the parking control angle is usually limited within a certain range (for example, 95%-97%) of the steering system stroke, considering the assembly error of the whole vehicle, the suspension and the steering system, and the difference between the maximum turning angles. Due to the inability to fully utilize the available stroke of the steering system, it may cause the problem of too many parking adjustment times or failure to park in a small space and need to be manually driven.

[0003] Therefore, how to provide a parking limit value updating method to improve the automatic parking efficiency of the vehicle. SUMMARY

[0004] The present application provides a parking limit value updating method, device, system and storage medium to improve the automatic parking efficiency of the vehicle.

[0005] The present application provides a parking limit value updating method, comprising: acquiring the maximum rack stroke of left and right steering in the manual driving working condition when the vehicle is running; judging whether the maximum rack stroke is a valid stroke; when the maximum rack stroke is a valid stroke, comparing the maximum rack stroke with the EPS parking module limit value; when the maximum rack stroke is greater than the EPS parking module limit value, updating the EPS parking module limit value according to the maximum rack stroke.

[0006] The present application has the beneficial effects that: when the vehicle is running, the maximum rack stroke of left and right steering in the manual driving working condition is acquired; whether the maximum rack stroke is a valid stroke is judged; when the maximum rack stroke is a valid stroke, the maximum rack stroke is compared with the EPS parking module limit value; and when the maximum rack stroke is greater than the EPS parking module limit value, the EPS parking module limit value is updated according to the maximum rack stroke. Since the EPS parking module limit value can be updated according to the manual driving working condition, it is close to the maximum value within a reasonable range, avoiding the situation of too many adjustment times during automatic parking, and improving the automatic parking efficiency of the vehicle.

[0007] In one embodiment, the acquiring of the maximum rack stroke of left and right steering in the manual driving working condition comprises: acquiring the running data of the vehicle in the manual driving working condition; determining whether the current vehicle meets the preset collection condition according to the running data; When the preset data acquisition conditions are met, the maximum rack travel for left and right steering under human driving conditions is obtained based on the operating data.

[0008] In one embodiment, the method further includes: The vehicle is determined to meet the preset data collection conditions when it simultaneously meets the following conditions: The vehicle speed is less than or equal to the preset vehicle speed threshold, the steering wheel angle is greater than or equal to the preset ratio threshold of the maximum design steering angle, and the steering hand torque is less than or equal to the preset torque threshold.

[0009] In one embodiment, obtaining the maximum rack travel for left and right steering under human-driven conditions based on the operational data includes: The maximum steering wheel angle for left and right turns under human driving conditions is obtained from the operational data. Calculate the maximum rack travel for left and right turns based on the maximum steering wheel angles for left and right turns respectively.

[0010] In one embodiment, determining whether the maximum rack travel is a valid travel includes: Compare the maximum rack travel with the designed maximum single-sided travel; When the difference between the maximum single-sided travel and the maximum rack travel is less than a preset value, the maximum rack travel is determined to be the effective travel.

[0011] In one embodiment, the method further includes: Calculate the theoretical wheel speed based on the current vehicle speed and the vehicle's preset parameters; Compare the theoretical wheel speed of the current vehicle with the actual wheel speed; When the difference between the theoretical wheel speed and the actual wheel speed exceeds a preset ratio, the current condition is determined to be abnormal, and the update of the EPS parking module limit value is stopped.

[0012] In one embodiment, the method further includes: After updating the parking-related limit parameters, the EPS parking function module updates the functional safety output module / firewall limits to make the new EPS parking travel limits effective.

[0013] This application also provides a parking limit updating device, comprising: The acquisition module is used to acquire the maximum rack travel for left and right steering under human driving conditions while the vehicle is running. The judgment module is used to determine whether the maximum rack stroke is a valid stroke; The first comparison module is used to compare the maximum rack travel with the EPS parking module limit when the maximum rack travel is an effective travel. An update module is used to update the EPS parking module limit based on the maximum rack travel when the maximum rack travel is greater than the EPS parking module limit.

[0014] In one embodiment, the acquisition module includes: The first acquisition submodule is used to acquire vehicle operating data under human driving conditions; The first determining submodule is used to determine whether the current vehicle meets the preset collection conditions based on the running data; The second acquisition submodule is used to acquire the maximum rack travel for left and right steering under human driving conditions based on the operating data when the preset acquisition conditions are met.

[0015] In one embodiment, the apparatus further includes: The first determining module is used to determine that the current vehicle meets the preset data collection conditions when the vehicle simultaneously meets the following conditions: The vehicle speed is less than or equal to the preset vehicle speed threshold, the steering wheel angle is greater than or equal to the preset ratio threshold of the maximum design steering angle, and the steering hand torque is less than or equal to the preset torque threshold.

[0016] In one embodiment, the second acquisition submodule is further configured to: The maximum steering wheel angle for left and right turns under human driving conditions is obtained from the operational data. Calculate the maximum rack travel for left and right turns based on the maximum steering wheel angles for left and right turns respectively.

[0017] In one embodiment, the determining module includes: The comparison submodule is used to compare the maximum rack travel with the designed maximum single-sided travel; The second determining submodule is used to determine the maximum rack travel as a valid travel when the difference between the maximum single-sided travel and the maximum rack travel is less than a preset value.

[0018] In one embodiment, the apparatus further includes: The calculation module is used to calculate the theoretical wheel speed of each wheel based on the current vehicle speed and the vehicle's preset parameters. The second comparison module is used to compare the theoretical wheel speed of the current vehicle with the actual wheel speed. The second determining module is used to determine that the current working condition is abnormal and stop updating the EPS parking module limit value when the difference between the theoretical wheel speed and the actual wheel speed exceeds a preset ratio.

[0019] In one embodiment, the update module is further configured to: After updating the parking-related limit parameters, the EPS parking function module updates the functional safety output module / firewall limits to make the new EPS parking travel limits effective.

[0020] This application also provides a parking limit update system, including: At least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to implement the parking limit update method described in any of the above embodiments.

[0021] This application also provides a computer-readable storage medium, which, when the instructions in the storage medium are executed by a processor corresponding to the parking limit update system, enables the parking limit update system to implement the parking limit update method described in any of the above embodiments.

[0022] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings.

[0023] The technical solution of this application will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0024] The accompanying drawings are provided to further illustrate the present application and form part of the specification. They are used together with the embodiments of the present application to explain the application and do not constitute a limitation thereof. In the drawings: Figure 1 This is a flowchart of a parking limit update method according to an embodiment of this application; Figure 2 This is a schematic diagram of a parking limit updating device according to an embodiment of this application; Figure 3 This is a schematic diagram of the hardware structure of a parking limit update system according to an embodiment of this application. Detailed Implementation

[0025] The preferred embodiments of this application are described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit this application.

[0026] Figure 1 This is a flowchart of a parking limit update method according to an embodiment of this application, such as... Figure 1As shown, the method can be implemented as follows: S101-S104: In step S101, when the vehicle is running, the maximum rack travel for left and right steering under human driving conditions is obtained; In step S102, it is determined whether the maximum rack travel is a valid travel. In step S103, when the maximum rack travel is the effective travel, the maximum rack travel is compared with the limit value of the EPS parking module; In step S104, when the maximum rack travel is greater than the EPS parking module limit, the EPS parking module limit is updated according to the maximum rack travel.

[0027] In this application, the parking performance calibration of the EPS (Electric Power Steering) system is pre-calculated based on 100% of the designed steering rack travel, and the output is set according to design requirements. That is, during the system development and calibration phase, engineers use the maximum usable steering rack travel in the steering system design as a benchmark to conduct comprehensive performance testing and parameter settings. This allows the EPS system to fully understand and utilize the entire capability of the steering system, including key parameters such as its maximum steering angle and steering torque. This helps achieve more precise and flexible steering control during parking. Simultaneously, for safety reasons, the output is set according to design requirements (such as a 95% rack travel limit) to prevent the steering system from impacting hard limits during parking control.

[0028] During vehicle operation, the maximum rack travel for left and right steering under driver-driven conditions is acquired. Specifically, vehicle operating data under driver-driven conditions is acquired; based on the operating data, it is determined whether the current vehicle meets the preset acquisition conditions. In one embodiment, the operating data package includes vehicle speed, steering wheel angle, and steering torque. The vehicle speed signal originates from the braking system output to the vehicle's CAN bus and is verified for reliability via E2E protection. The steering wheel angle A and steering torque T signals both originate from within the EPS system. The steering wheel angle is actually calculated jointly by the TAS sensor (pinion absolute angle sensor) and the steering motor rotor position sensor (relative angle sensor) in the EPS system, accurately reflecting the driver's steering intention and steering effort. The vehicle is determined to meet the preset acquisition conditions when the following conditions are met simultaneously: vehicle speed is less than or equal to a preset vehicle speed threshold, steering wheel angle is greater than or equal to a preset proportional threshold of the designed maximum steering angle, and steering torque is less than or equal to a preset torque threshold. For example, ① limiting vehicle speed V≤12km / h is because vehicle speed is usually low under normal parking conditions. This limitation helps ensure that the collected data is obtained in a typical parking environment, thereby improving the representativeness and accuracy of the data; ② designing the maximum steering angle A≥95% ensures that the collected data represents steering conditions close to the limit; ③ steering torque T≤5Nm is used to prevent abnormal conditions such as the driver turning the steering wheel all the way to the lock from affecting the accuracy of the data.

[0029] The vehicle speed threshold, preset proportional threshold, and hand torque threshold can all be dynamically adjusted according to actual working conditions. For example, the hand torque threshold can be dynamically adjusted based on the vehicle load signal, with the threshold increasing by 0.5 Nm for every 100 kg increase in load; the threshold can be corrected using tire wear sensor data, decreasing by 0.2 Nm for every 1% increase in wear. Furthermore, when a road slope ≥ 5° is detected, the vehicle speed threshold automatically decreases to 8 km / h. Additionally, the complexity of the parking scenario can be dynamically evaluated based on obstacle distance and remaining parking space dimensions using the following parameters: the vehicle speed threshold is then linearly adjusted within a preset range based on the evaluation results.

[0030] For example, in a perpendicular parking scenario, when a vehicle detects a standard perpendicular parking space (5.6 meters long and 2.5 meters wide) and there are no obstacles, the system determines that the scenario complexity is low and can directly use the highest preset speed (e.g., 0.8 m / s) to complete the parking. If there is a pillar on one side of the parking space, causing the effective width to be reduced to 2.2 meters, the system uses ultrasonic radar to measure the distance to the obstacle in real time (e.g., 0.3 meters), compares the remaining space with the standard value to calculate the space compression rate (12%), and linearly reduces the vehicle speed to 0.7 m / s to improve control accuracy. For non-standard level parking spaces with curvature, multiple indicator values ​​are obtained. For example, the distance between adjacent vehicles is identified by a 4-way fisheye camera (e.g., only 40cm wider than the vehicle width), the curvature of ground markings is analyzed by AVM bird's-eye view, and the speed of pedestrian movement is monitored by millimeter-wave radar. After comprehensive scoring of multiple indicators, if a high-risk scenario is determined (e.g., curvature > 15° and gap < 50cm), the vehicle speed threshold is linearly reduced from the default 0.5m / s to 0.3m / s, and the number of path planning iterations is increased.

[0031] Furthermore, when the preset data acquisition conditions are met, the maximum rack travel for left and right steering under the driving conditions is obtained based on the operating data. Specifically, the maximum steering wheel angle for left and right steering under the driving conditions is obtained from the operating data. The maximum rack travel for left and right steering is calculated based on the maximum steering wheel angle for each of the two steering conditions. Specifically, the steering wheel angle is converted into the rack travel using the following formula: Steering rack travel L = steering wheel angle A / 360° × steering gear line angle transmission ratio.

[0032] Then, it is determined whether the maximum rack travel is a valid travel. Under specific acquisition conditions, the EPS system records the maximum steering travel for left and right turns in real time under driver conditions, denoted as L1. The maximum rack travel is compared with the designed maximum single-sided travel, where the designed maximum single-sided travel L is the theoretical maximum steering travel determined during the design phase of the steering system, and is the boundary value for the system to operate safely and normally. Due to the influence of production processes, materials, and other factors during the manufacturing process of the steering gear, a certain travel tolerance is unavoidable. Therefore, when the difference between the designed maximum single-sided travel and the maximum rack travel is less than a preset value, the maximum rack travel is determined to be a valid travel. In one embodiment of this application, it is determined whether the recorded maximum rack travel L1 is less than the maximum single-sided design travel L-1mm, i.e., L1≤L-1mm. If this condition is met, the recorded driver steering travel is considered reasonable, and the next step can be performed; if not, i.e., L1>L-1mm, it indicates that the recorded steering travel exceeds the reasonable range, and it is discarded and not used for subsequent self-learning control. Furthermore, a certain margin is left for the steering gear hardware travel tolerance to ensure that even if there is a tolerance, the steering travel will not exceed the design range, thereby ensuring the normal operation of the steering system.

[0033] In one embodiment of this application, to avoid abnormal operating conditions such as wheel slippage, the wheel speed is calculated and verified based on preset vehicle parameters (wheelbase, track width, steering angle) to eliminate abnormal operating conditions. Specifically: (1) Calculate the theoretical wheel speeds of the wheels based on the current vehicle speed and the vehicle's preset parameters. Vehicle speed is a key parameter reflecting the overall motion state of the vehicle. The EPS system can read the vehicle speed signal from the CAN bus. Wheel speed signals are used to determine the vehicle's motion state and detect wheel slippage. Each of the four wheels is equipped with a wheel speed sensor, which can measure the rotational speed of each wheel in real time and transmit these signals to the EPS system via the CAN bus. Query the angular transmission ratio of each wheel based on the current steering wheel angle. Obtain the wheel angle of each wheel based on the angular transmission ratio of the wheel and the current steering wheel angle. For example, if the current steering wheel angle is θ, the corresponding inner wheel angular transmission ratio i is obtained by looking up a table. in and the outer wheel transmission ratio i out Then the inner wheel rotation angle α in =i in ×θ, outer wheel rotation angle α out =i out×θ. Then, based on the current vehicle speed, track width, wheelbase, and wheel angle, the theoretical wheel speed of each wheel is calculated. Specifically, this can be calculated using Ackerman steering geometry and Ackerman ratio corrections. The theoretical wheel speed of each of the four wheels is calculated based on the wheel angle, track width, wheelbase, and vehicle speed. When a vehicle turns, the trajectory of each wheel is an arc, the radius of which is related to the track width, wheelbase, and wheel angle. Using the vehicle's kinematic principles, combined with the known vehicle speed v, track width B, wheelbase L, and wheel angle α, the theoretical linear velocity (wheel speed) of each wheel can be calculated. For example, for the inner front wheel, its turning radius R... in The theoretical wheel speed v of the inner front wheel can be calculated using geometric relationships. Then, based on the linear velocity formula v=ωR (where ω is the wheel angular velocity, v is the linear velocity, and R is the radius), and combined with the relationship between vehicle speed and wheel motion, the theoretical wheel speed v of the inner front wheel can be derived. in The calculation formula is as follows. Similarly, the theoretical wheel speeds v of the front outer wheel, rear inner wheel, and rear outer wheel can be calculated. out v rin v rout .

[0034] The theoretical wheel speed of the current vehicle is compared with the actual wheel speed. When the difference between the theoretical and actual wheel speeds exceeds a preset proportion, an abnormal operating condition is identified, and the update of the EPS parking module limit values ​​is stopped. The calculated theoretical wheel speeds of the four wheels are compared with the actual wheel speeds received from the wheel speed sensors. For example, if the difference exceeds a certain proportion, such as 5% (this proportion can be calibrated based on the actual vehicle), the wheel speed signal is considered abnormal. This is because in actual driving, if the vehicle is under normal operating conditions, the calculated theoretical wheel speed and the actual wheel speed should be relatively close. When the difference is too large, it may be due to wheel speed sensor malfunction, signal interference, or the vehicle being under special operating conditions (such as wheel slippage). In this case, to ensure the accuracy and safety of the system, the learning function is stopped to avoid subsequent calculations and judgments based on erroneous wheel speed signals.

[0035] (2) It can also calculate the reasonable wheel speed of a single vehicle at the corresponding vehicle speed and compare it with the actual wheel speed. If the deviation exceeds a certain deviation threshold, such as 5% (which can be calibrated), it is considered that the vehicle may be in low adhesion (low road surface adhesion coefficient, such as icy or snowy roads) or uneven (uneven road surface) or other abnormal working conditions. This is because when driving on low adhesion or uneven roads, the motion state of the wheels will be very different from that on normal roads, resulting in a large deviation between the wheel speed signal and the theoretical value. In this case, the learning function based on the assumption of normal working conditions may not work accurately, or may even produce incorrect results. Therefore, the learning function is turned off in the current power-on cycle to prevent system misoperation.

[0036] (3) It can also calculate the standard deviation of wheel speed and the rate of change of steering angle; when the standard deviation of wheel speed is greater than the preset standard deviation or the rate of change of steering angle is greater than the preset rate of change for a preset duration, it is determined to be a low-adhesion road surface. For example, when σ > 0.3 m / s or the rate of change of steering angle > 5° / s for 2 seconds, it is determined to be a low-adhesion road surface; when it is a low-adhesion road surface, the safety mode is triggered and it automatically switches to 95% of the calibrated rack travel as the limit value.

[0037] (4) The actual steering angle can also be calculated by the speed difference between the left and right wheels; when the difference between the actual steering angle and the steering angle collected by the sensor is greater than the preset angle (e.g., >1.5°), a data abnormality alarm is triggered; after N consecutive abnormalities (e.g., 3 times), the learning process is frozen.

[0038] If all the above verifications are within a reasonable range, it indicates that the vehicle is in normal driving condition and the wheel speed signal is accurate and reliable, and the next step of judgment or operation can be carried out.

[0039] When the maximum rack travel is the effective travel, it is compared with the EPS parking module limit. Effective travel describes the range of travel the steering wheel traverses under specific conditions that is recognizable by the system and meets requirements. It excludes invalid rotational travel caused by abnormal factors such as misoperation or steering wheel vibration. For example, during normal vehicle operation, the angle range the steering wheel rotates smoothly during this smooth rotation is part of the effective travel. The EPS (Electric Power Steering) parking module limit is preset in the EPS system to limit the maximum steering angle or steering travel of the steering wheel during parking. This limit is determined comprehensively based on factors such as vehicle design parameters, parking space requirements, and safety considerations. For example, to ensure that the vehicle does not collide with surrounding obstacles due to oversteering during parking, the system sets a reasonable maximum steering travel limit. The EPS system monitors the driver's steering wheel rotation in real time, acquires steering wheel rotation angle or travel information through sensors, and filters out effective travel data. Simultaneously, the system reads the preset parking module limit from internal storage. The acquired valid travel data is compared with the parking module limits. If the valid travel does not exceed the limit, it means the driver's current steering operation is within the system's preset safety range, and the system does not need to update the parking limits; the original limit settings can be maintained. If the valid travel exceeds the parking module limits, it indicates that the driver needs a larger steering travel to complete the operation during actual driving. To improve the system's adaptability and usability, the EPS system learns and updates the parking limits. This learning and updating may involve storing the new valid travel as the new limit, or adjusting the original limit according to a certain algorithm to better match the driver's actual operating needs.

[0040] After updating parking-related limit parameters (such as the maximum steering travel limit during parking), the EPS parking function module sends feedback information to other relevant modules or monitoring units within the system, indicating that the update of the limit parameters has been successfully completed. The functional safety output module / firewall limits are then updated, and the new EPS parking travel limits take effect, feeding back to the intelligent driving domain controller / controller via CAN message. The functional safety output module and firewall are crucial components of the steering system for ensuring safety. The functional safety output module ensures that the EPS system output meets system functional safety requirements, preventing safety issues such as vehicle loss of control due to abnormal output. The firewall acts as an isolation and fallback protection mechanism, preventing the steering system output from exceeding thresholds and the system from exceeding functional safety boundaries, which could potentially lead to vehicle functional safety risks. Because the EPS output needs to be checked by the limits of these two modules, when the limits of the parking function module are updated, the limits of the functional safety output module and firewall also need to be updated accordingly to ensure that the new EPS parking travel limits are effective throughout the system. For example, suppose the original maximum steering travel limit during parking was 340 degrees, and the functional safety output module and firewall were configured with this limit for output and filtering. Now, if the parking function module updates the maximum steering travel limit to 350 degrees, then the functional safety output module and firewall must also adjust their limits to 350 degrees. Otherwise, even if the parking function module allows for a larger steering travel, the output to the vehicle actuators will still be blocked by the functional safety output module or firewall. After updating the limits of the functional safety output module and firewall, the new EPS parking travel limit officially begins to take effect in the entire system. This means that subsequent EPS system outputs under parking conditions will be controlled and limited according to the new limits.

[0041] It should be noted that in this application, the vehicle's ABS signal is monitored in real time to determine if it is active. When the vehicle's ABS is active, the EPS parking module limit update is stopped. The ABS trigger signal is monitored throughout the learning process; if ABS is activated, the learning function is disabled during the current power-on cycle. If the system detects ABS activation during the current power-on cycle (i.e., the time from vehicle power-on to power-off), the ongoing learning function is immediately disabled. This is because ABS activation usually indicates that the vehicle is in a special driving condition where its dynamic characteristics differ significantly from normal driving. Learning under these conditions may yield inaccurate or unreasonable parameters, affecting the learning effect and vehicle performance. For example, under conditions of low road adhesion or aggressive driving, the vehicle's driving state is unstable, and the changes in various parameters (such as steering angle, braking pressure, and vehicle speed) are exceptionally complex and unrepresentative.

[0042] The beneficial effects of this application are as follows: When the vehicle is running, the maximum rack travel for left and right steering under human driving conditions is obtained; it is determined whether the maximum rack travel is a valid travel; when the maximum rack travel is a valid travel, it is compared with the EPS parking module limit; when the maximum rack travel is greater than the EPS parking module limit, the EPS parking module limit is updated based on the maximum rack travel. Because the EPS parking module limit can be updated according to human driving conditions, keeping it close to the maximum value within a reasonable range, excessive adjustments during automatic parking are avoided, thus improving the efficiency of automatic parking.

[0043] In one embodiment, step S101 above can be implemented as steps A1-A3 as follows: In step A1, the vehicle's operating data under human-driven conditions is obtained; In step A2, based on the operational data, it is determined whether the current vehicle meets the preset data collection conditions; In step A3, when the preset acquisition conditions are met, the maximum rack travel for left and right steering under human driving conditions is obtained based on the operating data.

[0044] In one embodiment, step A2 above can be implemented as follows: The vehicle is determined to meet the preset data collection conditions when it simultaneously meets the following conditions: The vehicle speed is less than or equal to the preset vehicle speed threshold, the steering wheel angle is greater than or equal to the preset ratio threshold of the maximum design steering angle, and the steering hand torque is less than or equal to the preset torque threshold.

[0045] In one embodiment, step A3 above can be implemented as steps A31-A32: In step A31, the maximum steering wheel angle for left and right turns under human driving conditions is obtained from the operating data; In step A32, the maximum rack travel for left and right turns is calculated based on the maximum steering wheel angles for left and right turns respectively.

[0046] In one embodiment, step S102 above can be implemented as steps B1-B2 as follows: In step B1, the maximum rack travel is compared with the designed maximum single-sided travel; In step B2, when the difference between the maximum single-sided travel and the maximum rack travel is less than a preset value, the maximum rack travel is determined to be the effective travel.

[0047] In one embodiment, the method may also be implemented as steps C1-C3: In step C1, the theoretical wheel speeds are calculated based on the current vehicle speed and the vehicle's preset parameters. In step C2, the theoretical wheel speed of the current vehicle is compared with the actual wheel speed; In step C3, when the difference between the theoretical wheel speed and the actual wheel speed exceeds a preset ratio, it is determined that the current working condition is abnormal, and the update of the EPS parking module limit value is stopped.

[0048] In one embodiment, the method may also be implemented as follows: After updating the parking-related limit parameters, the EPS parking function module updates the functional safety output module / firewall limits to make the new EPS parking travel limits effective.

[0049] In one embodiment, the method may also be implemented as steps D1-D3: In step D1, monitor whether the vehicle's ABS signal is active; In step D2, when the vehicle's ABS is active, the EPS parking module limit update is stopped.

[0050] In one embodiment, the preset parameters of the vehicle include at least the wheelbase and track width, and step C1 above can be implemented as steps C11-C13: In step C1, the angular transmission ratio of each wheel is queried based on the current steering wheel angle of the vehicle. In step C2, the wheel angle of each wheel is obtained based on the angular transmission ratio of the wheels and the current steering wheel angle; In step C3, the theoretical wheel speed of each wheel is calculated based on the current vehicle speed, track width, wheelbase, and wheel angle. Specifically, this can be calculated using Ackermann steering geometry.

[0051] In one embodiment, the method may also be implemented as follows: The parking performance calibration of the EPS is performed in advance based on 100% of the designed steering rack travel, and the output is set according to the design requirements.

[0052] In one embodiment, the preset torque threshold can be dynamically adjusted, and the adjustment process can be implemented as follows: steps D1-D2: In step D1, the hand torque threshold is dynamically adjusted according to the vehicle load signal. The threshold is relaxed by 0.5 Nm for every 100 kg increase in load (this value can be pre-calibrated). In step D2, the hand torque threshold is corrected using data from the tire tread wear monitoring system. The threshold is reduced by 0.2 Nm for every 1% increase in wear (this value can be pre-calibrated).

[0053] In one embodiment, the vehicle speed threshold can be dynamically adjusted, and the adjustment process can be implemented through the following steps: When a road surface slope of ≥5° is detected, the vehicle speed threshold is automatically reduced to 8km / h.

[0054] In one embodiment, the vehicle speed threshold can be dynamically adjusted, and the adjustment process can be implemented as follows: steps E1-E2: In step E1, the complexity of the parking scenario is dynamically evaluated based on the obstacle distance and the remaining parking space dimensions using the following parameters: In step E2, the vehicle speed threshold is linearly adjusted within a preset range based on the evaluation results.

[0055] In one embodiment, the method may also be implemented as steps F1-F3: In step F1, the actual steering angle is calculated using the speed difference between the left and right wheels; In step F2, a data anomaly alarm is triggered when the difference between the actual steering angle and the steering angle collected by the sensor is greater than a preset angle (e.g., >1.5°). In step F3, the learning process is frozen after N consecutive anomalies (e.g., 3 times).

[0056] In one embodiment, the method may also be implemented as steps G1-G3: In step G1, the standard deviation of wheel speed and the rate of change of steering angle are calculated; In step G2, a road surface with low adhesion is determined when the standard deviation of wheel speed is greater than the preset standard deviation or the rate of change of steering angle is greater than the preset rate of change for a preset duration. For example, a road surface with low adhesion is determined when σ > 0.3 m / s or the rate of change of steering angle > 5° / s for 2 seconds. In step G3, when the road surface has low adhesion, the safety mode is triggered, and the system automatically switches to 95% of the calibrated rack travel as the limit.

[0057] Figure 2 This is a schematic diagram of a parking limit updating device according to an embodiment of this application, as shown below. Figure 2 As shown, the device includes: The acquisition module 201 is used to acquire the maximum rack travel for left and right steering under human driving conditions when the vehicle is running. The judgment module 202 is used to determine whether the maximum rack stroke is a valid stroke; The first comparison module 203 is used to compare the maximum rack travel with the EPS parking module limit when the maximum rack travel is an effective travel. The update module 204 is used to update the EPS parking module limit based on the maximum rack travel when the maximum rack travel is greater than the EPS parking module limit.

[0058] In one embodiment, the acquisition module includes: The first acquisition submodule is used to acquire vehicle operating data under human driving conditions; The first determining submodule is used to determine whether the current vehicle meets the preset collection conditions based on the running data; The second acquisition submodule is used to acquire the maximum rack travel for left and right steering under human driving conditions based on the operating data when the preset acquisition conditions are met.

[0059] In one embodiment, the apparatus further includes: The first determining module is used to determine that the current vehicle meets the preset data collection conditions when the vehicle simultaneously meets the following conditions: The vehicle speed is less than or equal to the preset vehicle speed threshold, the steering wheel angle is greater than or equal to the preset ratio threshold of the maximum design steering angle, and the steering hand torque is less than or equal to the preset torque threshold.

[0060] In one embodiment, the second acquisition submodule is further configured to: The maximum steering wheel angle for left and right turns under human driving conditions is obtained from the operational data. Calculate the maximum rack travel for left and right turns based on the maximum steering wheel angles for left and right turns respectively.

[0061] In one embodiment, the determining module includes: The comparison submodule is used to compare the maximum rack travel with the designed maximum single-sided travel; The second determining submodule is used to determine the maximum rack travel as a valid travel when the difference between the maximum single-sided travel and the maximum rack travel is less than a preset value.

[0062] In one embodiment, the apparatus further includes: The calculation module is used to calculate the theoretical wheel speed of each wheel based on the current vehicle speed and the vehicle's preset parameters. The second comparison module is used to compare the theoretical wheel speed of the current vehicle with the actual wheel speed. The second determining module is used to determine that the current working condition is abnormal and stop updating the EPS parking module limit value when the difference between the theoretical wheel speed and the actual wheel speed exceeds a preset ratio.

[0063] In one embodiment, the update module is further configured to: After updating the parking-related limit parameters, the EPS parking function module updates the functional safety output module / firewall limits to make the new EPS parking travel limits effective.

[0064] Figure 3 This is a schematic diagram of the hardware structure of a parking limit update system according to an embodiment of this application, as shown below. Figure 3As shown, the parking limit update system includes: At least one processor 320; and, Memory 304 communicatively connected to the at least one processor 320; wherein, The memory 304 stores instructions that can be executed by the at least one processor 320 to implement the parking limit update method described in any of the above embodiments.

[0065] Reference Figure 3 The parking limit update system 300 may include one or more of the following components: processing component 302, memory 304, power supply component 306, multimedia component 308, audio component 310, input / output (I / O) interface 312, sensor component 314, and communication component 316.

[0066] Processing component 302 typically controls the overall operation of the parking limit update system 300. Processing component 302 may include one or more processors 320 to execute instructions to complete all or part of the steps of the method described above. Furthermore, processing component 302 may include one or more modules to facilitate interaction between processing component 302 and other components. For example, processing component 302 may include a multimedia module to facilitate interaction between multimedia component 308 and processing component 302.

[0067] Memory 304 is configured to store various types of data to support the operation of the parking limit update system 300. Examples of this data include instructions for any application or method operating on the parking limit update system 300, such as process parameters, data, characters, text, images, videos, etc. Memory 304 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), and flash memory.

[0068] Power supply component 306 provides power to various components of the parking limit update system 300. Power supply component 306 may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power to the vehicle control system 300.

[0069] The multimedia component 308 includes a screen that provides an output interface between the parking limit update system 300 and the user. In some embodiments, the screen may include a liquid crystal display (LCD) and a touch panel (TP) for a combination instrument cluster or host screen. If the screen includes a touch panel, the screen may be implemented as a touchscreen to receive input signals from the user. The touch panel includes one or more touch sensors to sense touches, swipes, and gestures on the touch panel. The touch sensors may sense not only the boundaries of touch or swipe actions but also the duration and pressure associated with the touch or swipe operation. In some embodiments, the multimedia component 308 may also include a front-facing camera and / or a rear-facing camera. When the parking limit update system 300 is in an operating mode, such as a shooting mode or a video mode, the front-facing camera and / or the rear-facing camera may receive external multimedia data. Each front-facing camera and rear-facing camera may be a fixed optical lens system or have focal length and optical zoom capabilities.

[0070] Audio component 310 is configured to output and / or input audio signals. For example, audio component 310 includes a microphone (MIC) configured to receive external audio signals when the parking limit update system 300 is in an operating mode, such as alarm mode, recording mode, voice recognition mode, and voice output mode. The received audio signals may be further stored in memory 304 or transmitted via communication component 316. In some embodiments, audio component 310 also includes a speaker for outputting audio signals.

[0071] I / O interface 312 provides an interface between processing component 302 and peripheral interface modules, which may be physical buttons, click wheels, buttons, screen touch soft switches, etc. These buttons may include, but are not limited to: home button, volume buttons, power button, and lock button.

[0072] Sensor assembly 314 includes one or more sensors for providing status assessments of various aspects of the parking limit update system 300. For example, sensor assembly 314 may include a sound sensor. Additionally, sensor assembly 314 may detect the on / off state of the parking limit update system 300, the relative positioning of components (e.g., the display and keypad of the parking limit update system 300), and the operational status of the parking limit update system 300 or one of its components. Sensor assembly 314 may also include a light sensor, such as a CMOS or CCD image sensor, for use in imaging applications. In some embodiments, sensor assembly 314 may also include a yaw rate sensor, an acceleration sensor, a gyroscope sensor, a magnetic sensor, a pressure sensor, or a temperature sensor.

[0073] Communication component 316 is configured to enable the parking limit update system 300 to provide wired or wireless communication capabilities with other devices and a cloud platform. The parking limit update system 300 can access a vehicle CAN communication or Ethernet communication network. In one exemplary embodiment, communication component 316 receives broadcast signals or broadcast-related information from external systems, as well as node-to-node communication information, via the vehicle CAN communication or Ethernet communication network.

[0074] In an exemplary embodiment, the parking limit update system 300 may be implemented by 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), controllers, microcontrollers, microprocessors, or other electronic components to perform the parking limit update method described in any of the above embodiments.

[0075] This application also provides a computer-readable storage medium, which, when the instructions in the storage medium are executed by a processor corresponding to the parking limit update system, enables the parking limit update system to implement the parking limit update method described in any of the above embodiments.

[0076] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk storage and optical storage) containing computer-usable program code.

[0077] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0078] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0079] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0080] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A method for updating parking limit values, characterized in that, include: When the vehicle is running, obtain the maximum rack travel for left and right steering under human driving conditions; Determine whether the maximum rack travel is a valid travel; When the maximum rack travel is the effective travel, the maximum rack travel is compared with the limit value of the EPS parking module; When the maximum rack travel exceeds the EPS parking module limit, the EPS parking module limit is updated based on the maximum rack travel.

2. The method as described in claim 1, characterized in that, The process of obtaining the maximum rack travel for left and right steering under human-driven conditions includes: Acquire vehicle operating data under human-driven conditions; Based on the operational data, determine whether the current vehicle meets the preset data collection conditions; When the preset data acquisition conditions are met, the maximum rack travel for left and right steering under human driving conditions is obtained based on the operating data.

3. The method as described in claim 2, characterized in that, The method further includes: The vehicle is determined to meet the preset data collection conditions when it simultaneously meets the following conditions: The vehicle speed is less than or equal to the preset vehicle speed threshold, the steering wheel angle is greater than or equal to the preset ratio threshold of the maximum design steering angle, and the steering hand torque is less than or equal to the preset torque threshold.

4. The method as described in claim 2, characterized in that, The step of obtaining the maximum rack travel for left and right steering under human-driven conditions based on the operating data includes: The maximum steering wheel angle for left and right turns under human driving conditions is obtained from the operational data. Calculate the maximum rack travel for left and right turns based on the maximum steering wheel angles for left and right turns respectively.

5. The method as described in claim 1, characterized in that, The determination of whether the maximum rack travel is a valid travel includes: Compare the maximum rack travel with the designed maximum single-sided travel; When the difference between the maximum single-sided travel and the maximum rack travel is less than a preset value, the maximum rack travel is determined to be the effective travel.

6. The method as described in claim 1, characterized in that, The method further includes: Calculate the theoretical wheel speed based on the current vehicle speed and the vehicle's preset parameters; Compare the theoretical wheel speed of the current vehicle with the actual wheel speed; When the difference between the theoretical wheel speed and the actual wheel speed exceeds a preset ratio, the current condition is determined to be abnormal, and the update of the EPS parking module limit value is stopped.

7. The method as described in claim 1, characterized in that, The method further includes: After updating the parking-related limit parameters, the EPS parking function module updates the functional safety output module / firewall limits to make the new EPS parking travel limits effective.

8. A parking limit update device, characterized in that, include: The acquisition module is used to acquire the maximum rack travel for left and right steering under human driving conditions while the vehicle is running. The judgment module is used to determine whether the maximum rack stroke is a valid stroke; The comparison module is used to compare the maximum rack travel with the limit value of the EPS parking module when the maximum rack travel is an effective travel. An update module is used to update the EPS parking module limit based on the maximum rack travel when the maximum rack travel is greater than the EPS parking module limit.

9. A parking limit update system, characterized in that, include: At least one processor; as well as, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions executable by the at least one processor to implement the parking limit update method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, When the instructions in the storage medium are executed by the processor corresponding to the parking limit update system, the parking limit update system is able to implement the parking limit update method as described in any one of claims 1-7.

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